World Aircraft Sales Magazine December-12

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WORLD

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The global marketplace for business aviation

Business Aviation & The Boardroom: pages 14 - 47

December 2012

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

PAGE

AIRBUS A318 Elite. . . . . . 25,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 11, 13, 17, 70, 71, . . . . . . . . . . . . . . . 82, 142, BBJ 700C . . . . . . 12, 727-100 . . . . . . . 25, Super 727-200 . 82, 737. . . . . . . . . . . . 147, 737-300-VIP. . . . 147, 737-500 . . . . . . . 147, 757-200 . . . . . . . 91, MD 87 VVIP . . . . 82, S27-200 . . . . . . . 91,

BOMBARDIER Global 5000 . . . . 20, 57, 80, 99, 150, . . . . . . . . . . . . . . . 156, Global 6000 . . . . 6, 87, 156, Global Express . 6,10, 25, 41, 53, 57, . . . . . . . . . . . . . . . 65, 150, 156, Global Express XRS.. 5, 150, 156,

Challenger

AIRCRAFT

PAGE

XLS+ . . . . . . . . . . 56, 66, 151, 650 . . . . . . . . . . . 52, CJ1. . . . . . . . . . . . 23, 81, CJ1+ . . . . . . . . . . 23, 33, 69, CJ2. . . . . . . . . . . . 35, 52, 76, 81, 156, CJ2+ . . . . . . . . . . 145, CJ3. . . . . . . . . . . . 35, 53, 66, 69, 80, . . . . . . . . . . . . . . . 81, 83, 101, CJ4. . . . . . . . . . . . 32, Bravo . . . . . . . . . 76, 80, 138, Columbia ......67, Encore . . . . . . . . 80, 147, Encore + .......33, Excel . . . . . . . . . . 53, 66, 77, 80, 155, Jet . . . . . . . . . . . . 23, 35, 53, 76, Mustang . . . . . . . 21, SII . . . . . . . . . . . . 29, 53, 69, Sovereign. . . . . . 27, 53, 75, Stallion . . . . . . . . 76, Ultra . . . . . . . . . . 66, 83, 141,

Conquest I . . . . . . . . . . . . . . 67,

Grand Caravan 208. . . . . . . . . . . . 151,

DORNIER

300 . . . . . . . . . . . 26, 31, 99, 155, 156, 600 . . . . . . . . . . . 83, 149, 601-1A . . . . . . . . 53, 66, 601-3A . . . . . . . . 26, 37, 56, 601-3A ER . . . . . 26, 604 . . . . . . . . . . . 21, 26, 29, 41, 56, . . . . . . . . . . . . . . . 76, 83, 87, 97, 99, . . . . . . . . . . . . . . 156, 605 . . . . . . . . . . . 5, 6, 54, 55, 56, 99, . . . . . . . . . . . . . . . 156, 850 . . . . . . . . . . . 56, 73,

Learjet 31A . . . . . . . . . . . 41, 81, 95, 148, 35A . . . . . . . . . . . 53, 95, 40 . . . . . . . . . . . . 81, 87, 40XR . . . . . . . . . . 80, 83, 139, 45 . . . . . . . . . . . . 66, 87, 95, 99, 45XR . . . . . . . . . . 37, 80, 60 . . . . . . . . . . . . 23, 27, 53, 60SE . . . . . . . . . . 27, 60XR . . . . . . . . . . 17, 27, 37, 53, 150, 85 . . . . . . . . . . . . 17,

CESSNA Citation ISP . . . . . . . . . . . 35, 66, II. . . . . . . . . . . . . . 35, 66, 76, 77, 146, IISP . . . . . . . . . . . 76, III . . . . . . . . . . . . . 27, 66, V. . . . . . . . . . . . . . 66, VII . . . . . . . . . . . . 53, 140, 155, X . . . . . . . . . . . . . 23, 56, 59, XLS . . . . . . . . . . . 27, 53, 149,

Dornier 328 . . . . 26,

EMBRAER Legacy 600 . . . . 23, 25, 37, 39, 57, . . . . . . . . . . . . . . . 81, 83, 99, Legacy 650 . . . . 5, 23, 80, Lineage 1000. . . 25, Phenom 100 . . . 23, 38, 77,

AIRCRAFT

AIRCRAFT

V. . . . . . . . . . . . . . 25, 65, 156, 156, 150 . . . . . . . . . . . 45, 64, 95, 103, 200 . . . . . . . . . . . 6, 20, 53, 64, 76, 95, 400 . . . . . . . . . . . 64, 450 . . . . . . . . . . . 5, 6, 10, 25, 31, 41, . . . . . . . . . . . . . . . 45, 65, 97, 550 . . . . . . . . . . . 6, 65, 97, 151, 156, Twin Commander 900...69, Twin Commander 1000...69,

HAWKER BEECHCRAFT Beechcraft 400 . . . . . . . . . . . 76, 148, 400A . . . . . . . . . . 67, 103, Baron 55A .....103, Baron G58 . . . . . 143, Premier 1A. . . . . 76, 97,

King Air 200 . . . . . . . . . . . 67, 200XPR . . . . . . . 77, 350 . . . . . . . . . . . 53, 67, 77, 81, B200 . . . . . . . . . . 23, 67, 69, 80, C90 76, 77, 80, 81, C90B . . . . . . . . . . 80, E90 . . . . . . . . . . 67,

Hawker 400XP . . . . . . . . . 27, 53, 76, 700A . . . . . . . . . . 45, 800A . . . . . . . . . . 148, 800B . . . . . . . . . . 99, 800XP . . . . . . . . . 27, 49, 53, 76, 152, . . . . . . . . . . . . . . . 156, 850XP . . . . . . . . . 57, 97, 900XP . . . . . . . . . 27, 87, 97, 155, 4000 . . . . . . . . . . 27, 95,

FALCON JET 7X . . . . . . . . . . . . 3, 6, 31, 154, 156, 20F-5BR . . . . . . . 76, 50 . . . . . . . . . . . . 20, 26, 33, 41, 57, 76, . . . . . . . . . . . . . . . 154, 155, 156, 50EX . . . . . . . . . . 76, 154, 900B . . . . . . . . . . 37, 53, 80, 81, . . . . . . . . . . . . . . . 154, 155, 900C . . . . . . . . . . 5, 154, 900EX EASy . . . 3, 6, 21, 26, 80, 154, 900EX . . . . . . . . . 20, 31, 52, 91, 154, 2000 . . . . . . . . . . 21, 32, 76, 87, 2000DX EASy . . 56, 2000EX EASy . . 3, 56, 2000LX . . . . . . . . 3, 52, 147,

IAI

GULFSTREAM

PIAGGIO

IISP . . . . . . . . . . . 76, 83, III . . . . . . . . . . . . . 23, 26, 37, IV . . . . . . . . . . . . . 25, 26, 53, 65, 83, . . . . . . . . . . . . . . . 156, IVSP . . . . . . . . . . 10, 25, 32, 53, 57, . . . . . . . . . . . . . . . 82, 144, 156,

Avanti . . . . . . . . . 17, Avanti II . . . . . . . 81, 95, P180 Avanti . . . 53,

Astra 1125 . . . . . 53, 155, Astra SP . . . . . . . 21, Astra SPX. . . . . . 29, 41,

Jetprop DLX . . . . 29, Meridian . . . . . . 67, Meridian G1000 63, PA31-P Navajo . 67, 149,

SOCATA TBM 700A . . . . . 103, TBM 700B . . . . . 76, 103, TBM 700C1 . . . . 76, TBM 850. . . . . . . 69, 77, 103, 150,

HELICOPTERS AGUSTAWESTLAND AW 109C . . . . . . 80, AW 109SE . . . . . 137, AW109SP . . . . . . 80, 152, AW109SGrand . 17, A119 Koala . . . . 97, A319 . . . . . . . . . . 32,

BELL 206L4 . . . . . . . . . 148, 212 . . . . . . . . . . . 148, 230 . . . . . . . . . . . 80, 427 . . . . . . . . . . . 29, 412EMS . . . . . . . 148,

EUROCOPTER EC 255 . . . . . . . . 152, AS 355 N . . . . . . 80, EC 130-B4 . . . . . 17, EC 135 P2i . . . . . 137, EC135T2i . . . . . . 80,

MCDONNELL DOUGLAS MD 600N . . . . . . 97,

SIKORSKY

Lancair LIV . . . . . 53,

S-76B . . . . . . . . . 53, 57, 83, 155, S-76C+ . . . . . . . . 17, 33,

MITSUBISHI MU-2M . . . . . . . . 123, MU-2K Dash 10 123, MU-2 Marquise . 123, MU-2 Solitaire. . 123,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS

PILATUS PC12/47 . . . . . . . 63, 148,

The World’s leading aircraft dealers and brokers - find one today WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Aircraft Engine /Support . 79, 115, Aircraft Perf & Specs . . . . . 115, 117, . . . . . . . . . . . . . . . . . . . . . . . . 123, 131, Aircraft Title/Registry . . . . 89, 109, Ground Handling . . . . . . . . 115, Mods-Parts-Spares . . . . . . . 123, Photography . . . . . . . . . . . . 123,

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2005 Bombardier Global Express XRS

2010 Embraer Legacy 650

SN9163 | 2841 Hours | 1325 Cycles

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Engines on RR Corporate Care | APU on MSP

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Warranty remaining | Smart Parts Plus

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Office in the sky | External camera system

2011 Bombardier Challenger 605

2010 Gulfstream G450

1998 Dassault Falcon 900C

SN5835 | 698 Hours | 299 Cycles

SN4202 | 686 Hours | 249 Cycles

SN169 | 4431 Hours | 1860 Cycles

Part 135 compliant | 12 seat configuration

Forward Galley | APU on MSP

Engines on MSP | APU on MSP

Full factory warranties remaining

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New Exterior Paint 2010

EASA JAR OPS compliant

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2008 Bombardier Global Express XRS

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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)

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Contents

Volume 16, Issue 12 – December 2012

Featured Articles Business Aviation and the Boardroom 14

Profit From Control: The value of Business Aviation was well documented in the Presidential campaign just concluded in the United States...

16

Pilot Retirement Age: Directors are not medical examiners. But they have a

14

responsibility to set policy regarding when a pilot should retire. Have you done so?

22

Solid Input For A Year-End: A market perspective for the near future, based upon observations of the year that is ending: Opportunities exist - but caution is advised.

28

Supplemental Airlift: Are your business travel requirements starting to out-

40

grow your current business aircraft? Perhaps Fractional Ownership could provide a solution…

34

An Aviation Tax Recap: There have been several key changes to aviationrelated tax laws in 2012, the effects of which will carry into 2013. Chris Younger summarizes.

40

Year-End Insurance Review: Stuart Hope reviews the topics he covered in 2012 and creates an abbreviated checklist for a bulletproof aviation insurance program.

44

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

44 Main Features 48

Aircraft Comparative Analysis – Airbus ACJ319: How does the performance of the Airbus ACJ319 stand up against Boeing’s BBJ?

68

Aircraft Forecast Analysis: With Honeywell and JETNET issuing their outlooks for the industry at the recent NBAA Convention, Mike Potts compares the numbers, adding Bombardier’s longer-term projection for added measure.

92

Nextant 400XT Test Flight: Having been taken for a ride in Nextant’s recreation of the original Beechjet 400A/Hawker 400XP, Dave Higdon gives his outline of the airplane.

104

Entry Level & Light Jets Review 2012 (Part 2): Our annual review of the Entry Level and Light jet segment concludes with Embraer and some of the in-development programs.

110

Design At Its Finest: Did you hear about the airplane cabin designed around a teapot? You have now – we take a look at the interior of the elegant Challenger 605.

112

GAMA 3Q 2012 Shipment Analysis & Report: GAMA’s latest report on new airplane shipments are out. Mike Potts delves below the surface to see what’s really going on.

Regular Features 58 84 90 96 98 108 126

Market Indicators Aircraft Performance & Specifications Aviation Leadership Roundtable Viewpoint JETNET >>KNOW MORE AIReport BizAv Round-Up (NBAA Special)

Next Month’s Issue Environmental Plane Allowances

134

The Ultimate Flying Machine? Andrew C. Bradley offers his insight into the Boeing line of business jets, and what helps and hinders them on the pre-owned market.

Advertising Enquiries see Page 8

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Safety Matters – Medical Issues Aloft Business Aviation & The Boardroom

WORLD AIRCRAFT SALES MAGAZINE – December 2012

9

Avjet multiple December 22/11/2012 10:08 Page 1

G450 SN 4058

G450 SN 4044

GIVSP SN 1358

GEX SN 9116

GEX SN 9010

GEX SN 9031

Los Angeles: (818) 841-6190 Washington D.C.: +1 (410) 626-6162

AVJE T.COM sales@avjet.co m

Avjet December 19/11/2012 15:08 Page 1

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162

World Headquarters Marc J. Foulkrod Chairman and Chief Executivve OfďŹ cer info@avjet.com Phone: +1 (818) 841-6190

Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AVJET V T.COM

Avjet November 24/10/2012 13:42 Page 1

World Headquarters Marc J J. Foulkrod Chairman and Chief Executivve OfďŹ cer info@avjet.com Phone: +1 (818) 841-6190

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162

Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AV VJET T.COM

Avjet November 24/10/2012 13:43 Page 2

World Headquarters M J Marc J. FFoulkrod lk d Chairman and Chief Exxecutive OfďŹ cer info@avjet.com Phone: +1 (818) 841-61990

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Global Sales & Acquissitions Andrew C. Bradley Senior Vice President, Global G Sales and Acquisitions andrew@avjet.com d @ j Phone: +1 (410) 626-61622 Charter & Managemen nt Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-61990

AVJET V T.COM

BG 1 Jack_FinanceSept 20/11/2012 14:06 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Profit from Control: Reasons for the Business Aviation user to stand tall.

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

More information from www.generalaerocompany.com

Board Members may fear that Business Aviation will be disadvantaged during President Obama’s second term. Fear not, asserts Jack Olcott. The value of business aircraft was well documented in the campaign just concluded.

B

usiness Aviation offers many advantages. For business leaders and entrepreneurs, one of the most useful is control over one’s travel schedule and use of time spent traveling. Surely both President Obama and challenger Governor Romney used business aircraft extensively to campaign from coast-to-coast and from north to south, often being in places during a single day that were separated by thousands of miles.

Both candidates required the mobility that only Business Aviation provides, and both profited from being able to control when and where they spoke to voters. Both candidates used their business aircraft in a manner identical to the way business men and women use a corporate or charter aircraft to reach customers and sell them on using the goods and services being offered. In the case of President Obama and Governor Romney, eligible voters were the customers, and the sales objective was winning their vote.

MANAGING TIME AND TALENT The task of managing a presidential campaign is monumental. Without the ability to work with advisors and organizers while traveling nearly 24/7 to swing states, neither President Obama nor Governor Romney could have led their efforts to win voter support. Each candidate depended upon their ability to use travel time productively.

Politicians by nature are opportunistic while

14

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Aircraft Index see Page 4

BG 1 Jack_FinanceSept 20/11/2012 14:07 Page 2

What the Boardroom needs to know about Business Aviation

BUSINESS AVIATION EQUIPS CORPORATE AMERICA WITH THE TOOLS TO HELP FIX THE ECONOMY

they are in campaign mode and appear hypocritical. Now that the voting is over and the Obama camp has been given the obligation to lead during the next four years, I predict that we will hear less about business jets being chariots of the idle rich, and frivolous symbols of the 0.1 percent.

President Obama could not have conducted his winning campaign without the use of the nation’s most visible business jet—Air Force One. No leap of faith or right-wing bias is needed to recognize the significant role that mobility plays in accomplishing a successful campaign or a profitable business endeavor. Control over travel schedules and use of time while traveling are essential requirements for success, regardless of the goal being sought. Politicians and business personnel need the benefits of an office that moves—going where and when the demands of business dictate.

IT’S THE ECONOMY… Furthermore, the public considers the economy to be the biggest challenge facing our country. While voters in the November 6th election were nearly equally divided in their support for the Democratic and Republican candidates, they told researchers conducting exit surveys that economic recovery and job creation are their top priorities.

Business Aviation facilitates economic expansion and job creation. Board Members know how vital Business Aviation is to the successful conduct of the corporation’s activities, domestically as well as internationally. Politicians also know that transportation in all forms—Airlines and Business Aviation—is a necessity.

The Obama Administration recognizes that scheduled Airlines focus on about 35 hub cities throughout the USA. Servicing rural America is not an Airline priority. But opportunities for job growth exist in the hinterlands, and only Business Aviation is able to support the needs of industry Advertising Enquiries see Page 8

to develop commerce and jobs in rural America.

US industry requires access to places that the Airlines do not serve and do not want to serve, since their business model is aimed at capturing the high load factors that exist for travel between hub cities.

Once entrepreneurs and expanding companies establish new plants and markets in remote locations, scheduled Airline service is bound to follow. Thus Business Aviation eventually results in more public transportation. Until such development occurs, however, business men and women need the advantages that only business aircraft provide. They need to control their access to opportunity, regardless of where it can be developed. And they must be able to control how they use their time to be productive.

Business leaders have powerful ammunition with which to counter negative, populous business jet-bashing should the Obama administration elect to spend its precious political capital on such diversions. Clearly, our community will be heard and respected as programs such as the No Plane No Gain efforts of GAMA and NBAA continue to communicate the benefits of Business Aviation.

Transportation enables economic growth and improved quality of life—two outcomes that all the American public wants from the second term of President Obama’s administration. Clearly the Obama Administration also wants to facilitate economic expansion, encourage job growth and improve the living standard of all Americans.

Business Aviation is an essential component of our nation’s transportation system that will help the re-elected administration achieve its goals. I expect our politicians to respect that fact.

“Control over travel schedules and use of time while traveling are essential requirements for success.”

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 16

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BG 2 Dec12_FinanceSept 20/11/2012 14:11 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Pilot Retirement Age: A Vexing Issue of Safety versus Discrimination.

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.

16

Directors are not medical examiners. But they have a responsibility to set policy regarding when a pilot should retire, notes Pete Agur.

T

here is no regulatory standard for the retirement age for Business Aviation pilots. That means your company’s pilot retirement policy is a corporate decision, and it should be addressed sooner, rather than later.

The timing issue is driven home by the large number of Vietnam-era pilots filling the seats of aircraft flying for corporate America. Those pilots are now in their mid-sixties.

I turned 65 this past summer. To celebrate, I flew a fighter aircraft until the safety pilot, a Top Gun guy, asked me to knock it off. I didn’t stop grinning for a week. The point is that my stick and rudder skills are still pretty good. But my recall and expertise on complex aircraft systems and procedures are

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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weakening. If I were still flying professionally, or even personally, I would want an experienced safety captain in the other seat. Those are my personal observations.

The regulatory benchmarks on pilot retirement are set by the Federal Aviation Administration (FAA). For private operations not for hire (FAR Part 91) and for air taxi for hire (FAR Part 135), there is no limit for crew age. The FAA age limit for pilots operating under scheduled commercial operations (FAR Part 121) was raised a few years ago to age 65.

The European Union recently had a court case finding that pilots could fly commercially until age 65 as long as another cockpit crewmember was under U age 60.

Aircraft Index see Page 4

The Jet Collection Dec 20/11/2012 16:48 Page 1

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BG 2 Dec12_FinanceSept 21/11/2012 09:13 Page 2

What the Boardroom needs to know about Business Aviation THE ONUS IS WITH THE BOARD TO ESTABLISH THE POLICY WITHIN THE FLIGHT DEPARTMENT

PROACTIVE RETIREMENT POLICY Please understand that leaving the cockpit voluntarily is not easy for the vast majority of pilots. Most pilots fly because they love what they do. Others have been told by their significant others that they married them for better or worse, but not for lunch.

In other words, don’t quit your day job. No matter what the motivation, a pilot is not likely, on his or her own volition, to retire on the day before they become a liability.

Even so, most Business Aviation departments do not have a formal flight crew retirement age. This is a problem because there is no easy way for a flight crew member to have their mental acuity and competence to fly confirmed. Flight training organizations are not in that business and don’t want to be.

Can you imagine the risks they would assume critiquing a pilot’s ability to continue to earn a living?

Especially when the pilot has a great deal to say over which training vendor he or she uses?

If your company has an aviation department, you have the opportunity and the responsibility to establish the retirement age of your pilots. A recent Federal Court Summary Judgment was handed down in favor of ExxonMobil for having done just that. ExxonMobil put an age 65 retirement rule in place. That policy has survived a challenge by the Equal Employment Opportunity Commission (EEOC). Obviously, the lawyers are considering appeals, so the case is not fully confirmed, but it appears the precedent has been set.

If your aircraft is operated for you by a management company, your flight crew retirement age issues are not necessarily settled. Most management companies ask the client to set that standard, which places the onus back on you, the customer.

An added challenge to a retirement policy is that many senior executives become inordinately

18

WORLD AIRCRAFT SALES MAGAZINE – December 2012

attached to their pilots. After all, they have been through a lot together. And good pilots are hard to find.

INADEQUATE GOVERNANCE So, why not trust your pilot to let you know when he or she wants to retire? It’s simple: because if there is no standard, there is no standard, and such an approach is inadequate governance. Do you leave it up to drinkers to stop on their own just before they are too impaired to drive? Of course you don’t. Yet, the users of Business Aviation often leave it up to the pilots to stop flying before they are mentally impaired by the aging process.

If you doubt the reality of the problem, you should hear the echoes in crew waiting rooms of stories told by junior pilots who routinely save their captains from embarrassment, or worse.

In closing, I offer you an elegant solution: Set a policy for your flight crewmembers to retire at the end of the calendar year in which they turn 65years-old.

• It gives them something to plan on.

• It gives them an opportunity to gain any merit or tenure bonuses they may accrue during that year.

• It gives you and them an opportunity to celebrate their years of service.

• And most importantly, it gives you, as a Board Member, peace of mind that you have managed a very subtle, yet real risk to the safety of your company’s most important assets - its key travelers.

“If your company has an aviation department, you have the opportunity and the responsibility to establish the retirement age of your pilots.”

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

www.AvBuyer.com

Aircraft Index see Page 4

Project2_Layout 1 26/11/2012 15:58 Page 1

Project2_Layout 1 26/11/2012 15:59 Page 1

Project2_Layout 1 26/11/2012 16:00 Page 1

BG 3 Dec12_FinanceSept 20/11/2012 14:23 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Solid Input For A Year End Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Additionally, Jay is a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). He also sits on the Jet Aviation Customer Advisory Board. Mr. Mesinger can be contacted at jay@jetsales.com

“Many factors need to be considered

by Boards in their assessment of what lies ahead.”

22

Jay Mesinger offers his perspective for the near future, based upon his observations of the year that is ending.

For Directors, the message is that aircraft transaction opportunities exist - but caution is advised.

D

irectors are expected to exercise good judgment by using their knowledge and training. Budgets are compared with actual results, and variances are analyzed.

But assessments often are difficult because boards operate without the final tally until the end of a period or project. This has been a very fluid and active year, and many factors need to be considered

by Boards in their assessment of what lies ahead.

•

•

•

overall reduction in year-to-date inventory levels.

Therefore some of the reduction in availability levels is due to owners removing their aircraft from the market.

Fewer used aircraft for sale may be the result of better optics of owning and operating a business aircraft. Companies are getting back to the business of flying! Reduced inventory could also be the result of lower selling prices causing owners to U

First, look at the industry from the perspective of available inventory, recent sales and pricing.

Second, identify outside factors that can affect the future of the industry, distract the marketplace and be real game-changers.

Third, examine broad-based financing opportunities that influence the health and valuation of the market.

INVENTORY LEVELS The number of pre-owned aircraft for sale is reported to be down slightly. Corresponding transactions, however, are not up sufficiently to account for the

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo November 22/10/2012 15:47 Page 1

BG 3 Dec12_FinanceSept 21/11/2012 09:09 Page 2

What the Boardroom needs to know about Business Aviation

THE OUTLOOK DOES OFFER SOME BRIGHTER SPOTS

retain their aircraft until the selling environment is more attractive.

With respect to sales and sales volume, the market now is more active than it was earlier this year - driven in large part by price. Real buyers who can demonstrate a sincerity and ability to purchase will be rewarded with exceptional pricing. There is far greater supply than demand, even though inventory levels are slightly lower. Real buyers get real deals!

The market is actually enjoying this activity at all levels. Aircraft of all varieties—newer, larger, older, smaller—are selling if the price is right. As a seller, it is vital to listen carefully to your trusted aviation professional and price the offering correctly.

FINANCING The continued lack of financing opportunities for pre-owned aircraft is a significant factor in today’s as well as tomorrow’s market. Most of the lending that is available is “relationship based”, and limited to newer aircraft. Very few lenders work on the basis of the old days when the relationship was not the only entry point to lending and the aircraft’s age was not a factor.

Of course age and condition may have always affected loan-to-equity ratios, but they seldom determined “yes or no” to the approval of the loan.

Lack of financing will greatly impair our recovery until some lenders begin to expand their thinking to reinstate the norms of previous days.

ALL IS NOT BLEAK OUTSIDE FACTORS In measures of inventory and pricing, the market for business aircraft is affected by outside factors.

Many people were waiting until the US elections, anticipating that the market would rebound due to a ground swell of buyers seeking to capitalize on low prices and thus shifting quickly the demand/supply balance.

The real game-changers coming in our nearterm will be the Economic Cliff facing the US government in January, and the current significant downturn in economic growth in Europe. These are situations that can severely affect the economy of the United States, and in turn influence the health of our industry.

24

WORLD AIRCRAFT SALES MAGAZINE – December 2012

If you are a seller, take heart that there are buyers looking for good situations. If you are a buyer, there are opportunities that have never been as abundant as they are now.

Along with abundance comes caution, however.

Approach the market with wisdom and capture the best aircraft for the price. All offerings are not alike, so look very closely at records and maintenance history. Do not be swayed by pretty cosmetics, and always exhibit sound judgment and prudent due diligence.

“If you are a seller, take heart that there are buyers looking for good situations. If you are a buyer, there are opportunities...”

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 28

www.AvBuyer.com

Aircraft Index see Page 4

Avpro December 19/11/2012 15:33 Page 1

Avpro December 19/11/2012 15:33 Page 2

Avpro December 20/11/2012 14:26 Page 3

BG 4 Dec12_FinanceSept 20/11/2012 14:50 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Supplemental Airlift: Fractional Ownership meets minority travel needs.

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

Are your business travel requirements starting to outgrow your current business aircraft, but not sufficiently or regularly enough to justify purchase of a larger or an additional company jet? Perhaps Fractional Ownership could provide a solution, suggests David Wyndham.

A “Fractional ownership as supplemental lift can be a solution when you are faced with vastly different trip requirements”.

28

few years ago I had a client with a difficult set of air transportation requirements. They regularly flew up and down the East Coast of the US with three to four people. Rarely were they in the air for longer than three hours, yet several times each month they needed 10 to 12 seats on those trips. The client operated a single business jet that seated six, and was in a quandary as to whether a second jet of the same or a bigger jet with 12 seats should be purchased.

Neither option was financially appealing to them.

Fractional ownership as supplemental lift can be a solution when you are faced with vastly different trip requirements. Imagine that shortrange trips with light passenger loads form 85% of your business trips. The other 15% may be international or require high passenger loads. A light jet or turboprop may be suitable for 85% of those missions, but the

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

remaining 15% require something larger. A larger business jet is capable of flying 100% of those missions, but costs more to own and operate than the smaller aircraft – so adding a fractional share of a large jet would give you the needed capability for U 100% of your missions, but at a lower cost.

DON’T BITE OFF MORE THAN YOU CAN CHEW- A SLICE OF AN AIRCRAFT CAN FILL A MORE IMEDIATE TRAVEL NEED

Aircraft Index see Page 4

J Hopkinson December 19/11/2012 15:52 Page 1

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

follow us on twitter@HopkinsonAssoc

Challenger 604 SN 5364, 5903 TTAF, Engines On Condition, Collins ProLine IV, Honeywell EGPWS, Collins TCAS II w/Change 7, Dual Collins FMS-6000 FMS w/Dual GPS4000, DVD, VCR, 10 Pax

Piper JetProp DLX SN 46-8408072, 3443 TTAF, Heated Windshield STC, Fuel Filler Cap STC, King Yaw Dampener & Altitude Preselect, 4 passenger interior

Astra SPX SN 117, 2908 TTAF, Collins Proline IV, Color weather Radar, TCAS II/w change 7, Airshow 400

Bell 427 Immaculately maintained VIP configured Bell 427. It has fresh 300/600hr inspections and is equipped with 5 seat club interior with soundproofing, high skids, steps, GW increase, a cargo hook as well as GNS-530 and a GNS-430

Citation S/II SN S550-0036, 8576 TTAF, 6755 Cycles, 1304 SMOH, Cosmetics Refreshed & Perma-guarded (08/2011), GNS-XLS, GPWS, New Windows 2007, RVSM Bring all offers John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

BG 4 Dec12_FinanceSept 21/11/2012 09:07 Page 2

What the Boardroom needs to know about Business Aviation

GRADUAL ADAPTATION TO DEMAND A second client utilized their business aircraft a lot (600 hours per year). They were seeing increasing numbers of refused trips because the aircraft was already booked. Demand was starting to exceed supply, and they estimated an 8-10% annual increase in their flying hours over the next five years.

If they got a second aircraft, their supply would be far greater than the short-term demand, but they felt confident that the demand would continue to increase. As with the first client mentioned above, the financial alternative of doubling their flight operation that particular year was not appealing to them.

Fractional ownership may be a good addition to an existing flight operation experiencing increased demand. At some point, utilization will increase to the point that the aircraft is flying as much as it can, given the schedule. A fractional share may be a way to bridge the inability to meet today’s flying schedule until demand increases sufficiently to justify a whole aircraft.

Both of the above clients needed additional air transportation, but both were only thinking in terms of whole aircraft ownership. By broadening their search for a possible solution to fractional ownership, a solution was found.

SUPPLEMENT, NOT REPLACEMENT Note: In the case of both of the above clients, I suggested fractional ownership as supplemental airlift, not as a replacement for the wholly owned aircraft. The first client needed, and got, a bigger aircraft for the 25% of their flying that needed the 12 seats. The second client got a fractional share of an aircraft to meet their short-term growth needs while their travel needs expanded to a point that buying a second aircraft a few years

30

WORLD AIRCRAFT SALES MAGAZINE – December 2012

down to road would make good financial sense.

It is rare that a single aviation organization is able to meet 100% of the demand 100% of the time; especially those with a single aircraft.

Fractional ownership may be a viable option to increase capacity, or add different capabilities. It also may cost less than a whole aircraft.

IDENTIFYING YOUR SOLUTION Fractional ownership contracts are typically for a set number of annual hours for a fixed period, usually five years. While each case is different, the addition of a wholly-owned aircraft to your fleet can make sense where somewhere between 250 to 300 hours of additional travel is anticipated per year. If you anticipate approximately 100 additional hours, charter may not be the best financial alternative, whereas fractional could be. But, if you need approximately 50 hours in the near-term future only (while your wholly-owned aircraft is scheduled to be unavailable for heavy maintenance, for example) then charter or a jet card, as opposed to a five-year fractional contract is your best solution.

Look at the total costs to provide the service.

Run the numbers. You have many options available and you need to consider all of them.

Fractional aircraft ownership may be a good supplement to your wholly owned aircraft. It can add new or expanded capability, and it may do it for less than the cost of adding another aircraft.

Be prepared, however. It requires study and analysis, as do all good decisions.

“Fractional ownership may be a viable option to increase capacity, or add different capabilities. It also may cost less than a whole aircraft.”

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 34

www.AvBuyer.com

Aircraft Index see Page 4

Guardian Jet 3 page December 19/11/2012 15:58 Page 1

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

2009 Dassault Falcon 7X SN 35 Airframe TT - 1360.8 $37,995,000

Photos by FGL & Associates

* One Fortune 100 Owner Since New * Engines enrolled in ESP Gold * Honeywell Primus Epic Avionics System * Triple FMS * Rockwell Collins Enhanced Flight Vision System * Airshow 4000 * Thrane & Thrane Aero HAD+ Swift Broadband

2008 Dassault Falcon 7X SN 7X-18 Airframe TT - 1804.0 $40,995,000 * P&W Eagle Service Plan * Honeywell EASy System * Triple Honeywell FMS Functions * Honeywell Primus WU-880 RX/TX/ANT Color Weather Radar System * One Owner since new Photos by FGL & Associates

2005 Gulfstream G450 SN 4036 Airframe TT - 3206.5 $22,500,000 * One Fortune 100 Owner Since New * Honeywell Primus Epic PlaneView * Honeywell SATCOM & Swift Broadband * Iridium Satellite Phone System * Enhanced Vision System * Heads Up Display Photos by FGL & Associates

2002 Falcon 900EX SN 110 Airframe TT - 6256.3 $18,250,000 * Honeywell Primus 2000 * Pilot & Co-Pilot EVAS Systems * Aircell ATG4000 High Speed Internet Broadband System * New carpet installed July 2012 * One Fortune Owner Since New Photos by FGL & Associates

2005 Bombardier Challenger 300 SN 20059 Airframe TT - 1740.7 $12,800,000 * One Owner Since New * Operated Part 135 * Engines and APU enrolled in Honeywell MSP * Gogo Biz ATG-5000 HS Internet with Wi-Fi * XM Weather w/Enhanced Maps * Airshow 4000 Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 3 page December 19/11/2012 16:00 Page 2

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

1996 Gulfstream G-IVSP SN 1301 Airframe TT - 7904.7 $10,995,000 * Honeywell SPZ-8400 system * Engines enrolled on Rolls Royce Corporate Care * Securaplane 450 Security System * Magnastar C2000 * Single Fortune 100 Owner Since New Photos by FGL & Associates

2004 Falcon 2000 SN 218 Airframe TT - 1633.4 $11,750,000 * Enrolled in CAMP Maintenance Tracking Program * One Owner Since New * Collins Proline IV (4 tube) Avioncs Suite with 6.1 Software Upgrade * Third Flightdeck Seat * Airshow Genesys Photos by FGL & Associates

2006 Agusta AW139 SN 31061 Airframe TT - 517.4 $9,995,000 * Honeywell Primus Epic System/FMS * XM Weather System * Emergency Flotation System with Rigid Covers * One Owner since New * Engines enrolled in MSP Gold Photos by FGL & Associates

1999 Falcon 2000 SN 86 Airframe TT - 6,528.6 $8,400,000 * Engines enrolled in CSP * Collins EFIS-4000/ Pro Line 4/ Version 6.1 * Collins TWR-850 Weather Radar System * HUD * Wireless Broadband (GoGo Biz) – ATG-4000 Photos by FGL & Associates

2011 Cessna CJ4 SN 525C-0045 Airframe TT - 288.7 $7,695,000 * Engines enrolled in Williams TAP Elite * One owner since new * Proline 21 Avionics * XM Weather * Rockwell Collins Venue System * Axxess II Iridium Satcom Telephone Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 3 page December 19/11/2012 16:02 Page 3

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

2010 Citation Encore+ SN 815 Airframe TT - 887.6 $6,950,000 * One Fortune 500 Owner Since New * Engines enrolled in Williams TAP Elite * Collins ProLine 21 Avionics System w/3-Tube EFIS * Collins IFIS 5000 * ATG-5000 Aircell High Speed Data for Gogo Biz * Aircell ST-3100 Iridium Phone Photos by FGL & Associates

1993 Dassault Falcon 50 SN 242 Airframe TT - 8,450.7 $3,295,000 * Engines enrolled in MSP Gold * Collins TWR-850 Turbulence Weather Radar Sensor System * Honeywell Baker MH Series Audio/Video Cabin Entertainment System * Airshow 410 Cabin Display System * Aircell ST-3100 Iridium Cockpit and Cabin Phone System * Global Wulfsberg System – Satellite Data Communications

Photo by Bibb Gault

1982 Dassault Falcon 50 SN 127 Airframe TT - 9,718.7 $3,250,000 * ProLine 21 Avionics System w/4-Tube EFIS * IFIS: Dual File Servers * XM Weather Radar * Aircell ST-3100 SatCom * Maintenance Tracking by AVTRAK * Aircraft is operated under OCIP Photos by FGL & Associates

2006 Cessna CJ1+ SN 0610 Airframe TT - 666.7 $3,100,000 * Collins Pro Line 21 Avionics System * Engines enrolled in Williams TAP Elite * WX-1000E Lightning Detection * Mode S Diversity Transponders with Enhanced Surveillance capability * One Owner Since New Photos by FGL & Associates

1999 Sikorsky S76C+ SN 760499 Airframe TT - 2865 $3,495,000 * Honeywell SPZ 7600 System * Aircell ST3100 Iridium SATCOM * Enrolled in CALM Maintenance Tracking * Moving Map – ARGUS 7000/CE * Single Honeywell Primus 800 Weather Radar Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

BG 5 Dec12_FinanceSept 20/11/2012 15:35 Page 1

BUSINESS AVIATION AND THE BOARDROOM

An Aviation Tax Recap: Moving Forward in Reverse 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

There have been (or possibly will be) several key changes to aviation-related tax laws in 2012, the effects of which will carry into 2013. Chris Younger summarizes a few of these changes below.

FET & MANAGED AIRCRAFT n March 2012, the IRS published Chief Counsel Memorandum 201210026 (the CCM), in which the IRS concluded that control of an aircraft’s pilots is the primary factor in determining which party has possession, command and control of an aircraft for purposes of imposing transportation excise taxes on payments relating to the operation of that aircraft.

Under the facts described in the CCM, the IRS determined that virtually all fees and reimbursements paid by the owner of an aircraft to its aircraft management company are subject to FET when the aircraft management company has primary control of the aircraft’s pilots.

The IRS’s conclusion in the CCM is not necessarily new.

However, it interprets over fifty years of prior IRS rulings in a way that is aggressive, and, to some extent, unprecedented.

As we move into 2013, it will be interesting to see how the IRS’s stance on this issue evolves and whether the IRS publishes additional guidance. In the interim, aircraft owners and charter management companies need to be cognizant of the IRS’s more aggressive position and be vigilant in structuring aircraft operations in a manner that mitigates the risk that the IRS will impose FET on payments made by an aircraft owner to a charter management company. U

I

“ In the interim, aircraft owners and charter management companies need to be cognizant of the IRS’s more aggressive position...”

34

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Eagle December 21/11/2012 16:05 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 Since 1967 Aircraft Sales, Brokerage, & Acquisitions Want Your Aircraft Sold?

Put It Here.

Call Today!

2007 CITATION CJ3, S/N 525B-0162

Price Reduced

FILE PHOTO

1982 CITATION I/SP, S/N 501-0242

1998 CITATION JET

Price Reduced

2002 CJ2, S/N 525A-0064

1982 CITATION II, S/N 550-0416

After hours contact • Jet Sales: Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 Matt Fullerton +1 316 722-4375 • Piston Sales: Ralph Lacomba +1 803 822-5578

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

BG 5 Dec12_FinanceSept 21/11/2012 09:05 Page 2

What the Boardroom needs to know about Business Aviation

FUEL SURTAX

BONUS DEPRECIATION

Effective April 1, 2012, the IRS began imposing a new 14.1¢ per gallon fuel surtax that applies to owner flights on fractional program aircraft in lieu of the 7.5% federal air transportation “ticket tax.” The new 14.1¢ per gallon tax was enacted as part of the FAA Modernization and Reform Act of 2012. Prior to this change, the IRS had taken the position that the ticket tax applies to all fees paid to fractional aircraft program management companies by owners of such aircraft.

In connection with the implementation of the new 14.1¢ per gallon fuel surtax, the IRS published Notice 2012-27, which provides some limited guidance concerning the implementation of the ruling. However, questions regarding its application in specific situations remain unanswered.

For example, it is unclear whether the new tax applies in lieu of the “ticket tax” where a particular flight is operated for a fractional interest owner under FAR Part 135. It appears that the answer to this question is “yes”, however the IRS has not issued specific guidance regarding this issue.

As the New Year unfolds, it will be important to track any additional IRS or other guidance that is made available regarding the application of this tax in specific situations.

Many key Federal income tax provisions, including those relating to bonus depreciation, are set to expire at the end of 2012. At press time it is unclear which of these provisions will be extended into 2013 and what final form they will take. However, it does not appear likely that the expiring provisions relating to bonus depreciation will be extended again.

As it stands now, 50% bonus depreciation is generally allowed for aircraft acquired by a taxpayer pursuant to a written binding contract entered into before January 1, 2013 and placed in service before January 1, 2013 (except for “certain aircraft” or aircraft having long production periods which must be placed in service prior to January 1, 2014).

Unless these bonus depreciation provisions are extended, the ability to acquire an aircraft and elect to claim bonus depreciation in the amount of 50% of the aircraft’s purchase price will expire at the end of 2012.

Therefore, to the extent possible, an aircraft buyer who is interested in acquiring an aircraft that is eligible for bonus depreciation should immediately explore the possibility of doing so.

36

WORLD AIRCRAFT SALES MAGAZINE – December 2012

“As the New Year unfolds, it will be important to track any additional IRS or other guidance...”

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 40

www.AvBuyer.com

Aircraft Index see Page 4

General Aviation December 20/11/2012 16:36 Page 1

Single pages Embraer_Layout 1 24/10/2012 15:10 Page 1

YEAR OF MANUFACTURE: 2010 SERIAL NUMBER: 187 REGISTRATION NUMBER: OO-HPG • EEC Enhanced • Engines on ESP GOLD • Garmin Prodigy Flight Deck • Enhanced Take-Off Package • Chartview • TCAS I • Premium Passenger Door

AIRFRAME: Hours 186/Cycles 161 ENGINES: Manufacturer: Pratt Whitney Canada, Model: PW617F-E AVIONICS: Garmin Prodigy Flight Deck, Three 12.4-inch Active Matrix Liquid Crystal displays, FMS - Flight Management System, Dual GPS - Global Positioning System (WAAS capable) ADDITIONAL EQUIPMENT: Sunshade and Sun visor, Cockpit flood Lights, Cockpit Seats Sheepskin Cover, Premium Passenger door, Life Vest, Crew PBE, Smoke Goggles INTERIOR: XM Radio receiver, Individual headset jacks, Foldable tables, Complete hot microphone intercom system for communication between cabin/crew and for passengers EXTERIOR: Overall white with Las Vegas gold and Royal Blue stripes

All the choice you need.

As well as our leading range of new executive jets, Embraer also has a sales department dedicated solely to our PreFlown models. Each jet has been expertly inspected by the people who build them, giving you total peace of mind for the best possible value. To find out more, visit embraerexecutivejets.com/preflown or call Jim Beckstein on +1 321 751 5006

Single pages Embraer_Layout 1 24/10/2012 15:11 Page 2

YEAR OF MANUFACTURE: 2006 SERIAL NUMBER: 974 REGISTRATION NUMBER: N974EC • New Paint – 2012, Duncan Aviation • Interior Refresh – 2012, Duncan Aviation • 72 MO completed in August 2012 • No Damage history • Enrolled in Rolls Royce Corporate Care • Enrolled in EMBRAER Executive Care • CAMP System – 1 year complimentary • Initial pilot training included

AIRFRAME: Hours 800/ Cycles 412 ENGINES: Manufacturer: Rolls Royce, Model: AE 3007A1E AVIONICS: Cockpit Equipment – Honeywell Primus 1000, Communication Management Unit with 3rd VHF INTERIOR: 3 spacious cabin zones. Outstanding cabin comfort. Seats with full berthing capability. Largest lavatory in its class. Optional additional forward lavatory, externally serviced. Largest baggage compartment in its class, fully accessible in-flight. Spacious and fully equipped wet galley. Ideal for long flights. Low cabin noise.

EXTERIOR: Overall white with Black Pearl and Platinum Pearl stripes

BG 6 Dec12_FinanceSept 20/11/2012 16:01 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Year-End Insurance Review 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

Stuart Hope reviews the topics he covered in 2012 and creates an abbreviated checklist for a bulletproof aviation insurance program. If your aviation oversight lacks these strategies, commit to correcting the situation before a problem arises.

INSURING FOR INDIRECT EXPOSURE (PART 1) f your company decides it will allow employees to operate privately owned aircraft on company business, you should have a two-pronged insurance approach.

First: have a written protocol in force, detailing exactly what coverage the employee owner must carry. The firm’s directive should prescribe a minimum acceptable liability limit, mandate the

I

employer company be named as additional insured, and stipulate that the insurance contract be primary without right of contribution from any insurance the employer may carry. Second: your firm needs to purchase a Non-Owned Aircraft Liability policy.

If your company decides to use the technique of risk avoidance and simply prohibit use of privately owned aircraft on company business, again you will need to institute a written policy communicating that fact clearly and often to all employees.

Understand this process doesn’t relieve you of liability. If an employee doesn’t get the message or simply disregards the policy, you still have an exposure. Thus you should consider purchase of a NonOwned Aircraft Liability policy for protection.

INSURING FOR INDIRECT EXPOSURE (PART 2) An interchange agreement, as defined under the US Federal Aviation Regulations, is an arrangement where an aircraft owner leases his aircraft to another aircraft owner in exchange for equal time on the other owner’s aircraft when needed. Time sharing agreements allow an owner to receive specifically-defined cost reimbursement from a nonowner [e.g. subsidiary company] for the use of his aircraft. These agreements are legal documents and contain specific insurance requirements between the parties involved.

It is critical to forward ANY contract you enter relating to your aircraft to your insurance broker for review and compliance. Such action is essential to assure that insurance/ indemnity requirements are satisfied. Make certain the contract U

40

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

A I R C R A F T SA L E S & ACQ U I S I T I O N S Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

2009 Global Express

s /n 9 3 0 0

1,371 Total Time. Corporate Care.

Like New Condition. One U.S. Owner.

1996 Challenger 604

s/n 5307

7,500 Total Time. 3,400 Landings. Excellent Paint and Interior by Duncan Aviation.

1984 Falcon 50

s/n 146

9,560 Total Time. Dash 3D. MSP. 9 Passenger.

2011 Paint by Duncan Aviation.

1996 Astra SPX

s/n 85

4,600 Total Time. 2,900 Landings. (2) UNS-1C+ FMS. Eight Passenger Interior.

2008 Gulfstream G450

s/n 4116

1,406 Total Time. 675 Landings. Honeywell Primus Epic Avionics Suite. HUD/EVS.

1985 Falcon 50

s/n 145

9,225 Total Time. MSP. 3D Engines. Collins EFIS 86. Dual UNS-1K.

1992 Learjet 31A

s/n 051

Low Total Time. Bendix 5-Tube EFIS. MSP. Universal UNS-1LW. NDH.

1985 Falcon 50

s/n 153

13,196 Total Time. Two U.S. Corporate Owners Since New. JSSI Engine Program.

402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 11_14_12.indd 1

11/12/2012 4:26:00 PM

BG 6 Dec12_FinanceSept 20/11/2012 17:39 Page 2

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BUSINESS AVIATION AND THE BOARDROOM requirements and the insurance policy are in sync.

From a risk management perspective, consider whether using mixed crews is a good idea. Best practice may dictate not, but reality might require it.

PUNC: PILOTS

“Best advice is to remember a majority of accidents and incidents are attributed to pilot error, so the insurance company cares greatly about who pilots your aircraft.”

42

The four areas of the aviation insurance policy that result in the largest percentage of claim denials can be identified by using the acronym PUNC (Pilots – Use – Named Insured – Contracts). Get these four correct and you’ve got 85% of your coverage nailed down tight. Best advice is to remember a majority of accidents and incidents are attributed to pilot error, so the insurance company cares greatly about who pilots your aircraft.

They do deny claims when an unapproved pilot is at the controls! Consider keeping a copy of the approved pilots section of your policy in the cockpit as a reminder. Make certain the required recurrent training is communicated to all pertinent parties and completed within the allotted time. There is no grace period here.

Any pilot used regularly should be listed on the policy by name. Prior to using anyone other than your regular pilot(s), I strongly recommend having that pilot complete a pilot form verifying his credentials, submitting that pilot form to your aviation insurance broker and obtaining the blessing of the insurance carrier.

PUNC: USE One of the least understood (and therefore most dangerous) aspects of an aviation insurance policy is the Approved Use clause. This provision spells out exactly what use [Commercial or Non-Commercial]

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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the insurance carrier has agreed to cover. The corresponding definition of the agreed-upon use in the insurance policy will also detail the “compensation” an aircraft owner may receive for the operation of his/her aircraft.

Particularly with respect to aircraft written for Non-Commercial use, the allowable reimbursement can vary widely. I strongly urge you to call your aviation insurance broker and review exactly what your clause states. Be sure to communicate to your flight department precisely what is allowable and thus insured.

PUNC: NAMED INSUREDS In layman’s terms the Named Insureds are the owners of the policy. They are entitled to all coverage, have the right to cancel, add or change coverage.

They also have the right and responsibility to coordinate with the insurer on any claim, receive claim checks, return premium checks and respond to cancellation notices.

On the other hand, an Additional Insured simply shares certain parts of your liability coverage and does not have any other rights under the policy.

Many owners make the mistake of simply listing the registered owner (often a sole-asset LLC) as the only "Named Insured" and possibly listing the true operating company or principal owner as Additional Insureds.

If your policy doesn’t already have it, add the Broad Form Named Insureds clause if available.

Properly structuring the Named Insureds is crucial because the entities or persons who truly need the protection may not have it if the policy isn't written properly.

Aircraft Index see Page 4

BG 6 Dec12_FinanceSept 20/11/2012 16:03 Page 3

What the Boardroom needs to know about Business Aviation Because the wording of aviation insurance policies is unique from one aviation insurance company to the next, it is critical that you review your unique risk profile in depth with your aviation insurance broker. He or she can help you properly structure your policy’s Named Insured clause before the loss.

PUNC: CONTRACTS Many of us routinely sign rental car agreements, bank loan documents and internet site use clauses without even a cursory review. Why? Because we know we won’t get the car, the loan, or access to the internet site if we don’t. That may be true, but don’t make that same mistake when addressing contracts relating to your aircraft. The financial consequences are exponentially higher.

Aviation contracts can and should be negotiated.

When evaluating any contract related to your aircraft, contact your broker and attorney during the contract review process (if not earlier). The devil is in the detail, and contract review is an integral part of a wellrun flight department’s risk management strategy.

SILLY INSURANCE QUESTIONS The most important insurance decision you will make is the selection of your insurance broker. If you do nothing else, getting this step right will yield the greatest return and is considered a “best practice” by financial and legal experts in the aviation industry.

A broker who deals with general lines of coverage is probably very good at taking care of your overall insurance needs. But would you hire a general practitioner if you required heart surgery? You would hire a heart surgeon, I suspect. Business Aviation insurance is no different. You need a professional aviation insurance broker on your side.

LIABILITY AND THE CARRIAGE OF ELECTED OFFICIALS Many aircraft owners choose to give their favorite election candidate a “donation” by allowing them to use their private aircraft in support of the politician’s campaign. There are two primary areas of concern for owners here. First and foremost, consider the high profile nature of the passenger(s) being carried. If an accident should occur while you are providing a candidate and his family or staff with transportation, it will make national headlines.

The first choice you have to make is whether the liability exposure is worth the benefit of providing access to your aircraft. If the answer is yes, then you need to make sure your insurance policy covers exactly what you are doing. Thus your next consideration deals with insurance.

Are you carrying an adequate limit of liability protection? Does your policy’s usage clause allow you to be reimbursed for flights in your aircraft at the amount prescribed by the Federal Election Commission? It is critical to communicate with your aviation insurance broker the precise terms of reimbursement for these flights and to secure a response in writing that the flight(s) are approved under your policy.

Advertising Enquiries see Page 8

PREPARING FOR INSURANCE RENEWAL IN 2013 Probably the biggest mistake many insureds make during renewal is failure to supply requested insurance information in a timely manner. One of the biggest influences on an underwriter’s decisionmaking process is who pilots the aircraft, and what kind of recurrent training they receive.

Review the insured value of your aircraft. The goal is to insure it for the current market value or the lien amount, whichever is more. Ask for quotes to increase your liability coverage. If you feel your account “shows well”, have your insurance broker request an on-site visit from the insurance company’s underwriter.

With attention to these “check list” items, you can be assured that your company and its flight operations are covered adequately in 2013.

“You need a professional aviation insurance broker on your side”.

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 44

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BG 8 Dec12_FinanceSept 21/11/2012 10:36 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Turbo Deliveries: Flat, but encouraging.

Why do turborops seem to periodically enjoy better times than the jet and piston aircraft market segments? Perhaps it has something to do with owner-flying. The top-selling turboprops tend to be aircraft that are continually popular among pilots who fly for their own businesses. hile exceptions exist anywhere, generally turboprop airplanes offer a common set of attractive attributes. The engines are responsible for most. For example, Turboprop engines benefit today from propeller designs far more sophisticated than only a decade ago. The results are lower maintenance costs, longer overhaul cycles, improved climb and cruise performance, and in turn this contributes to 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

W

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.

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

Looking at just the traditional turboprop manufacturers delivering business aircraft, we see a flat market with 222 deliveries in the first nine months of the year compared with 223 a year ago. On a quarterly basis the news is more encouraging, however. Deliveries are up about 6.5 percent, with 85 deliveries compared with 80 at this time a year ago.

TURBOPROP PRICE GUIDE The following turboprop Retail Price Guide represents current average values published in the Aircraft Bluebook. The study spans model years from 1993 through Fall 2012 (20 year period). Values reported are in USD millions, with each reporting point representing the current average retail value published in the Aircraft Bluebook, by its corresponding calendar year.

For example, the Piaggio Avanti P180 reported in the Fall 2012 edition of the Bluebook shows $3.3 million for a 2003 model, $3.5 million for a 2004 model and so forth. Aircraft are listed alphabetically.

Aircraft specifications for these models can be found in the Specifications and Performance section of this issue.

Do you have any questions or opinions on the above topic?

Get it answered/published in World Aircraft Sales Magazine.

Email feedback to Jack@avbuyer.com

44

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Aircraft Index see Page 4

U

O'Gara December 20/11/2012 18:00 Page 1

Retail Price Guide Dec12_PerfspecDecember06 21/11/2012 10:49 Page 1

BUSINESS AVIATION AND THE BOARDROOM

TURBOPROPS AVERAGE RETAIL PRICE GUIDE FALL 2012 YEAR OF MANUFACTURE 2012 $ US$M MODEL BEECH KING AIR 350i

7.313

2011 US$M

2010 US$M

6.2

5.2

BEECH KING AIR 350

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

4.4

4.0

3.7

3.5

3.4

3.3

2.9

3.0

2.8

2.6

2.5

2.3

2.0

1.9 1.7

1.650

1.6

BEECH KING AIR 300LW BEECH KING AIR 250

6.015

BEECH KING AIR B200

5.424

BEECH KING AIR B200GT BEECH KING AIR C90GTX

3.813

5.3

5.0

4.4

3.2

2.8

BEECH KING AIR C90GTI

3.8

3.3

2.5

2.3

BEECH KING AIR C90GT BEECH KING AIR C90B BEECH KING AIR C90SE CESSNA 208B SUPER CARGOMASTER

1.921

1.8

1.7

1.6

1.5

1.4

1.350

1.3

1.250

1.2

CESSNA 208 CARAVAN-675

2.082

1.8

1.7

1.6

1.5

1.350

1.3

1.2

1.150

1.1

CESSNA 208 GRAND CARAVAN

2.132

1.9

1.8

1.7

1.6

1.450

1.375

1.250

PIAGGIO AVANTI P180

7.195

6.2

5.6

5.3

4.6

4.4

4.0

3.7

3.5

3.3

PILATUS PC-12NG

4.465

3.8

3.3

3.1

2.8 2.6

2.5

2.4

2.3

2.2

2.1

1.4

1.3

1.2

1.1

1.0

0.9

2.5

2.0

1.9 1.750

1.7

1.650

1.2

1.150

CESSNA 208 CARAVAN CESSNA 208 CARAVAN 1

PILATUS PC-12 PIPER MERIDIAN

2.134

1.8

1.6

1.5

QUEST KODIAK

1.988

1.750

1.6

1.4

SOCATA TBM 850

3.368

3.0

2.7

2.6

SOCATA TBM 700C2

1.8

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

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Aircraft Index see Page 4

Retail Price Guide Dec12_PerfspecDecember06 21/11/2012 10:50 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

1993 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350I

2.8

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.9

BEECH KING AIR 350

1.8

1.7

BEECH KING AIR 300LW BEECH KING AIR 250

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.550

1.450

1.4

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

1.550

1.5

1.150

1.1

1.050

1.0

1.1

3.2

1.050

3.0

1.450

1.4

1.350

1.3

1.250

1.2

0.950

0.9

0.875

0.850

0.825

0.8

1.050

1.0

0.975

0.950

0.925

0.9

1.150

1.1

BEECH KING AIR C90B BEECH KING AIR C90SE

0.875

0.850

CESSNA 208B SUPER CARGOMASTER CESSNA 208 CARAVAN-675

1.025

1.0

0.975

0.950

0.925

0.9

0.975

0.950

0.925

0.900

0.875

0.850

2.8

2.6

2.4

0.875

0.850

CESSNA 208 GRAND CARAVAN CESSNA 208 CARAVAN

0.825

0.8

CESSNA 208 CARAVAN 1

2.3

2.2

PIAGGIO AVANTI P180 PILATUS PC-12NG

2.0

1.9

0.8

0.7

1.8

1.7

1.6

1.5

1.4

1.3

PILATUS PC-12 PIPER MERIDIAN QUEST KODIAK SOCATA TBM 850 SOCATA TBM 700C2

1.6

1.550

1.5

1.450

SOCATA TBM 700B 1.4

1.350

1.3

1.250

1.2

1.150

SOCATA TBM 700

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

www.AvBuyer.com

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AirCompAnalysisDec12_ACAn 20/11/2012 11:20 Page 1

AIRCRAFT COMPARATIVE ANALYSIS AIRBUS ACJ319 AIRBUS ACJ319

BOEING BBJ

Airbus ACJ319

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on the Airbus ACJ319 business jet. The current New/Used fleet percentage split for the ACJ319 business jet is 67% new and 33% pre-owned according to JETNET records.

Over the following paragraphs, we’ll consider some of the productivity parameters including payload, range, speed and cabin size, along with current market value. The field of study also includes the Boeing BBJ.

I

BRIEF HISTORY The market for large executive cabin class aircraft began in 1959 with the introduction of the Boeing 707 jet. In the late 1990s demand forced two leading commercial OEMs to address the market with the BBJ (Boeing Business Jet) in 1998 and ACJ (Airbus Corporate Jet) in 1999.

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

Airbus was buoyed by the success of the A319 airliner produced from 1995 to present.

Today there are 1,264 A319s serving airline

companies worldwide, and 107 additional units are on order, per JETNET’s new Commercial Airliner ‘BigPlane’ fleet database. ❯

TABLE A BBJ & ACJ Aircraft In Operation (November 2012) Model Airbus ACJ318 Airbus ACJ319 Airbus ACJ320 Boeing BBJ Boeing BBJ2 Boeing BBJ3 TOTAL

#

17 70

7 127 20 6 247

For Sale

1 2 17 1 21

Source: JETNET Evolution Fleet Program

www.AvBuyer.com

Aircraft Index see Page 4

Leading Edge December_LEAS 21/11/2012 09:31 Page 1

$4,595,000

2005 Hawker 800XP s/n 258703 • Engines on MSP Gold, APU on MSP • Avionics enrolled on Collins CASP Program • RVSM, MNPS, FM Immunity, RNP-5, RNP-10 capable • Aircell ST-3100 Iridium Phone w/cordless cockpit and cabin handsets • Maintained and operated Part 135 • One owner since new

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

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

Te l i n U S : 2 0 1 . 8 9 1 . 0 8 8 1

AIRCRAFTSALES@LEAS.COM

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

AirCompAnalysisDec12_ACAn 20/11/2012 11:20 Page 2

AIRCRAFT COMPARATIVE ANALYSIS AIRBUS ACJ319

TABLE B Converted Commercial Jets to Business Jets

By OEM (November 2012) # For Sale 1 03 A irbus 1 2 Avro 1 13 BAC 1 8 BAE 0 Boeing 227 26 18 Bombardier 10 92 Dornier 8 2 Embraer 0 5 Fokker 0 2 Lockheed 2 24 McDonnell Douglas 9 T OTAL 4 96 58 SOURCE: JETNET EVOLUTION FLEET PROGRAM

TABLE C - PAYLOAD & RANGE MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Airbus ACJ319

168,650

71,930

33,070

1,710

6,500

2,679

Boeing BBJ

171,000

71,737

30,960

4,723

6,171

3,291

Model

The ACJ319 is fitted with a new-generation super-critical wing for higher cruise speed and better fuel economy, an advanced glass cockpit, and fly-by-wire flight controls and side-stick controller. Moreover, the ACJ can be fitted with up to six auxiliary center tanks (ACT) in the fuselage, boosting its range. This aircraft can be RVSM certified when service bulletin A320-34-1137 is complied with.

Table A (previous page) shows there are 247 ACJ and BBJ BusinessLiners in-operation today, excluding the 496 converted airliners (see Table B). Airbus currently has 94 corporate/business jets in operation (38% of the total fleet of 247).

Table B (top, left) shows the total number of converted airliners by OEM including the number ‘For Sale’. According to JETNET, there are currently 103 Airbus airliners in operation that have been converted to corporate/business usage. Boeing has the largest number of converted airliners with 227 out of 496 (46%) and the most ‘For Sale’ with 26 of any of the OEMs.

PAYLOAD AND RANGE

DATA COURTESY OF CONKLIN & DE DECKER. ORLEANS, MA, USA; JETNET; B&CA MAY AND AUG. 2012 OPERATIONS PLANNING GUIDE

CHART A - CABIN VOLUME

The data contained in Table C (left) is published in the B&CA, May 2012 issue, but is also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Airbus ACJ319 ‘Available payload with Maximum Fuel’ at 1,710 pounds is significantly less than that offered by the Boeing BBJ (4,723 lbs).

CABIN VOLUME Airbus ACJ319

5,900

Boeing BBJ

5,390

2,000

4,000

8,000

6,000 Cubic Feet

POWERPLANT DETAILS

TABLE D - FUEL USAGE

Model

In spite of its lower available payload with maximum fuel weight, according to Conklin & de Decker the cabin volume of the ACJ319 at 5,900 cubic feet is 9.5 percent larger than the BBJ aircraft (which measures 5,390 cubic feet), as shown in Chart A (left). These spacious jets are commonly used by sports teams, governments and various global corporations.

Fuel Usage (GPH)

Airbus ACJ319

685

Boeing BBJ

781

Each of the ACJ’s CFM International CFM565B7 engines offer a thrust rating of 20,250 pounds. The BBJ, meanwhile, is also powered by a pair of CFM International CFM56-7 engines, each with a higher thrust rating of 27,300 pounds. Table D (left), sourced from the Aircraft Cost Calculator (ACC), shows the fuel usage by each aircraft in our field of study. The ACJ319 - at 685 gallons per hour (GPH) - uses 96 gallons per hour (12.3%) less fuel than the BBJ, at 781 GPH.

COST PER MILE COMPARISONS Source ACC - www.aircraftcostcalculator.com

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

Using data published in the May 2012 B&CA www.AvBuyer.com

Aircraft Index see Page 4

AirCompAnalysisDec12_ACAn 21/11/2012 09:16 Page 3

AIRCRAFT COMPARATIVE ANALYSIS AIRBUS ACJ319

Planning and Purchasing Handbook and the August 2012 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost in the August 2012 edition was $6.30 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 B (right) details ‘Cost per Mile’, and compares the ACJ319 to the BBJ factoring direct costs, and with each aircraft flying a 6,000nm mission with 1,600 pounds (eight passengers) payload. The ACJ319 is at $13.58 per nautical mile compared to the BBJ at $11.47, which is greater than $2.00 or 11.8% more per nautical mile.

CHART B - COST PER MILE*

Airbus ACJ319

$13.58

Boeing BBJ

$11.47

$0.00

$15.00

$10.00

$5.00

US $ per nautical mile *6000 nm mission costs, 1600 lbs Payload

CHART C - VARIABLE COST

TOTAL VARIABLE COST COMPARISONS The ‘Total Variable Cost’, illustrated in Chart C, (right) is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense and miscellaneous trip expense. The total variable cost for the ACJ319 at $5,999 has an 18.3% higher variable cost per hour compared to the BBJ at $5,071.

Airbus ACJ319

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.

SUMMARY OBSERVATIONS After consideration of the higher price of $10m, greater cabin volume, and less fuel usage, we can conclude that the Airbus ACJ319, as shown in the productivity index Chart D, does offer competitive value. However, the ACJ319 as ❯ Advertising Enquiries see Page 8

$0

$2,000

$4,000

$6,000

$8,000

US $ per hour

CHART D - PRODUCTIVITY $100.0

Price (Millions)

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.

$5,071

Boeing BBJ

PRODUCTIVITY COMPARISONS The points in Chart D (right) center on the ACJ319 and BBJ aircraft. Pricing used in the vertical axis is as published in the B&CA 2012 Purchase Planning Handbook. 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.

$5,999

ACJ319 $75.0

BBJ $55.0

$25.0 8.000

16.000

12.000

20.000

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

TABLE E - COMPARISON TABLE Long Range Speed

Cabin Volume (Cu Ft)

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

B&CA New Price $m

In Operation

% For Sale

Airbus ACJ319

445

5,900

2,679

$80m

70

2.9%

Boeing BBJ

445

5,390

3,291

$70m

127

13.4%

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; 2012 Operations Planning Guide B&CA Aug. 2012; Vref

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

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AirCompAnalysisDec12_ACAn 21/11/2012 14:26 Page 4

AIRCRAFT COMPARATIVE ANALYSIS AIRBUS ACJ319

measured by the cost per mile and variable cost are significantly greater than the BBJ. Also, the available payload with maximum fuel is significantly less than that offered by the Boeing BBJ. Table E (previous page) represents the average pre-owned retail price from Vref for each aircraft. The last two columns of information show the number of aircraft in-operation, and the percentage “For Sale”, as per JETNET. It is interesting to note that with 70 aircraft in-operation today (66% new and 33% used), only 2 or 2.9% of the ACJ319 fleet is currently ‘For Sale’ (traditionally a seller’s market). The BBJ is in a much different market position with 17 or 13.4% of the fleet of 127 aircraft for sale.

LOCATION BY CONTINENT Table F (above), meanwhile, offers a breakdown of the location by continent for the worldwide wholly-owned ACJ319 fleet.

Europe is home to the majority of the ACJ319 fleet, with 39 (57%), followed by Asia at 24 units (35%). Currently, no ACJ319 aircraft are in

52

WORLD AIRCRAFT SALES MAGAZINE – December 2012

TABLE F - LOCATION BY CONTINENT ACJ319 By Continent (Wholly-Owned) Make/Model Airbus ACJ319 Fleet Percentage

Africa

Asia

Australia/ Oceania

Europe

North America

South America

Total

1 1.4%

24 34.8%

1

39

1.4%

56.5%

2 2.9%

2 2.9%

100.0%

69

Source: JETNET STAR Reports

shared ownership, and there is only one in a fractional ownership arrangement.

SUMMARY

find the preceding comparison of value. Our expectations are that the ACJ319 will continue to do very well in the pre-owned market for the foreseeable future.

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 ACJ319 business jet has its advantages for those seeking a larger cabin volume - so those operators in the market should

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

www.AvBuyer.com

Aircraft Index see Page 4

Jeteffect Inventory December 20/11/2012 16:53 Page 1

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1988

Astra 1125

012

1983

Challenger 601-1A

3010

1995

Citation Jet

525-0092

1998

Citation Jet

525-0243

2008

Citation CJ3

525B-0263

2003

Citation Excel

560-5325

2005

Citation XLS

560-5560

1995

Citation VII

650-7050

2005

Citation Sovereign

680-0015

1985

Citation Super SII

S550-0046

1995

Falcon 900B

153

2001

Global Express

9029

2003

Global Express

9085

2001

Gulfstream G200

015

1987

Gulfstream GIV

1006

1988

Gulfstream GIV

1057

1989

Gulfstream GIV

1107

2000

Gulfstream GIV/SP

1433

2003

Hawker 400XP

RK-358

1997

Hawker 800XP

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1999

King Air 350

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2006

Lancair LIV

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PC Aviation December 19/11/2012 16:08 Page 1

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PC Aviation December 19/11/2012 16:09 Page 2

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Project2_Layout 1 26/11/2012 16:03 Page 1

Project2_Layout 1 26/11/2012 16:04 Page 1

MarketIndicators NEWDec12_Layout 1 20/11/2012 16:24 Page 1

Market Indicators JETNET View JETNET has released September 2012 and year-to-date 2012 results for the pre-owned business jet, business turboprop, and helicopter markets. Highlighted in the table above are key worldwide trends across all pre-owned aircraft market sectors, comparing September 2012 to September 2011 as well as YTD.

more than a year (on average) before a sale except business turboprops (at 345 days).

• All market sectors have shown increases in Average Days on Market in September, except business jets which took three fewer days to sell.

• Piston helicopters took two months (63 days) longer to sell than a year ago.

For Sale inventories continue to decline (2012 vs 2011): • Business jets for sale were at 13.5% (down - 0.3 points from 13.8%).

• Business turboprops for sale were at 8.5% (down -1.5 points from 10.0%).

• Turbine helicopters for sale were at 6.2% (down -0.4 points from 6.6%).

• Piston helicopters for sale were at 6.0% (down -0.4 points from 6.4%).

While the pre-owned market continues to show improvement, all market metrics have been slow to recover, though are much improved compared to the lows recorded over the past three years. After nine WORLDWIDE TRENDS months the business jet marBusiness Aircraft Helicopters SEPTEMBER ket is showing a +5.5% inJets Turbos Turbine Piston crease in full sale 560 1,159 1,155 2,524 For Sale transactions compared to 6.0% 8.5% the same period in 2011.

6.2% 13.5% Fleet % For Sale 2012 Typically, the fourth quarter 6.4% 10.0% 6.6% 13.8% Fleet % For Sale 2011 shows stronger results com(-0.3)pt (-1.5)pt (-0.4)pt (-0.4)pt % Change For Sale pared to the first three quarters of any given year, so an January to September 2012 improvement is expected on 711 992 924 1,629 Full Sale Transactions the +5.5% increase.

373 345 424 367 Avg. Days on Market Business jets showed a $229 positive start in 2012, with a Avg. Asking Price - $USD M $4.703 $1.287 $1.428 7.7% increase in pre-owned YTD January to September 2012 vs 2011 sales transactions, and by -9.0% -3.7% -8.2% 5.5% Change Transactions selling in less time than last year with a 3% increase in 63 24 25 -3 Change - Days on Market average asking price. How-0.4% -4.7% 12.4% 4.9% Change - Asking Price ever, other pre-owned

Full Sale Transactions - mixed results: • Business jets were up +5.5%.

• Business turboprops were down -3.7%.

• Both turbine and piston helicopters were down.

Average Asking Prices - mixed results: • Both business jets (+4.9%) and turbine helicopters (+12.4%) increased.

• Both business turboprops and piston helicopters decreased.

Average Days on Market at very high levels: • All market sectors were on the market

aircraft are showing decreases in sales transactions, are taking longer to sell on average, and are at much greater average asking prices compared to the same period in 2011.

Real GDP—the output of goods and services produced by labor and property located in the US—increased at an annual rate of +2.0% in the third quarter of 2012 (over the second quarter), according to the ‘advance’ estimate released by the Bureau of Economic Analysis. For comparison, in the second quarter real GDP increased only +1.3%.

/ More from www.jetnet.com

Market Indicators - December 2012

Avinode View should see a -1.2% traffic decline in the Northeast and -3.9% decline in the Midwest.

For Europe Avinode forecasts a -3.2% decline in business jet activity during 2013.

Avinode projects that the European South, which is mainly driven by leisure travel, will experience a -4.3% decline in traffic in 2013.

Northern European traffic, which is mainly composed of business travel, however, will see a decline of only -1.3% year-over-year.

Avinode’s predictions for upward or downward trends for aircraft by category

Market Indicators - December 2012 58

WORLD AIRCRAFT SALES MAGAZINE – December 2012

in the U.S. and Europe are as follows: U.S. Forecasts for 2013: Entry Level Jets: +4.4%; Light Jets: -2.2%; Super Midsize Jets: +0.3%; Super Light Jets: +1.6%; Midsize Jets: +0.1%; Heavy Jets: -1.7%; Ultra Long Range Jets: +2.4%.

European Forecasts for 2013: Entry Level Jets: +0.3%; Light Jets: -8.0%; Super Light Jets: +0.4%; Midsize Jets: -2.2%; Super Midsize Jets: -9.1%; Heavy Jets: -5.3%; Ultra Long Range Jets: +8.3%. / More from www.avinode.com

www.AvBuyer.com

Aircraft Index see Page 4

▼

Avinode Business Intelligence forecasts a 0.1% decrease in business jet activity for the United States in 2013. Broken down some regions will fare better than others. The South and West, with their seasons targeted to entertainment and discretionary travel, are expected to experience +0.4% and +1.3% growth respectively. “The more businesstravel focused Northeast and Midwest continue to struggle,” outlines Magnus Henriksson, Business Unit Director, Avinode Business Intelligence. These regions

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MarketIndicators NEWDec12_Layout 1 20/11/2012 17:36 Page 2

2

Market Indicators

ARGUS View TRAQPak data shows that October 2012 produced the second largest month of business aircraft flight activity since January 2009 (second only to March 2011). October flight activity finished up +8.1% over September 2012. The results by operational category were strong across the board with Part 135 activity ending +11.7% above the previous month. Part 91 and fractional followed with positive gains of +7.5% and +2.9% in that order.

Aircraft category results concluded the month with all categories up at least +6.0%.

Looking at individual market segments the fractional turboprop segments posted a 20.4% month-over-month decrease*, while the fractional large jet segment posted a +17.7% month-over-month increase.

Reviewing year-over year-activity (October 2012 vs. October 2011) revealed an overall increase of +2.8%. Results by operational category were positive for the period, with the exception of fractional activity which finished down -5.0% from October 2011.

Looking at activity by aircraft category; all sectors finished the timeframe on the positive side, while within individual market segments, the Part 135 mid-size cabin market posted the largest year-over-year increase, up +13.3%. The fractional turboprop market showed the largest decline down -21.0%*. *The temporary shutdown of Avantair’s flight operation (Piaggio Avanti fractional aircraft provider) which occurred in late October nega-

Business Aircraft Activity October 2012 vs. September 2012

TRAQPak

Part 91

Part 135 Fractional

All

Turbo Prop

7.7%

9.7%

-20.4%

6.0%

Small Cabin Jet

7.3%

10.1%

6.8%

8.1%

Mid-Size Cabin Jet

8.0%

15.2%

7.7%

9.8%

Large Cabin Jet

6.8%

14.1%

17.7%

9.9%

All Aircraft Combined

7.5%

11.7%

2.9%

8.1%

Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010

Business Aircraft Activity October 2012 vs. October 2011

TRAQPak

Part 91

Part 135 Fractional

All

Turbo Prop

0.3%

8.6%

-21.0%

1.0%

Small Cabin Jet

1.3%

7.6%

-2.2%

2.9%

Mid-Size Cabin Jet

2.8%

13.3%

-2.5%

3.9%

Large Cabin Jet

2.3%

10.3%

7.0%

4.9%

All Aircraft Combined

1.4%

9.7%

-5.0%

2.8%

Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010

tively impacted flight activity in the fractional turboprop market segment.

Note: The month of October 2012 only

Market Indicators - December 2012

had 8 weekend days. ARGUS has observed that in months with fewer weekend days the volume of flight activity tends to be higher. / More from www.argus.aero

NBAA/GAMA View formance in a number of key measures and also displayed superior ability to respond to the severe downturn.

Generally speaking, companies not using Business Aviation during the recession lost profitability, employees, and even dropped off the S&P 500 rankings at far higher rates than companies using Business Aviation, the study found, revealing that use of an airplane for business has a positive impact on enterprise resiliency following the Great Recession period of 2007-2011.

For example, the analysis found that jobs at a diverse range of companies that use business aircraft, from consumer to energy, health care and industrials, not only recov-

Market Indicators - December 2012 60

WORLD AIRCRAFT SALES MAGAZINE – December 2012

ered, but also have grown beyond pre-recession levels, while non-user companies have recovered at much slower rates. Comparisons of employment matched the better performance of Business Aviation users in financial measures of shareholder value, including revenues, earnings and profit growth and market capitalization.

The three previous NEXA studies, which analyzed Standard & Poor’s (S&P) 500 companies, S&P 600 small-cap companies, and government use of business aircraft at the federal, state and local levels, all concluded that Business Aviation contributes to private and public enterprises’ ability to deliver greater value to shareholders and taxpayers. / More from www.noplanenogain.org

www.AvBuyer.com

Aircraft Index see Page 4

▼

NBAA welcomed a new study entitled, Business Aviation: Maintaining Shareholder Value Through Turbulent Times that shows that even during the worst economic times since the Great Depression, companies that relied on Business Aviation outperformed the field in important measures of shareholder value, and recovered from the recession more quickly than their peers across a range of industries representing the U.S. economy.

This is the fourth in the Business Aviation Users study series to be completed by NEXA Advisors, LLC. The study concludes that companies in the S&P 500 that use Business Aviation achieved superior financial per-

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3

Market Indicators

JP Morgan View Some large cabin metrics are deteriorating: Heavy jet demand has been a Relative bright spot amid ongoing weakness across the industry, but this is changing. Heavy jet inventories increased 70 bps in Q3 versus flat inventories for Medium jets and a 50 bp decline for Light jets. Heavy jet backlogs have not grown this year for Gulfstream, Bombardier (ex NetJets) or Dassault either. Gulfstream’s President recently noted that Chinese demand was falling from elevated levels in 2011, and China was a key driver of large jet performance out of the downturn. JP Morgan views the introduction of the G650 as a mitigating factor for Gulfstream, but is increasingly concerned about a correction in demand for larger jets overall.

EARNINGS AND NBAA MAKE FOR A BUSY MONTH: TXT kicked off earnings October 17, followed

by HON October 19. JP Morgan expected GD October 24 and COL to report on October 26.

BBD/B should have reported November 7.

As usual, JP Morgan focused mostly on

changes in backlog, as they are typically-best indicators of current demand. With the NBAA’s annual meeting from October 30November 1, manufacturers were expected to emphasize the potential for rising deliveries beyond 2012; pockets of demand strength; and the products they are developing. However, with US and European flight ops flat-to-down YTD; Chinese demand facing pressure; and OEM backlogs yet to turn up decisively, optimism was expected to be muted.

USED INVENTORY DOWN, YOUNG JET INVENTORY UP: Used inventory of in-production models ticked down 10 bps to 10.5% during September and has remained in the 10.4%-10.7% range for six months. JP Morgan did, however, see a significant jump in inventories for the “toddler and pre-K” fleet (aircraft 0-5 years old), which are the aircraft that compete most directly with new jets. This data lagged by a month, so it reflects the change during August, but the absolute increase of

Market Indicators - December 2012

25 jets was the largest since March 2009.

Cessna accounted for about half the increase, with notable contributions from Bombardier (Challengers) and Eclipse. JP Morgan estimates that 7.5% of the “toddler and pre-K” fleet is now for sale. This represents a 60 bp increase YTD and compares to an average of 6.6% since 2005.

AVG. ASKING PRICE FALLS 2.5% IN SEPTEMBER: September dampened hopes for stabilization with the steepest sequential decline since April 2011. Heavy and Medium jets saw material declines of 2.8% and 2.5%, respectively, while Light jet prices ticked up 0.4%.

ARE FLIGHT OPS READY TO TURN? US bizjet flight ops increased 1.7% year-overyear in August. This is anemic by most standards, but it is the best result since January (adjusting February for the leap year), and JP Morgan would be watching for momentum when September data eventually emerged.

/ More from www.jpmorgan.com

Embraer View Embraer Executive Jets presented its Business Aviation market outlook for China last month at Airshow China 2012, in Zhuhai, Guangdong Province. The forecast predicts a total demand for 650 business aircraft by the year 2022, with a total value of US$24 billion, representing 9% of the world deliveries’ value.

• Company analysis shows that the overall environment in China is fostering the development of its Business Aviation.

• The rapid development of its national economy generates more Chinese companies listed on Fortune 500 and more High-Net-Worth Individuals (HNWI) as well.

• Data show the annual growth rate of the country’s HNWI (with investable assets over 10 million RMB) stayed at 25% over the past five years.

• The latest Hurun Report indicates billionaires (in RMB) in China increased by 87% in 2012 over 2011.

The country’s Business Aviation culture is gaining maturity, Embraer observes. Executive jets are recognized more and more as tools for improving productivity for business elites. Today, the country has a fleet of 267 executive jets, 77% of which are super-midsize to ultra-large jets, up from only 78 jets in 2007.

In the China market, Embraer has booked

Market Indicators - December 2012 62

WORLD AIRCRAFT SALES MAGAZINE – December 2012

28 firm orders and five options for its executive jets. In light of China’s flourishing executive aviation market, in June 2012, Embraer inked the agreement with Aviation Industry Corporation of China (AVIC) for final assembly of Legacy 600/650 jets in China, using the resources of their joint venture, the Harbin Embraer Aircraft Industry Co., Ltd. / More from www.embraerexecutivejets.com

www.AvBuyer.com

Aircraft Index see Page 4

Tempus December 19/11/2012 16:21 Page 1

Aircraft Sales & Service

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Gulfstream December_Layout 1 19/11/2012 16:23 Page 1

LYNN BEAUDRY | +1 912 965 4000 | lynn.beaudry@gulfstream.com

GULFSTREAM G150 S/N 252

GULFSTREAM G200 S/N 233

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3610 TT, Ten (10) Passenger Configuration

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Gulfstream December_Layout 1 19/11/2012 16:24 Page 2

GULFSTREAM G450 S/N 4030

GULFSTREAM GV S/N 518

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Forward Galley, Forward Crew Rest, Fourteen (14) Passenger Configuration

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GULFSTREAM G550 S/N 5146

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2026 TT, Fourteen (14) Passenger Configuration

3442 TT, Sixteen (16) Passenger Configuration

$38,950,000

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GLOBAL EXPRESS S/N 9205

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Aircraft Sales & Acquisitions

Citation 111

Challenger

1985 Challenger 601-1A | 3044

Citation Excel

1985 Citation III | 650-0080

Citation XLS+

2002 Citation Excel | 560-5288

2009 Citation XLS+ | 560-6050

Citation V

Citation Ultra

1996 Citation Ultra | 560-0366

1993 Citation V | 560-0208

Citation CJ3

Citation 11

1981 Citation II | 550-0286

2006 Citation CJ3 | 525B-0073

Learjet 45

Citation 1SP

1982 Citation ISP | 501-0255

2004 Learjet 45 | 45-250

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Beechjet

King Air 350

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Forecast Comp Analysis_Gil WolinNov06 20/11/2012 11:08 Page 1

FORECAST ANALYSIS REVIEW

Honeywell Et Al: Comparing the verdicts on the BizAv Outlook.

by Mike Potts he message from Honeywell regarding the near-term prospects is that the ‘new normal’ looks flat for business jet sales. Rob Wilson, president of Honeywell Business and General Aviation’s remarks came at the company’s annual media briefing in Orlando, Florida on the eve of the NBAA Convention in Orlando, Florida.

Wilson said business jet deliveries are likely to be in the 680 to 720 range this year and about the same - or only slightly better in 2013, and the next two or three years after.

The total isn’t expected to exceed 800 before 2017. Steeper growth is expected afterwards, driven to some extent by current develop-

T

ment programs that will help spur demand for new aircraft around the middle of the decade. Total jet sales are expected to reach the 1,000-level in the 2019/2020 timeframe and remain steady for the balance of the forecast period. Honeywell doesn’t expect the business jet market to reach the levels achieved in 2007 (1,100+) or 2008 (1,300+) at any time during the coming decade.

As it has done in each of the last 21 years, Honeywell publicly released its annual Business Aviation Outlook, predicting the delivery of up to 10,000 business jets worth $250 billion in constant 2012 dollars over the years 2012 to 2022. This compares with last year’s forecast of 10,000 worth $230 billion for the period 2011 to 2021. The projected

increase in billing values totals about nine percent, and reflects a continuing and expanding trend that we’ve seen over the past several years – a preference among new aircraft buyers for larger cabins and longerrange aircraft.

Wilson said the relatively flat growth curve Honeywell is projecting “reflects the protracted nature of the global economic recovery,” which he believes will accelerate toward the middle of the decade. “Over the medium-term, a return to historical growth conditions supported by globalization, wealth creation in developing nations and new aircraft development should boost orders and support accelerated growth,” he said. ❯ continued on page 72

68

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Eagle Creek December 21/11/2012 16:13 Page 1

2007 200 07 C CESSNA ESSNA C CITATION ITATION CJ CJ1+ 1+ N34DZ, S/N 525-06 525-0640 640 1401 Airframe me and Engine Hours Sin Sinc Since ce New New.. Enrolled on ProP ProParts arts and TTAP AAP Elite Elite. e. TCAS I, Mark VIII EGPWS, Jeppesen Elec Electronic ctronic onic Cha Charts, Coll Collins lins FMS-3000 with W WAAS, AAAS, and Airshow Airshow

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N695EE, S/N 96205, 962205, 5, Special 695B 69 Model, Fresh Fresh HSI’s HSI’s byy Ea Eagle gle Creek APS-65 with 2581 SMOH OH H on Dash Das TTen en Engines, Collins APS-65 Autopilot, Garmin GNS NS 530, 5 FFreon reo Air reon Air,, Wide Chord Q-T Q-Tip ip Props

CESSNA CITATION S/II CE

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N500ZB, S/N S550 S550-0023, 0-0023, 212 Engine Hours Since Hot Sectio Section on Inspections Conditioning, and 2,046 Engine Hours Since Overhauls, FFreon reon Air Conditi oning, Current PPart art 135

N29GD, S/N 15035 15035, 5, Garmin GNS-530W with W WAAS, AAAS, Skywa Skywatch raffic, Wide tcch TTraffic, Q-Tip Chord Q-T ip Propss and Keith FFreon reon Air Conditioning

1995 KING AIR B200

2006 S SOCATA OCATA TBM TBM 850

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N63DL, S/N 409, Only O 356 Hours Since New, New, Pilot Door, Door, Dual Duaal Garmin GNS 530 GPS with ith WAAS, WAAA AS Garmin AS, G i GDL-69 GDL 69 XM Weather, Weatther th r, 600 Hour Ho Hour Inspection/ I ti / Annual and 60 Mo Month onth Landing Gear Inspection C/W June 20 2012 012

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Freestream November 24/10/2012 16:11 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ Serial Number 29273 Registration: VP-BBJ • 18 Passenger • One Owner Since New Boeing BBJ/28579

Boeing BBJ/29273 • Pats 9 Tank Configuration

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Boeing BBJ/30076

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Freestream November 24/10/2012 16:12 Page 2

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ Serial Number 28579 Registration: N920DS • 17 Passenger • 2008 Paint & Interior Boeing BBJ/28579

Boeing BBJ/29273 • Both aft stateroom's have private

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Hawker 850XP/258812

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Forecast Comp Analysis_Gil WolinNov06 20/11/2012 11:09 Page 2

FORECAST ANALYSIS REVIEW Part of the methodology Honeywell uses to develop its survey includes interviews with more than 1,500 non-fractional operators around the world. Based on this, it tabulates purchase expectations over the coming five years in order to calculate probable aircraft buys. Currently, Honeywell reports, about 30 percent of operators expect to replace or add new aircraft in the next five years. Purchase expectations vary widely by region with the highest currently coming from operators in the BRIC countries (Brazil, Russia, India and China).

The countries are all experiencing high growth economies, and Honeywell says more than 45 percent of operators there expect to add aircraft in the next two years.

Asia, the Middle East and Europe also report higher than average purchase expectations, while operators in North America have the lowest level, at about 25 percent.

Because the North American market is larger, it is still expected to account for the greatest number of new aircraft buys over the next five years, at about 53 percent of the total market. The international market is predicted to total 47 percent, with Europe and Latin America accounting for 18 percent each, the Asia/Pacific region for seven percent, and Africa and Middle East for five percent.

Of these sales, 42 percent are expected to

be big-cabin aircraft, including ‘Very High Speed and Ultra Long Range’ models that are only now starting to reach the market.

Midsize aircraft are predicted to be 28 percent of the new jet purchases and small cabin aircraft form 30 percent. Because they cost so much more, the big cabin airplanes will account for 69 percent of the dollars spent, while midsize models consume 20 percent and the small cabin aircraft 11 percent of the sales dollars.

In its overall outlook for the market, Honeywell believes that we are at, or past what it is calling the trough or low-point of the recession, and that improved orderrates – particularly in the lower- and middle-segments of the jet market – mark the beginning of an upturn. It notes that the larger-cabin jets fared better throughout the recession than the lower-end of the market, and they are continuing to do so.

International demand is expanding and Honeywell expects it to lead the recovery.

DIFFERENCES OF PERSPECTIVE Honeywell isn’t alone in its view of the Business Aviation prospects for the upcoming decade. JETNET, the aviation data firm also issued a forecast at NBAA, with a similar outlook. This year marks the second edition of the JETNET forecast, which debuted at the NBAA Convention last year.

Yet another forecast of the Business Aviation landscape comes from Bombardier, which issued its most recent edition in May at EBACE in Geneva, Switzerland. Since the three forecasts cover the same market over approximately the same timespans, you might expect their findings to be quite similar. They are not.

The JETNET forecast initially appears to parallel Honeywell’s predictions fairly closely, but a thorough look at the numbers reveals it to be somewhat more optimistic about the size of the market, particularly in the out-years.

Bombardier’s forecast is far more optimistic than either Honeywell or JETNET, even predicting that the market will grow to exceed its 2007/2008 levels, perhaps by as early as 2016. JETNET believes the market will achieve these levels, but about three years later than Bombardier expects.

Any comparison of these forecasts needs to be approached with some caution. They all cover different time spans and they don’t all define the market in exactly the same way, so some of the differences may lie in their individual approach to the data.

In other words, they could be saying the same thing in different ways. Nonetheless, they seem to reach quite different conclusions so it’s interesting to see why and where the differences really lie, and ❯ continued on page 74

HONEYWELL: 2012 BUSINESS JET DELIVERY FORECAST IN UNITS

1200

Aircraft Units

1000

Very High Speed - Ultra Long Range

800

Long Range

Large Ultra Long Range

600

Medium-Large Medium

400

Light-Medium Light

200

Very Light 0

~10,000 Aircraft from 2012 - 2022 72

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Jet Affiliates December_Layout 1 20/11/2012 16:28 Page 1

2003 CHALLENGER 850 SERIAL NUMBER: 7730 REGISTRATION NUMBER: N629DD Jet Affiliates International is pleased to announce this Challenger 850 t the market for immediate sale.

This aircraft features: • No Known Damage History • Wi-FI • ICS-200 Two-Channel Iridium Satellite Telephone • New 2012 - 15 passenger VIP layout • New 2012 - Exterior paint • Airshow 410 • Fresh gear overhaul

Additional Equipment Audio Int. Cabin Management System Passenger Address System Emergency Exit Lighting System Two (2) 18" LCD Monitors Two (2) DVD Players One (1) 10-disc CD Player Twelve Midrange/Tweeter and 3 Subwoofer Stereo Speakers Two (2) Audio/Visual Amplifiers New MSA window shade system New Imbuia High-Gloss Finished Wood Veneer

Airframe & Engines Airframe Total Time: 10,165.1. Landings: 8934. No known damage history. General Electric CF34-3B1, Serial Number: 872657/873658, Total Time Since New: 9,845 hours/9,845 hours Cycles Since New: 8,534 cycles/8,534 cycles, TBO: On Condition Auxiliary Fuel System: New installation in 2009 by PATS Aircraft, LLC in Georgetown, Delaware. Full PATS warranty coverage and FAA/JAR certification

Avionics Dual Collins FCC-4000 Digital Flight Control Computers Dual Litton Aero LTN-101 Digital Autopilot System Collins RTA-844 Weather Radar Dual Collins ADC-850A Air Data Computers Dual Collins FMS-4200 Flight Management Systems with CDU Dual Collins VHF-422A Communication Transceivers Dual Collins ADF-462 Automatic Direction Finders Dual Collins DME-442 Distance Measuring Equipment Dual HF system Aircell ATG-5000 Dual Collins VIR-432 Navigation Receivers Dual Collins DCU-4004 Data Concentrator Units Dual Collins ALT-55 Radar Altimeter Allied Signal EGPWS Enhanced Ground Proximity Warning System with Windshear Detection Collins TCAS II Traffic Collision Avoidance System with Ch. 7 Collins GPS-4000A GPS Receiver L-3 Comm. FA2100 Cockpit Voice Recorder L-3 Comm. DA2100 Flight Data Recorder Dual Collins TDR-94D Mode S Transponders 8.33 Spacing

Jet Affiliates International 7515 Lemmon Ave. Dallas, Texas 75209 Dennis Debo 214 353-2724 (O) 214 912-4247 (C) www.jetai.com

Forecast Comp Analysis_Gil WolinNov06 20/11/2012 17:30 Page 3

FORECAST ANALYSIS REVIEW perhaps speculate about which forecast might prove to be the more accurate.

JETNET’S OUTLOOK The forecast from JETNET covers the 10year span from 2012 to 2021 and projects delivery of 10,424 business jets during the period, worth an estimated $253 billion in current dollars. On the surface, that looks very close to what Honeywell is saying, but it really isn’t. Notwithstanding the oddly precise 10,424-unit estimate, JETNET’s fleet total is about four percent higher than Honeywell’s – not insignificant.

A close look also reveals that JETNET’s sales total comes in a shorter period than Honeywell’s – 10 years as opposed to 11. So JETNET is really predicting an average annual market of 1,043 aircraft while Honeywell is forecasting an annual average of 909 units. That’s a 14.75 percent bigger market over the next decade, which is a major difference. For some manufacturers, that could be the difference between prosperity and scraping by.

JETNET’s $253 billion sales estimate also gains in significance when balanced against its delivery total. The JETNET total is only one percent higher than Honeywell’s estimate (albeit over a shorter period), but that suggests JETNET thinks a higher percentage of jet sales will come from the small

and mid-size segments – quite different to what Honeywell expects.

JETNET’s market projections confirm this. It outlines the largest number of sales over the next decade will be in the Light Jet category, not the Heavy Jets as Honeywell predicts. JETNET’s forecast is that 37 percent of the jets delivered in the next decade will be Light Jets, 33 percent Medium Jets and 30 percent Large Jets. These Large Jets will still account for the bulk of the sales dollars – 64 percent in JETNET’s estimation, while the Medium Jets will accrue 20 percent of the billings and Light Jets 11 percent.

A slightly larger percentage of sales originate with international customers – 51 percent in JETNET’s model. Europe and Asia Pacific account for a higher percentage (32 percent) than Honeywell is predicting (25 percent), and some of this difference may come from Honeywell’s decision to recognize the BRIC countries as a separate economic entity.

JETNET agrees that jet sales this year and next will be relatively flat – it is predicting 699 and 732 respectively – but its forecast accelerates much more rapidly than Honeywell’s in the following years, with deliveries topping 1,000 units by 2017 and extending above 1,200 in 2019 and 2020 before tailing off slightly in 2021.

BOMBARDIER’S OUTLOOK Bombardier’s forecast is even more optimistic than JETNET’s, although it takes a little interpretation to determine by exactly how much. Bombardier’s forecast is closely tied to its product line and the economic forces impacting it. It does not include the smaller jet categories that fall below its Learjet series, and it also does not include airliner-based business jets.

So Bombardier’s forecast of 9,800 jet deliveries between 2012 and 2021 is not necessarily smaller than JETNET forecast of 10,424 for the same period. In fact, it’s probably larger. In Bombardier’s forecast it tells us what models it isn’t counting in the market. This includes all the Citation products below the CJ3 (which, among other models includes the Mustang and the Embraer Phenom 100).

If we take the GAMA 2011 year-end delivery numbers as a baseline, there were 695 business jet deliveries reported that year. If we subtract all the models Bombardier says it isn’t counting in its forecast, the total is 150 units, leaving us with a delivery total of 545 jet deliveries that apply to the Bombardier forecast. That’s approximately 78.5 percent of the total. So we can deduce, taking 78.5 percent of JETNET’s 10,424-unit total, that would give us a number that would approximately ❯ continued on page 78

JETNET: BUSINESS JET DELIVERY UNITS, FORECAST TO 2021

74

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

CAP December 19/11/2012 16:28 Page 1

Excel Owners We Will Take Your Aircraft In Trade

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JetBrokers December 19/11/2012 16:31 Page 1

1998 Falcon 50EX, S/N 268, 4078TT, MSP, Dual UNS-1C’s, EU Ops, 2C and Gear c/w 4/10, Dual Laserefs, TCAS 2, TAWS-A, Asking $5,750,000.00

2007 Gulfstream G200, S/N 175, 1333 TT, ESP Gold, Autothrottles, SATCOM, Honeywell DFDR, Ten Passenger Interior, Asking $10,950,000.00

1995 Falcon 2000, S/N 008, 6608TT, Dual FMS6100’s, Airshow 4000, 9 Pax, Thales EIED, SATCOM, Asking $6,400,000.00

1999 Challenger 604, S/N 5422, 5612 TT, GE Onpoint, EU-Ops Ready, Heads-up Display, 48 Month c/w 3/12, Excellent Paint and Interior, Asking $7,250,000.00

1992 Falcon 50, S/N 227, 7072.6 TT, Engines on MSP, C Check c/w 9/10, Gear O/Hed 12/03, Aft Lav, TCAS 2, Nice Paint and Interior, Asking $2,995,000.00

2005 Hawker 400XP, S/N RK-411, 704 TT, Garmin GMX-200 w/ Charts & Wx, One Owner, Like New, TAWS-A, TCAS 2, Airshow, Asking $2,695,000.00

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

1988 Beechjet 400, S/N RJ-47, 4135.5 TT, 522.8 SMOH, TR’s, Freon, Gear O/H c/w 9/10, AB c/w at 4135.5 TT (7/12), Exc Paint and Interior, Asking $875,000.00

Also Available Beechcraft Premier I, S/N RB-128 Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039 Citation II, S/N 550-0216 Citation II, S/N 550-0127 Citation II, S/N 550-0094

Citation II, S/N 550-0082 Citation CJ2, S/N 525A-0016 Citation Jet, S/N 525-0016 Citation Stallion, S/N 501-0317 Falcon 20F-5BR, S/N 430 Gulfstream GIISP, S/N 206

Hawker 800XP, S/N 258674 King Air C90, S/N LJ-869 Socata TBM700C1, S/N 244 Socata TBM700B, S/N 232

JetBrokers December 19/11/2012 16:33 Page 2

2009 Embraer Phenom 100, S/N 500-00091, 22 TSN, Engines on ESP Gold, Entertainment Package, AFIS, Asking $2,950,000.00

2013 Embraer Phenom 100 positions, May 2013 and June 2013 delivery slots, still can choose options and materials, 2005 pricing!

1981 Citation II, S/N 550-0295, 8441 TT, 1891/2146 SMOH, 87/361 TSHS, TR’s, Freon, Garmin GNS-530/430’s, Skywatch, Phase 5 c/w 10/12, Asking $700,000.00

2000 Citation Excel, S/N 560XL-5137, 8684.3 TT, Engines on ESP Silver, Ext. Lav Service, Single Pt Refueling, TCAS 2, TAWS-A, Asking $3,650,000.00

2008 Socata TBM850, S/N 440, 1007 TT, Garmin Glass Cockpit, TCAS, TAWS, Delivered with Fresh 1200 Hr, Asking $2,495,000.00

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSN on -61 Engines!, Dual Garmin 430W, Skywatch, Raisbeck Performance Mods, Asking $1,295,000.00

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – Aircell Axxess II, TCAS 2, Hi-def Video Displays, L3 ESIS, Asking $5,900,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, One Owner, Engine Fire Ext., Skywatch, Asking $2,450,000.00

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

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Web: www.jetbrokers.com

Forecast Comp Analysis_Gil WolinNov06 20/11/2012 11:10 Page 4

FORECAST ANALYSIS REVIEW compare with Bombardier’s 9,800-unit forecast. Applying this conversion, the JETNET total equals 8,183 - so we can see the Bombardier total is actually 19.7 percent larger.

If true, this puts Bombardier’s forecast for the next decade about 30 percent above the total Honeywell expects in its outlook.

This is also supported by Bombardier’s financial projections, which call for business jet billings in the $266 billion range for the period 2012 to 2021 – the same period covered by JETNET’s forecast and a year shorter than Honeywell’s.

It’s hard to make too many specific comparisons between the Bombardier forecast and the Honeywell and JETNET offerings because Bombardier’s document is structured much differently. It is shorter on details about aircraft types and categories than either of the other two, but much stronger on financial factors. In fact, it has the appearance of a document intended for a financial audience rather than media.

The Bombardier forecast actually extends far beyond either JETNET’s or Honeywell’s – it is a 20-year outlook that projects sales and deliveries through 2031.

Bombardier expects the next decade to be a strong one for business jets – much better than the current 10-year period. If Bombardier’s prediction is accurate, the

next decade will feature a business jet market that is consistently above 1,200 units a year and reaches 1,500 units annually by 2030. It forecasts a total of 14,200 units with an estimated value of $382 billion.

If true, and the above conversion factor is still applicable (admittedly a stretch, but so is any economic forecast extending 20 years into the future), total business jet deliveries could exceed 1,800 units per year.

Before you dismiss that as being completely beyond belief, can you remember the year 1995 when jet deliveries totaled just 300 units? A prediction that the market would exceed 1,300 units in the next 15 years would have been considered equally outlandish back then as 1,800 does now.

Looking at the full 20-year period, Bombardier is forecasting a market for 24,000 business jets worth $648 billion.

Specifically, that includes 10,700 light jets (in the categories Bombardier builds) worth $117 billion. Bombardier acknowledges that this category is currently soft and recovering slowly, but expects it to improve steadily in the coming decade and thrive in the 2020s.

The medium jets, which in Bombardier’s view begins at the Challenger 300 level, will form the core of large corporation business jet operations, and account for 7,800 deliveries worth $239 billion by 2032. The

large jets are expected to total 5,500 units worth $292 billion for the same period.

This represents a very different division among the jet categories than either Honeywell or JETNET is predicting (although the forecast periods are very different), with Light Jets totaling 44.5 percent, Medium at 32.5 percent and Large Jets at 23 percent in the Bombardier forecast. By comparison, Honeywell’s 10-year predicted breakout is 30 percent Light, 28 percent Medium and 42 percent Heavy. JETNET, meanwhile expects 37 percent Light Jets, 33 percent Medium (very close to the Bombardier forecast) and 30 percent Large.

THE UNITING FACTOR There is definite agreement between Honeywell, JETNET and Bombardier on at least one aspect of the market. All three agree that the bottom of the recession, which has been dubbed “the trough” by some market pundits, came somewhere between 2011 and 2012 and that we are now on the way back up to prosperity.

Certainly everyone involved in this industry is hoping (and perhaps even praying) that this part of the forecasts is absolutely accurate. ❯ More information from: www.honeywell.com; www.jetnet.com; www.bombardier.com

BOMBARDIER: BUSINESS JET INDUSTRY 20-YEAR DELIVERIES OUTLOOK HISTORY 1992-2001 3,950 units

1,500

FORECAST 2002-2011 6,300 units

2012-2021 9,800 units

2022-2031 14,200 units

1,400 1,300 1,200 1,100 1,000 900 800 700 600 500 400 300 200 100

92

94

96

98

00

02

04

06

08

10

12

14

16

18

20

22

24

26

28

30

Source: Bombardier Forecasting Model.

78

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Rolls Royce October 20/08/2012 17:54 Page 1

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jet engine maintenance programs. A fact recognised in more than

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Boutsen December 19/11/2012 16:40 Page 1

Boutsen December 19/11/2012 16:41 Page 2

Corporate Concepts December 19/11/2012 16:43 Page 1

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Like new - warranties and training remaining Only 60 Hours total time - Aruba Registered - Ready to go High completion specification – 18 passenger seats 2 sleeping areas, shower, office, dining area, crew rest area VAT paid for European free circulation See video in www.flycci.com and private showing

Boeing Super 727-200 ■ Larger cabin than a BBJ2 ■ VVIP interior – stateroom, shower, 32 seats (19 for takeoff and landing) ■ Skytheater entertainment system ■ Meets EU2002 noise criteria ■ Super 727 Valsan modifications w/ winglets ■ Fresh inspections and SFAR 88 at delivery ■ See www.flycci.com for full photos

MD-87 VVIP ■ ■ ■ ■ ■

New paint and interior VVIP interior includes stateroom and 19 VIP seats Recent “C” inspection Motivated Seller See video at www.flycci.com

Gulfstream G-IV SP ■ ■ ■ ■

Sixteen passenger interior - forward and aft lavatories Recent 24 month inspection w/ ASC469 compliance On Condition engines and MSG-3 inspection program LED cabin lighting – new Honeywell dual zone entertainment ■ FAA Part 135 – Priced to sale immediately

See www.flycci.com for information on CCI’s comprehensive Acquisition Services, Appraisals, Operation Audits, Asset Management, and Advisory/Consulting Services

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Corporate Concepts December 19/11/2012 16:43 Page 2

At MEBA Call CCI+1-919-264-6212

New Opportunities – Immediately Available 2009 Citation CJ3 ■ ■ ■ ■ ■

Exceptional lease opportunity – Sale or Lease ProParts, TAP Elite and CESCOM Eight passenger interior with aft lavatory Only one owner – Less than 800 hours Electronic charts, EGPWS, TCAS II, FDR, Iridium phone

Challenger 604 ■ ■ ■ ■ ■

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Gulfstream G-IV ■ ■ ■ ■

Lease – Lease/Purchase – Sale Fresh 72 month inspection and engine overhauls Corporate Care - New paint New High speed internet, Cabin entertainment system, large monitors ■ 13 passengers w/ fwd and aft lavatories ■ Aft sleeping area with bed

2008 Legacy 600 ■ ■ ■ ■ ■ ■ ■

New generation cabin with increased headroom High speed internet with satellite phone Enrolled in Executive Care and Corporate Care programs Forward and Aft lavatories Burns half the fuel of a Gulfstream G-IV FAA Part 135 – Recent 48 month inspection Motivated owner – Immediately Available

See www.flycci.com for 2006 Lear 40XR $2,895,000 - Challenger 600 - Citation Ultra - S-76B - G-IISP all priced to sell immediately

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+1 704 906 3755

Latin & S. America

+1 832 647 7581

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Austin • Ft. Lauderdale • Charlotte • Winnipeg • New York • Mexico City • Middle East-Northern Africa

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Member NBAA, NAFA, ISTAT, AOPA

ACSpecs IntroDec12_AC Specs Intronov06 20/11/2012 17:32 Page 1

AIRCRAFT SPECIFICATIONS: TURBOPROPS

JANUARY ISSUE: Large Cabin Jets FEBRUARY ISSUE: Medium Jets MARCH ISSUE: Light Jets

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 opposite, 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

84

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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-

www.AvBuyer.com

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

CES SN A2 08 CA RA VA N CES SN A2 08 BG RA ND CA RA CE VA SSN N A2 08 BG ND CA RA DA VA HE N/C R-S AR OC GP ATA OD TBM 700 C2 DA HE R-S OC ATA TBM 85 0 BE EC HC RA FT KIN GA IR C9 BE 0B EC HC RA FT KIN GA IR C9 KIN 0G T GA IR C9 0G TI

AircraftPer&SpecDEC12_PerfspecDecember06 20/11/2012 16:12 Page 1

TURBOPROPS $634.08

$641.73

$648.58

$765.73

$891.80

$1,071.25

$1,216.81

$1,200.06

CABIN HEIGHT FT.

4.5

4.5

4.5

4.1

4.1

4.8

4.8

4.8

CABIN WIDTH FT.

5.3

5.3

5.3

4

4

4.5

4.5

4.5

CABIN LENGTH FT.

12.8

16.4

16.4

10

10

12.4

12.4

12.4

CABIN VOLUME CU.FT.

254

340

340

120

120

227

227

227

DOOR HEIGHT FT.

4.2

4.2

4.2

3.9

3.9

4.3

4.3

4.3

DOOR WIDTH FT.

4.08

4.08

4.08

3.5

3.5

2.25

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

32

32

32

30

30

48

48

48

BAGGAGE VOL. EXT. CU.FT.

-

-

112

5

5

-

-

-

CREW #

1

1

1

1

1

2

2

2

SEATS - EXECUTIVE #

9

9

9

5

5

5

5

5

MTOW LBS

8000

8750

8750

7394

7394

10100

10100

10100

MLW LBS

7800

8500

8500

7024

7024

9600

9600

9600

B.O.W. W/CREW LBS

4940

5270

5440

4889

4589

7210

7200

7200

USEABLE FUEL LBS

2224

2224

2224

1887

1910

2573

2573

2573

PAYLOAD WITH FULL FUEL LBS

871

1291

1121

654

931

377

387

387

MAX. PAYLOAD LBS

2860

3230

3060

1143

1443

2950

2306

2306

RANGE - SEATS FULL N.M.

325

529

465

1000

1102

640

-

-

MAX. RANGE N.M.

835

789

731

1200

1214

940

981

981

BALANCED FIELD LENGTH FT.

2055

2420

2500

3100

3100

4519

4519

4519

LANDING DIST. (FACTORED) FT.

2508

2625

2625

3750

3750

3692

4007

4007

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

1234

975

925

1570

2005

2010

1953

1953

-

-

-

-

-

495

474

474

MAX. CRUISE SPEED KTAS

186

184

186

292

320

250

270

270

NORMAL CRUISE SPEED KTAS

175

182

182

290

316

234

-

-

L/RANGE CRUISE SPEED KTAS

147

156

156

255

255

195

206

206

1

1

1

1

1

2

2

2

PT6A-114A

PT6A-114A

PT6A-114A

PT6A-64

PT6A-66D

PT6A-21

PT6A-135A

PT6A-135A

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

U

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

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – December 2012

85

AIRCRAFT SPECIFICATIONS

BEE CH CR AFT KIN GA IR C 90 GTX BEE CH CR AFT KIN GA IR C 90 SE BE EC HC RA FT KIN GA IR B2 00 BEE CH CR AFT KIN GA IR B 20 0G T BE EC HC RA FT KIN GA IR 25 0 BE EC HC RA FT KIN GA IR 30 0LW BE EC HC RA FT KIN GA IR 35 0

AircraftPer&SpecDEC12_PerfspecDecember06 20/11/2012 17:34 Page 2

TURBOPROPS $1,198.96

$1,100.13

$1,347.91

$1,481.74

$1,500.21

$1,650.64

$1,508.41

CABIN HEIGHT FT.

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

CABIN LENGTH FT.

12.4

12.4

16.7

16.7

16.7

16.7

19.2

CABIN VOLUME CU.FT.

227

227

303

303

303

303

355

DOOR HEIGHT FT.

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

2.23

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

48

48

54

55

55

54

56

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

16

CREW #

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

6

6

7

6

8

MTOW LBS

10485

10100

12500

12500

12500

12500

15000

MLW LBS

9700

9600

12500

12500

12500

12500

15000

B.O.W. W/CREW LBS

7235

6625

8820

8760

8980

8950

9885

USEABLE FUEL LBS

2573

2573

3645

3645

3645

3611

3611

PAYLOAD WITH FULL FUEL LBS

737

902

125

185

-35

39

1604

MAX. PAYLOAD LBS

2143

3205

2180

2240

2020

2550

2615

RANGE - SEATS FULL N.M.

903

640

920

960

636

1480

1440

MAX. RANGE N.M.

1152

940

1580

1650

1575

1570

1550

BALANCED FIELD LENGTH FT.

3888

4519

5300

3640

3925

3950

3300

LANDING DIST. (FACTORED) FT.

4002

3692

4417

4437

4625

4133

4140

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

1953

2000

2448

2450

2437

3277

2700

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

474

554

745

745

682

1074

622

MAX. CRUISE SPEED KTAS

274

250

290

305

292

320

320

NORMAL CRUISE SPEED KTAS

274

234

283

298

282

312

310

L/RANGE CRUISE SPEED KTAS

204

195

226

226

232

231

234

2

2

2

2

2

2

2

PT6A-135A

PT6A-21

PT6A-42

PT6A-52

PT6A-52

PT6A-60A

PT6A-60A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

U

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

86

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

BOMBARDIER BUSINESS AIRCRAFT & SIKORSKY REPRESENTATIVE

2012 GLOBAL 6000

Global Vision Flight Deck

1999 LEARJET 45

SVS, EVS, HUD, CCP

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2008 HAWKER 900XP

s/n HA-56

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IN D N E EP

SAL AirframeT.T - 3553 hrs Landings - 3400

2006 LEARJET 40

Engines enrolled on MSP EU OPS Certified

2002 LEARJET 45

Collins Pro Line 21 EFIS EU OPS Compliant

Engines enrolles in MSP Gold EU OPS Certified

s/n 2053

2001 CHALLENGER 604

APU on MSP Gold prog.

Engines on GE on Point

AirframeT.T - 2400 hrs Fresh MPI

s/n 226

Engines & APU MSP Gold Airframe: 965 hrs (01/12)

2004 FALCON 2000

s/n 5487

Airframe on SmartParts Int. / Ext. redone in ‘09

s/n 217

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Engines & APU on MSP RVSM Certified

Engines & APU on JSSI+ No damage history

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06/11/2012 10:24:24

AircraftPer&SpecDEC12_PerfspecDecember06 20/11/2012 16:19 Page 3

PIP ER ME RID IAN PA 46 TP QU EST AIR CR AF TK OD IAK

PIL AT US PC -12 NG

PIA GG IO AV AN TI P 18 0I I PIL ATU SP C-1 2

BEE CH CR AFT KIN GA IR 3 50 I PIA GG IO AV AN TI P 18 0

AIRCRAFT SPECIFICATIONS

TURBOPROPS $1,505.82

$1,611.02

$1,448.00

$901.63

$902.29

$608.56

$610.18

CABIN HEIGHT FT.

4.8

5.8

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

4.5

6.1

6.1

5

5

4.2

4.8

CABIN LENGTH FT.

19.2

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

355

375

375

326

330

120

248

DOOR HEIGHT FT.

4.3

4.4

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

2.25

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

56

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

16

44

44

-

-

-

-

CREW #

2

2

2

1

1

1

1

SEATS - EXECUTIVE #

8

6

6

7

7

5

5

MTOW LBS

15000

11550

12100

10450

10450

5092

7255

MLW LBS

15000

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

10000

8000

8000

6565

6782

3663

3975

USEABLE FUEL LBS

3611

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

1489

798

1348

1226

1009

331

1220

MAX. PAYLOAD LBS

2500

1800

1800

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

1440

980

1370

1340

1309

489

524

MAX. RANGE N.M.

1550

1440

1500

1660

1635

1091

845

BALANCED FIELD LENGTH FT.

3300

3100

5750

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

4143

4550

5470

2783

2783

1950

1933

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

2700

2950

2950

1680

1920

1556

1338

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

622

756

670

-

-

-

-

MAX. CRUISE SPEED KTAS

320

390

402

261

280

267

180

NORMAL CRUISE SPEED KTAS

310

354

365

261

268

262

154

L/RANGE CRUISE SPEED KTAS

234

310

318

209

209

225

133

2

2

2

1

1

1

1

PT6A-60A

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

I

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.

88

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Wright Brothers November 22/10/2012 17:18 Page 1

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JMesingerDec12_JMesingerNov06 20/11/2012 11:25 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

Placing A Value On Advocacy here is no doubt that advocacy is priceless. One of my favorite sayings is, “Price is a one-time thing and cost is a lifetime thing”. So would you be willing to pay an extra fee to someone, based on the price of the job that is being contemplated, or would you be willing to pay a fee based on the risk that could be mitigated, or dollars saved by the advocacy? Take insurance for instance.

Would the fee be based on a percentage of the policy cost or a percentage of the face value of the policy? Or would you pay anyone anything? Is there a business in this niche? In some sense, what I do for a living could be considered an advocacy position. I would have a hard time believing that any client of mine would need to pay anything additional to hire someone to be sure I was doing my job correctly. So could the answer be that we keep pushing our industry players who are service providers to just do a better job at keeping focused on the customers they have? That is certainly one path to take. We should not settle for less than excellence from the vendors and providers we use.

In Orlando at the NBAA Convention I spoke to four people about the idea of creating a niche of advocacy: Two were in insurance, one in management and one in maintenance.

Each area is clearly customer-centric and all are clearly areas that could use supportive representation. The question is, ‘What would you pay for that layer?’ Providers of the referenced services would say you don’t need that extra layer. They would suggest they already look out for the customer’s best interest when you do business with them.

Let’s look closer at the role of the advocate in these certain situations. First, let’s take maintenance. Very often as I visit maintenance facilities for pre-buy inspections I see that when available, the aircraft owners will send their Director of Maintenance to the shop with the aircraft whose daily responsibility would be to keep manpower on the aircraft, as this can tend to drift when someone is not there often, if not daily. The Director of Maintenance will also watch firsthand the discrepancies

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

which are found, and be sure that labor and parts applied are accurately accounted for on the project.

So, what if you did not have a full-time Maintenance Director? It may not be bad to be able to hire on a spot-basis that expertise. No doubt this role can save money as well as time.

Advocacy is just like everything else in our world, it is a people function; people providing help to people.

Next, how about an advocacy position in the insurance industry? As an example, let’s imagine that you want to buy a policy and the coverage is complex due to the International travel component. Just going out to get quotes and comparing them on the basis of bottomline cost may not tell the whole story. In fact, you may not know the whole story until it is too late. If there is a claim one day and you find out the policy you chose did not cover the specific claim owing to a misunderstanding of the coverage, the idea that you had someone reviewing all the policies with a keen understanding of the nuances of insurance would be worth plenty, and the cost of this advocacy would most certainly be significantly less than the loss.

Finally, in the area of management let us imagine you are a first-time buyer and you have never operated a business aircraft before.

I am sure the management company that you choose is reputable and has your best interest at heart. The question is, do you know how to evaluate the maintenance billings each month for parts and labor? Are you able to sort out the intricacies of the multiple areas of reporting given to you in the monthly billing report?

It might be useful, at least for the first six months, to have an advocate who can sit at www.AvBuyer.com

your side to review the bill and help build the follow-up questions to ask.

Back to the original question, ‘What would you pay for this help?’ Would it be totally unrelated to the job and be an hourly fee like you would pay an attorney? I believe that makes the most sense and provides the best value to the advocacy. The idea of this niche is not new, and maybe the discussion is resurfacing due to an overall reshaping of the service provider in this industry as it goes into recovery mode.

Old ideas are coming to light and being repackaged as new ideas. Maybe they are just returning due to the complexity in certain segments like insurance, maintenance and management, and the idea that maybe there is a business to be developed here.

Advocacy is just like everything else in our world, it is a people function; people providing help to people. Be sure that if you choose someone to stand at your side you choose wisely. If you believe in the value of this investment don’t buy it based on price.

Remember price is a one-time thing; buy it based on cost. The right choice here could have value for a lifetime! ❯ Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He served on the Duncan Aviation Customer Advisory Board for two terms and is now on the Jet Aviation Customer Advisory Board. Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. 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

Wentworth December 22/11/2012 10:23 Page 1

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Nextant_FinanceSept 20/11/2012 10:09 Page 1

NEXTANT 400XT TEST FLIGHT

A Lot More For A Lot Less Nextant Aerospace 400XT test flight.

by Dave Higdon extant Aerospace Chief Pilot Nathan Marker enjoyed something of an operational advantage as he advanced the throttles of the 400XT. He enjoys hand-flying the company demonstrator, and the air-traffic environment on this particular day in Orlando, Florida provided an opportunity to show off how well the light jet handles; its quick acceleration; and deck-angle-challenging climb capabilities – all in the pursuit of clearing the area to show off the remanufactured Beechjet 400A in less constrained airspace over the Atlantic Ocean just to the east.

The need to be ready to maneuver while climbing simply goes with the airspace here – and the Nextant 400XT allowed Marker to respond on cue while the two back-cabin occupants conversed with normal voice levels across the length of the cabin.

N

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

With that established, let us introduce you to the newest certified option in a light jet – and, arguably, a value leader against virtually every aircraft in its class.

REMAKING A CLASSIC INTO ALMOST-ALL-NEW Company founder Kenn Ricci wanted an airplane that, for all practical purposes, didn’t exist: A light jet built to FAR 25 standards offering space, equipment, efficiency and performance comparable to the newest jets – but at a price point at the low-end of the light jet spectrum.

After launching the company in 2007, Ricci and his team selected the Beechjet 400A as a candidate for the program he envisioned to remake an airframe into many operators’ ideal of a great business jet. With 800 units delivered, the Beechjet provided a pool deep enough to make the program viable.

Aircraft Index see Page 4

Nextant_FinanceSept 20/11/2012 10:10 Page 2

NEXTANT 400XT TEST FLIGHT

From there it was a matter of deliberate research and selecting the components and steps that led to Nextant winning its STCs for the 400XT. Since then, serial production has been established, along with product support and provision of the underpinnings for financing.

The 400XT improves on the 400A in many ways, and Nextant says it will cost you about half the price of a new 400A – if it were still in production. What is in production is an airframe rehabilitated from the frames, bulkheads and longerons, out to the skin; then the airframe returns to airworthy with virtually everything else new.

Williams FJ44-3AP powerplants replace the original Pratt & Whitney Canada JT15D fanjets; these fuel-miserly mills fit into all-new nacelles designed with new pylons that, together, reduce drag, improve handling and reduce fuel use and climb time. (Those pylons sport built-in noise isolation, incidentally, that makes normal-voice conversation between cockpit and aft cabin possible.)

Speaking of the cabin, an all-new interior expands on the available space with a redesigned galley forward, an aft-club section sporting 12-inches more seat pitch aft, and a functional lavatory ends the 15-foot-plus cabin which stands a comfortable 4.8 feet tall and 4.9 feet wide.

And lest we forget, the two pilots staffing the cockpit get the benefits of a three- (or optional four-) screen ProLine 21 panel from Rockwell Collins, running via new Nextant-manufactured wiring.

The basic package sells for slightly under $4 million – right around half of the last 400A/Hawker 400XPs to roll off the line in Wichita. In terms of space, comfort, performAdvertising Enquiries see Page 8

ance and pure efficiency, however, the 400XT occupies its own strata.

PERFORMANCE WHERE IT COUNTS Some compare the airspace of Central Florida to New York and Los Angeles. With Tampa and Orlando international airports separated by barely 70 nautical miles, the proximity between their Class B sectors leaves little room for free flight. A southwesterly heading puts MCO departures overflying Kissimmee Gateway Airport under 15 miles away; a northerly heading from MCO flies you more quickly to the airspace surrounding Orlando Executive Airport (ORL) barely seven nautical away.

This particular day poses an above-average challenge, thanks to the added impact of traffic saturation at the three Orlando-area airports from the National Business Aviation Association’s 65th Annual Meeting.

Orlando Departure Control cleared N401FL to fly a west departure toward Tampa’s Class Bravo swarm, meaning that Nathan needed to quickly climb the Nextant 400XT demonstrator to 4,000 feet. Once level, Departure almost-as-quickly turn us east toward the Atlantic and less-saturated airspace. The 400XT made the climb to 4,000 msl in barely more than a minute from brake release, and after our turn east the essentially new Light Jet took us to Flight Level 330 in another nine minutes.

“We can climb directly to FL440 in 22 minutes,” noted Nathan. He hand-flew the Nextant through heading changes that ATC had ordered to keep the 400XT clear of traffic while still allowing Nathan to demonstrate the climb capabilities of this light jet.

Nextant Aerospace is the latest ‘manufacwww.AvBuyer.com

turer’ to attempt to develop a new business line by renewing older, existing aircraft. Kenn Ricci did his research, only settling on a model which met his standards for potential.

He made what’s appearing to be a good-odds gamble; a bet that light-jet operators would flock to an option that delivers more performance at greater cost efficiency for its size, range and speed capabilities.

In performance terms alone, the Nextant 400XP significantly betters the root product of the revitalized aircraft, the Beechjet 400A. Now dubbed the Hawker 400XP, the airframe from which Nextant creates its remanufactured steed remains in the market, albeit with a future clouded by the ongoing bankruptcy of Hawker Beechcraft Corp. But that financial saga has no influence on the Nextant program, which, some believe, may actually benefit because of the original OEM’s post-bankruptcy plans to end its involvement in jets – the Hawker 400 model included.

400XT SUM EXCEEDS ITS PARTS As noted previously, the Beechjet 400A/ Hawker 400XP stands among Business Aviation’s most-popular Light Jet designs thanks, in large part, to cabin space, reliability and pure speed. The biggest limitation on the 400A/400XP largely grows out of its engine – the JT15D-5 powerplant which once stood among the leaders in Business Aviation.

Flying with 4,900 pounds of fuel available the original 400A/400XP offers just 1,333 nautical miles of range, plus NBAA IFR reserves, while flying with a crew of two and four passengers. Climb performance and hot-and-high conditions are restricting, largely because of the limitations and inefficiencies combined ❯ from the JT15D-5 engine and certain WORLD AIRCRAFT SALES MAGAZINE – December 2012

93

Nextant_FinanceSept 20/11/2012 10:11 Page 3

NEXTANT 400XT TEST FLIGHT aerodynamics in and around the nacelles.

Basically, the JT15D engine - one of the earliest high bypass turbofan engines suitable for business jets - is (by today’s standard of engine technology) much heavier and fuelthirsty than contemporary powerplant designs. Further, the JT15D-5 engine overhaul cost has increased significantly with overhauls now costing upward of $400,000 each at their 3,600-hour TBO. The Nextant 400XT flying on Williams FJ44-3AP engines in new, aerodynamicallyimproved engine nacelles and redesigned engine spars and mounts, improved and lighter horizontal stabilizer and other aspects combine to substantially increase the performance of the 400XT. Specific fuel consumption drops by about 32 percent, improving range to more than 2,000 nautical miles. Runway and climb performance also gain, as does payload thanks to an operating-empty weight reduction of about 200 pounds. Most of the weight comes out of the engines and associated hardware, but some also comes out of the cockpit with the Rockwell Collins panel replacement.

The 400XT climbs direct to FL430 in only 21 minutes – down by a third from more than 30 minutes in the 400A or 400XP, and sound levels inside and outside the aircraft also improve.

Importantly, direct operating costs take a solid drop by 30 percent to $1.92 cents per miles (based on two-year-old fuel costs).

Regardless of the cost of Jet A, however, the relative improvement remains - compared to the original aircraft’s range and fuel use.

Finally, according to Marker, the changes in engine position, mounting height and pylon shape all contribute to an airplane more friendly to hand-flying on days like the ones you find around Orlando during the NBAA convention.

customer hands by year’s end, with another 30 due to have been delivered by the end of 2013.

Nextant’s fully-staffed manufacturing operation, and its six fully-contained production lines help assure deliveries meet demand. Ricci has helped align financing opportunities with his manufacturing and marketing plans and all is in place to take the program forward and assure market performance excels to a degree equal to the 400XT’s performance excellence.

Production rates should start to accelerate further with the receipt of European-airworthiness authorities that are expected soon.

Service should be little of an issue, between the degree of new hardware and updated maintenance performed in making the 400XT, and in light of the nearly dozen service centers already approved by Nextant Aerospace for work on the 400XT.

specifications – climbing, cruising and at the sorts of miserly fuel flows we expect out of the Williams FJ44 engine family.

With a cabin quiet enough for conversation, a flight deck sporting virtually every tool but a head’s-up-display, and a fit and finish without compromise, Kenn Ricci’s brainchild appears to be on track to a strong future.

With competition in the form of the Cessna CitationJet family and Citation XLS+, as well as the Hawker Beechcraft model, Nextant’s 400XT certainly appears to have significant potential in a package indiscernible from new – except at the price tag and the fuel pump.

Excitingly, Nextant Aerospace is embarking on a search for a second airframe on which to work their magic similar to that received by the old Beechjet 400A. Keep your eyes peeled and your ears pinned back…

TOUCHDOWN

❯ Do you have any questions or opinions on the above

Returning to Orlando Executive Airport after a 40-minute flight the Nextant 400XT demonstrator had performed as promised by the

topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

CLIMBING TO THE ‘NEXTANT’ LEVEL Nine Nextant 400XTs will be flying for Kenn Ricci’s Flight Options fractional ownership by the end of 2012; the fractional provider holds orders for 40 units, and 25 are due to be in

Hawker-Beechcraft Corp. won’t exist by the time the 2013 NBAA convention opens – and there’ll be no jets in any static display mounted by the incoming Beechcraft Corp. These two facts leave a world wondering what happens to the jets – from the Hawker 4000 to the Hawker 200XP. They also raise further questions about the OEM’s own answer to the Nextant 400XT program –to convert 400A/400XP airframes into Hawker 400XPRs. HBC showed an XPR at its static display and its marketing staff was busy promoting the option of having the OEM handle a conversion similar to Nextant's. Officials at NBAA stressed that the Hawker 400XPR program continues to progress through its certification and flight testing program – already achieved by Nextant.

94

WORLD AIRCRAFT SALES MAGAZINE – December 2012

The first customer aircraft is currently undergoing the Rockwell Collins Pro Line 21 avionics system upgrade at the Hawker Beechcraft Service facility in Atlanta, while the Williams International FJ44-4A-32 engine certification effort is well underway.

There are three aircraft flying in the test and certification programs with combined flight time of more than 40 hours.

However, as Nextant’s Ricci outlines, “We’re finished and making airplanes, with more space and more advanced avionics – with global customer support in place and growing,” Ricci said. With a head start on the program and a performer far ahead of the original aircraft, Ricci’s Nextant may be a tough act to chase – or the perfect home for the original Beechjet program in its life after Hawker.

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VIEWPOINT

CAVU ?

Factoring the forecast larger aircraft demand. by Gil Wolin ctober’s devastating superstorm Sandy not only shuttered the US East Coast and delayed my departure for the NBAA convention – it also highlighted one of the most significant challenges facing our industry today. For more than a decade, aviation consultant Jim Haynes has hosted The Aviation Leaders’ Dinner on the eve of NBAA. I was honored to be asked to deliver the postrepast remarks this year. But after a night of listening to Sandy’s best efforts to reduce to matchsticks the shady glen surrounding our home, I opted to stay put, and wound-up addressing the august group from the comfort of my own home – via speaker phone!

And that underscores that challenge: Face-to-face contact no longer carries the impact or urgency as before, lowering the demand for business jet travel, whether aboard owned, fractional or chartered aircraft.

My first NBAA was in 1973, when 300 new business jets delivered made it a very good year. Today, 700 deliveries is an offyear. Honeywell’s 2012 forecast predicts nearly 10,000 new jet deliveries worth about $250 billion between now and 2022.

Projected delivery numbers are flat for the next decade, but the aggregate delivery value increases by 9% over the period.

That’s because, unlike lighter jets, the demand for larger-cabin jets continues to grow, keeping unit deliveries level but increasing the total value.

That seems counterintuitive, doesn’t it?

Wouldn’t the largest, most expensive aircraft segment be most likely to suffer in a down economy, as travelers seek less expensive ways to travel by business jet?

Two political scientists, Jacob S. Hacker and Paul Pierson, offer some answers to this conundrum in their 2010 book, WinnerTake-All Politics. Analyzing the increasing concentration of wealth in a small percentage of the population during the past 30 years, they help explain the changing demographic of our industry’s target markets.

O

96

WORLD AIRCRAFT SALES MAGAZINE – December 2012

Their analysis goes well beyond the top “1%” to which President Obama keeps referring. Yes, that top 1%, which represents about 1.5 million US households, receives 18% of the total income paid – 23%, if you add in capital gains. No doubt that is a fair concentration of wealth. But drilling down further, Hacker and Pierson found that the top one-tenth of 1% - about 150,000 households – pull in about $7 trillion annually, which is 12.3% of the nation’s income. That’s an average income of $7.1 million per year per household.

And the top one-hundredth of 1% – that’s the wealthiest 15,000 US households – average $35 million in annual income, up from $4 million in 1974. That’s nearly a nine-fold increase in 38 years. Those 15,000 households represent 6% of the nation’s annual income – they earn one out of every $17 paid.

The Forbes 400’s numbers reflect the same trend. In 1985, their average net worth was a bit more than $650 million – in 2007 it had risen to $3.9 billion. This kind of growth and income concentration in the wealthiest tier – combined with their increased travel to new markets in BRIC and EMEAA countries – creates a market that both needs and can afford large aircraft acquisition and operating costs.

But what about other Business Aviation segments? As before, technological advances in other industries may well dictate the pace of change in all aircraft makes and models. IBM just announced a breakthrough in computer chips that may breathe new life into Moore’s Law: The number of transistors that can be built on a single chip will double at intervals of 12 to 18 months.

We’d about reached the limit on silicon chips – but IBM discovered a way to use nanotubes on carbon chips. And if Moore’s Law is alive and well, so are advances in computer engine and flight controls, and avionics. These advances will help to drive down the prices on pre-owned aircraft, as they fall further behind in new generation equipment. The cost to update the cockpit – plus the need to train to newer avionics www.AvBuyer.com

suites – will force even some latermodel business jets into early obsolescence.

The good news? The US Presidential election is over. And regardless of their opinions about the outcome, business leaders soon will begin to make commitments on short- and long-term capital spending. That means that flying should begin to increase as we begin to return to business as usual.

So as we head into 2013, a few words to the wise are in order: •

•

•

SMS is coming despite resistance among the “old hand” aviation managers. So get ready.

It’s time to differentiate among the Good, the Bad and the Ugly. The DOT must step up and regulate charter brokers – and eliminate the unreliable and unethical, along with the unsafe.

Congress must properly fund both the FAA and NextGen. Speak up!

And finally, let’s all stay clear of “Lifestyles of the Rich and Famous” marketing to the 1%. Business aircraft are incredibly effective transportation tools for all leaders – even the President. After all, he spent the last two months using his aircraft to close the deal with the American voting public. ❯ Gil Wolin draws on almost forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars.

Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation.

Gil can be contacted at gtwolin@comcast.net Aircraft Index see Page 4

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JetNet DEC12_PAMA interview November06 20/11/2012 17:20 Page 1

JETNET >>KNOW MORE

An Historical Perspective Post-Presidential election & pre-owned Business Aviation activity.

by Michael Chase & Marj Rose

1315 New Record

1400

US Recessionary Periods 1200

Dec. 1969 to Nov. 1970 Nov. 1973 to Mar. 1975 Jan. to July 1980 Jul. 1981 to Nov. 1982 Jul. 1990 to Mar. 1991 Mar. to Nov. 2001 Dec. 2007 to June 2009

1000 800

11 months 16 months 6 months 16 months 8 months 8 months 18 months

578

400

695 ‘11

782 ‘01

600 “No Change Years”

200

2009

2006

2003

2000

1997

1994

1991

1988

1985

1982

1979

1976

1973

1970

1967

0 1964

I

CHART A - NEW BUSINESS JET DELIVERIES 1964 - 2011

Aircraft Delivered

n this month’s JETNET >>Know More article we seek to tie in the recent US Presidential election with an historical view of the Business Jet market (New and Pre-owned) before and after the elections.

Since the Presidential elections are every four years, we will look back to the election years of 1996, 2000, 2004, 2008 and 2012 (ninemonths up to September) and the year after the elections including the years 1997, 2001, 2005 and 2009.

First, however, it will help to gain perspective of new business jet deliveries from 1964 to 2011; a timeframe that includes seven different U.S. Recessionary periods. Prior to the election year review in 1996, we found that there was a period of flat industry growth, which we have labeled the ‘No Change Years’ running from 1983 to 1994 (see Chart A (right)).

Source: Bus Av Wk; GAMA; Analysis and presentation by Chase & Associates

BILL CLINTON, PRESIDENT (1996 & 1997) During the Bill Clinton-era, we saw new business jet deliveries increase more than 38% and retail sale transactions tic upward by more than 6% (see Table A, right). In 1997, NBAA marked its 50th anniversary with the annual meeting and Convention held in Dallas, Texas.

The Global Express was just getting rampedup for certification in 1998 to compete with the Gulfstream GV. It was the beginning of the ❯

98

WORLD AIRCRAFT SALES MAGAZINE – December 2012

TABLE A - PRESIDENT CLINTON THE CLINTON YEARS (1996, 1997) Years 1997

New 443

1996

320

www.AvBuyer.com

% Change +38.4%

Pre-owned 1,602

% Change +6.4%

1,505

Aircraft Index see Page 4

JetNet DEC12_PAMA interview November06 21/11/2012 09:23 Page 2

JETNET >>KNOW MORE first major upswing in the Business Jet market that was the result of a strong economy. This period included introductions of many new and derivative Business Jet aircraft models, along with the beginning of the fractional market from NetJets.

GEORGE W. BUSH, PRESIDENT (2000 & 2001; 2004 & 2005) During the George W. Bush era, business jet activity grew to new records, but started out slowly. As Chart A showed (previous page), the first run-up period ended with a peak year of deliveries in 2001 when 784 new business jets were delivered, and included an eightmonth-long U.S. recession that ran from March to November 2001.

The Pre-Owned market dropped -12.4% in 2001 and started a two-year fall caused by the devastating September 11, 2001 events. Then the rebound began in 2004 and 2005 resulting in a 26% increase in new business jet transactions, followed by the rise to the all-time peak that came later in 2008. Table B (top, right) details these election years and post-election years’ statistics.

BARACK OBAMA, PRESIDENT (2008 & 2009) The turn of events for this current era are fresh in our minds as the Great Recession took hold of the U.S. economy in 2008 and the financial crises spread globally and spared few countries. It seems we are still searching for the ‘new normal’ for these times, but Business Aviation is resilient and we are optimistic about our ability to persevere. In 2009 we saw new business jet transactions fall more than 33% with pre-owned also dropping by double digits from the prior year (see Table C, right).

2012 (THROUGH SEPTEMBER) While the pre-owned market continues to show improvement, all market metrics show signs of a slow recovery, as exhibited by Table D (right). Irrespective of how slow, it is, nonetheless, an improvement compared to the lows recorded during the past three years. The good news is that at nine months into 2012, the business jet market showed a 5.5% increase in Full Sale Transactions compared to the same period for 2011.

Typically, the Fourth Quarter reflects stronger results compared to the first three quarters of any given year, so there is optimism for an improvement on the 5.5% increase.

Table E (right), meanwhile, displays new deliveries and pre-owned sale transactions by weight class, comparing the first nine months of 2012 to those of 2011. New deliveries are virtually the same in this comparison, and, as established, the Pre-Owned Full Retail Sale transactions have increased by 5.5%. ❯

100

WORLD AIRCRAFT SALES MAGAZINE – December 2012

TABLE B - PRESIDENT BUSH THE BUSH YEARS (2000, 2001/2004, 2005) Years

New

% Change

2001

784

3.4%

2000

758

Years 2005

New 746

2004

592

Pre-owned

% Change

1,466

-12.4%

1,673 % Change 26.0%

Pre-owned 1,892

% Change 7.1%

1,767

TABLE C - PRESIDENT OBAMA THE OBAMA YEARS (2008, 2009) Years

New

% Change

Pre-owned

% Change

2009

870

-33.8%

1,578

-11.3%

2008

1,315

1,780

TABLE D PRE-OWNED BUSINESS JETS September

Fleet In Operation

2011

2012

Change

%

18,219

18,761

542

3.0%

16 (-0.3) pt

0.6%

For Sale

2,508

2,524

% of Fleet For Sale

13.8%

13.5%

January to September

Fleet Full Sale Transactions

2011

2012

Change

%

1,544

1,629

85

5.5%

Average Days on Market

370

367

-3

-0.8%

Avg. Asking Prices - US$M

$4.483

$4.703

$0.220

4.9%

Source - JETNET

TABLE E - NINE MONTH 2011 & 12 NEW & USED JET SALES BUSINESS JETS

Pre -Owned Sale Transactions

New Deliveries

Weight Class

Jan-Sept

Jan- Sept

Change

%

Change

%

166

-3

-1.8%

417

463

46

11.0%

131

8

6.5%

435

414

- 21

- 4.8%

2011

2012

Heavy

169

Medium

123

2011

2012

Light

83

91

8

9.6%

612

680

68

11.1%

VLJ

52

40

-12

-23.1%

80

72

-8

-10.0%

Total

427

428

1

0.2%

1,544

1,629

85

5.5%

Source: GAMA; JETNET; Full Retail Sale Transactions = Whole and Leases

TABLE F - NEW & USED JET SALES COMPARISON (BY OEM) BUSINESS JETS New Deliveries Jan-Sept Change 2011 2012

OEM Airbus Boeing Bombardier Cessna Dassault Embraer Gulfstream HBC Total

Pre - Owned Sale Transactions %

Jan-Sept 2011 2012

Change

%

6

6

0

0%

5

2

-3 -

--60%

4 115

7

75% 3.5%

3

6

3

100%

119

3 4

352

371

19

5.4%

116 35

127

11

9.5%

591

603

12

2%

43

8

22.9%

144

173

29

20.1%

49 72

46 57

-3

-6.1%

28

43

15

53.6%

-15

- 20.8%

177

205

28

15.8%

30

23

- 23.3%

428

244 1,544

226 1,629

-18

427

-7 1

-7.4% 5.5%

0.2%

85

Source: GAMA; JETNET; Full Retail Sale Transactions = Whole and Leases

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Action Aviation 20/11/2012 11:18 Page 1

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JetNet DEC12_PAMA interview November06 20/11/2012 10:21 Page 3

JETNET >>KNOW MORE CHART B - NEW AND PRE-OWNED BUSINESS JET DELIVERY CYCLES ARE DIFFERENT...

NEW DELIVERIES AND PRE -OWNED SALE TRANSACTIONS, WORLDWIDE

11

10

20

09

08

07

06

695 ‘11

20

20

20

20

05 20

20

04

globe. As the pre-owned market continues to improve and now that the U.S. presidential election is behind us we are hopeful that new deliveries will see increases in 2012 and that Pre-Owned sale transactions continue to improve and reach a new peak as we finish out the Fourth Quarter, 2012.

SUMMARY Questions about the recovery still linger.

However, our analysis suggests that the industry is on the right track. From the buyer’s point of view, the current market is a good time to buy a pre-owned business jet so this is still a buyer’s market, with ample inventory of most Business Jets that are at near record-low average asking prices.

The big unknown is what will be the shape of this recovery? The Pre-Owned markemarket has followed the classic ‘V’shaped pattern, but the New business jet portion of the market has not yet clearly shown its recovery shape. We will continue to track the industry’s progress and hold on to the slow, but sure market improvements we are making in 2012.

❯ 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 or www.avdatainc.com * You can now follow JETNET on Twitter at www.twitter.com /JETNETLLC

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

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

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

Business Aviation WORLD AIRCRAFT SALES MAGAZINE – December 2012

03

Year

2,109 ‘11 1,578 ‘09

Source: GAMA – New; JETNET – Pre - Owned Whole & Leases Presentation and Analysis by Chase & Associates

Find an Aircraft Dealer 102

20

20

As we have mentioned several times in previous articles, new aircraft orders are based on the successful sale of existing aircraft in the Pre-Owned market. Someone who wants to purchase a new aircraft usually needs to sell their existing one first.

New business jet sales are driven by strong economic activity, corporate profitability, wealth creation and business investment.

It is important to understand that Business Jet markets tend to be bifurcated – and purchasers tend to be either New aircraft buyers or Pre-Owned aircraft buyers.

New and Pre-Owned worldwide business jet delivery cycles have certainly followed different trends during this recent downturn.

Historically, there has been a one-year lag in the recovery of New business jet deliveries versus Pre-Owned sale transactions. Chart B (above) shows the overall global market trends from 2001 to present for both new deliveries and pre-owned sale transactions.

The New Business Jet deliveries are reported by GAMA and results for 2011 were 695 units compared to 763 in 2010 and 870 in 2009. In 2011 there were 2,109 Pre-Owned sale transactions, representing a second year of increase from the low (1,578 transactions) that was recorded in 2009. The 2011 preowned sale transactions were 4.6% below the 2007 record peak of 2,211 sale transactions.

Our expectations are cautiously positive for 2013, but open with care: There is still a strong need for improvement for both business and consumer confidence across the

01

NEW VERSUS PRE-OWNED

02

Pre-Owned Sale Transactions

20

New Deliveries

2400 2200 2000 2,211 1800 ‘07 1600 1,466 1400 ‘01 Pre -Owned 1200 1000 800 1,315 600 782 ‘08 400 ‘01 518 New 200 ‘03 0 20

Both the ‘Heavy’ and ‘Light Jet’ weight categories are showing double-digit percentage increases in YTD pre-owned sale transactions for 2012 compared to the same period in 2011 (11% and 11.1% respectively). Both the ‘Medium’ and ‘VLJ’ categories had fewer sales transactions in the YTD 2012 compared to YTD 2011.

Table F (previous page) is yet another view of the opening nine months of 2012 compared to 2011, by OEM (for both New deliveries and Pre-Owned business jet sales transactions).

avbuyer.com/dealers www.AvBuyer.com

Aircraft Index see Page 4

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L Jets Dec12_Gil WolinNov06 20/11/2012 10:44 Page 1

ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 2)

Entry Level & Light Jets Review 2012 (Part 2)

by Dave Higdon oncluding this month, World Aircraft Sales Magazine examines several products in the Entry Level and Light Jet category of Business Jets. Last month, jet offerings from Bombardier, Cessna and Eclipse were reviewed. This month, the remainder of the in development and in production jets within the category feature.

A group so well regarded, so popular and so fundamental to the existence of everything above it, the Entry Level and Light Jet segment remains a gateway to Business Aviation. We noted last month that today’s vast variety of business jets can be traced in part to the innovators who adapted aircraft designed for other purposes to business use. But it ultimately took the advent of purpose-built light business jets to give roots to the concept of

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business airplanes built for business purposes that evolved into today’s multiplecategory fleet of business-turbine offerings.

Without repeating ourselves too much, for many an operator the flexibility and utility of the Light and Entry Level jets are the ultimate value. They can use the largest number of airports of all jet categories; they can often put as many people in seats as larger aircraft; and over the typical Business Aviation mission they suffer only slightly in the time contest (for legs of 350 to 500 nautical miles the time differences between 370 knots and 460 knots amounts to just minutes).

At the same time, the fuel needed to fly one of the smaller jets pales compared to what’s needed for jets of medium size and up. And in general the availability of useable runways declines in reverse proporwww.AvBuyer.com

tion to size – the bigger the plane, the fewer the runways available.

Furthermore, the smallest jets can make those long-range missions people feel compelled to fly larger aircraft to fulfill; but even allowing for the added fuel use of a fuel-stop en route doesn’t add up to enough to erase the small jets’ frugal fueluse advantage.

All things taken into account, the Entry Level and Light jet aircraft are capable of helping any individual or company fulfill their travel needs across a broad spectrum of the landscape. So what’s not to like?

Well, there are still limitations, bound largely by cabin volume, and weight can become a limiting factor with the airplane fueled for maximum range.

But in the real world of business flying, those events are exceptions for which other options (chartering the larger aircraft Aircraft Index see Page 4

L Jets Dec12_Gil WolinNov06 20/11/2012 10:45 Page 2

PHENOM 100 EXTERIOR & INTERIOR

required for occasional trips) are available, which means you pay for the extra lift only when you need it and not with every flight, most of which have no need for the added lift.

Jets weighing up to 20,000 pounds maximum take-off weight form the Entry Level and Light Jet category – with the split between Entry Level and Light falling at the 10,000 pounds MTOW mark. We do make a couple of small exceptions for some on-the-border deviations to the 20,000 lbs upper limit, where a couple of models came about as Light Jet members but through improvements and enhancements slowly gained weight enough to edge them slightly beyond 20,000 pounds.

So, moving ahead, let’s examine what’s available today in the Entry Level and Light Jet segment. This is a diverse cluster with their own interesting histories.

Advertising Enquiries see Page 8

ACTIVE PROGRAMS CONTINUED… PHENOM 100 Walking Embraer’s static display at the 2012 NBAA Convention at Orlando Executive Airport left little doubt that the Brazilian OEM has earned its reputation as a powerhouse player in Business Aviation. Standing tall at one corner of the display, Embraer’s largest business jet - the Lineage 1000 dwarfed the subject of this section, the comparatively diminutive Phenom 100. Although this light jet may appear tiny compared to its hangarmate, it’s anything but a lightweight in the business jet market, where Embraer evidently delivers big in small business jets.

Whether measured by its performance or its size, Embraer’s smallest jet excels in its category. The Phenom 100 resides in the center of the range, performance-wise, boasting a 390knot top cruise speed that overshadows a www.AvBuyer.com

number of other Entry Level and Light Jets, but lags the top performers in the category.

Where it wins big is in cabin size and volume, exceeding Cessna’s comfortable Citation Mustang and the larger Citation CJ1+. But that cabin falls a little short of matching that of the Hawker Premier IA. The Phenom 100 offers an integrated Garmin G1000 panel package and gets its thrust from a pair of Pratt & Whitney Canada PW617F powerplants, each offering 1,695pounds-thrust (and it’s happy hot and high thanks to a flat-rated thrust level to +10°C. The pure power allows the Phenom 100 to achieve cruise altitudes through FL410 where both weather and traffic tend to be less of an issue.

Thanks to an ample fuel supply and excellent specific-fuel-consumption numbers the Phenom 100 can carry you as far as 1,178 nautical miles, with NBAA reserves. ❯ WORLD AIRCRAFT SALES MAGAZINE – December 2012

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ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 2) However this slow-motion saga plays out, the new company is getting out of the jet business and may hold on only to the support business – and only for those models with enough examples flying to justify that decision.

But the company has plans to continue using the fuselage-manufacturing technology it pioneered for Premier/Hawker 200 and Hawker Horizon/1000 production. Instead of making jets, however, the operation will focus on two, maybe three, new singleengine propjets.

❯ More information from

www.hawkerbeechcraft.com

IN DEVELOPMENT Now it’s time to visit the In-Development programs at various stages of progress.

Whether all will eventually make it to market remains the unanswered question.

Thankfully analysts see the beginnings of a market rebound for Light and Medium jets that all the following planemakers will hope buoy their programs.

THE PHENOM 300, AND (INSET) ITS CABIN

high-speed cruise.

The Phenom 300’s storage measures an impressive 85 cubic feet, which is enough to carry most of the needed luggage.

Meanwhile, the interior from the BMW Group DesignworksUSA offers several thoughtful accoutrements - among them a private lavatory; a choice between a demigalley/refreshment center or wardrobe; and a satellite communications system.

❯ More information from

CIRRUS DESIGN SF50 VISION While Cirrus Design hasn’t quite suffered flux to the degree of HBC, the past three years have still held their challenges. Earlier this year, new Chinese owner AVIC announced that Cirrus had received funding to allow the promised resumption of development of the SF50 Vision, thus progress continues on this new single-engine jet.

In October, Cirrus announced the completion of the first of about 600 tools and fittings needed to manufacture the Williams FJ33-

www.embraerexecutivejets.com

PHENOM 300 The second Phenom in our review, now entering production in Florida, raises the range bar to more than 1,900 nautical miles – with six on board. Embraer knew where it need not reinvent the Light Jet, and both Phenom models featured in these pages share several of the line’s finest attributes.

For example, the Phenom 300 and 100 share in cabin shape, width and height, at 4.11 feet tall and 5.1 feet wide at their most expansive. But the Phenom 300 gets about 50 percent more length, exceeding 17 feet in length. As with the Phenom 100, Embraer embraced the Phenom-specific Garmin G1000 panel for the 300 model, while the powerplants are also from P&WC, but from the PW500-series family; in this case the PW535-E churning out 3,360 pounds of thrust flat-rated to ISA+15°C. The power is enough to propel the Phenom 300 as high as FL450 and still offer a speedy Mach 0.78 at its

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HAWKER BEECHCRAFT HAWKER 200 (NEE PREMIER II) After a couple of years of Hawker Beechcraft Corp working to realign its jet products – a time in which the Premier II became the Hawker 200 and the Beechjet 400A became the Hawker 400XP, many a customer, prospect and industry observer ponders what the market will be like if the company follows through on its announced plans for its jet products.

Chairman Bill Boisture told the community at NBAA 2012 that the new entity will emerge from bankruptcy next month, rechristened as Beechcraft Corp. And with that emergence the company now plans to stop making jets – all of its jets.

It may sell the products – from the super mid-size Hawker 4000 to the Hawker 200 – to another party interested in manufacturing the jets. It may sell the type certificate to an entity interested only in providing support. www.AvBuyer.com

HAWKER 200 - WHAT NOW?

L Jets Dec12_Gil WolinNov06 20/11/2012 10:48 Page 4

ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 2) powered single-pilot airplane. Already flight tests have firmed up some important numbers: For example, the SF50’s excellent runway numbers - it needs less than 2,500 feet for departure or landing.

Sized with the owners of Cirrus’ SR20, SR22 and other high-performing piston single airplanes in mind, the Vision offers speeds and capabilities that compare favorably with some turboprops. But the simplicity of operation, size and handling should help make the SF50 Vision a winner among many operators attracted to its outstanding economics and performance ‘bang-for-thebuck’.

At its 300 knot cruise the SF50 can carry fuel for a 1,000-mile leg and an additional 400 pounds payload in the cabin, and make the trip at altitudes no turbocharged piston airplane will ever see: FL280.

❯ More information from

http://cirrusaircraft.com/vision

DIAMOND AIRCRAFT D-JET The D-Jet stands as another jet single with an uneven past, but a bright future once certificated and in-delivery in about two more years. Prototype Number 3 of this model made an appearance at EAA AirVenture 2012 in Oshkosh and the crowds seem to hint at the resiliency of interest in this long-running program.

With flight tests well above the 700-hour mark, the company spent considerable flight time focusing on verifying compliance with the FAR 23 flight requirements – in particular handling, stability and control across the DJet’s weight and balance envelope.

THE HONDAJET, AND (INSET) ITS CABIN

With a single Williams FJ33-5A powerplant, Diamond’s five-place D-Jet can cruise at up to FL250, offers a useful load of 2,240 pounds with cruise speed topping out at 315 knots. The D-Jet offers long-range 240-knot cruise, and allows a maximum leg of 1,350 nautical miles.

The one hour flight of the Number 3 prototype was its first flight since March 27.

More detail development remains, and with the entry into flight tests of the fourth prototype the company expects to need about 12 more months to finalize its Part 23 Type Certification, which would place initial deliveries in the third quarter of 2014, approximately.

❯ More information from www.diamondaircraft.com

HONDA AIRCRAFT CO. HONDAJET The pace of progress continues at Honda Aircraft, which added a fifth FAA-conformal prototype and approached completion of a sixth. The latest milepost marked the inauguration of serial production of the distinctive HondaJet. Its distinctive pair of over-wing pylonmounted Honda HF120 engines drives other distinctive attributes of the HondaJet. Freeing the aft fuselage of engine beams and pylons and nacelles offer a variety of improvements over the older engine-placement configuration. The over-wing pylons clean up the airflow over the fuselage and between the engine nacelles, and moving www.AvBuyer.com

engine mounts and thrust structures to the wings helps improve fuselage structures and cabin space and, in particular, reduces the noise level in the cabin.

Already confirmed: The HondaJet’s 420knot capabilities; its ability to climb and cruise at FL430 on the 2,095-pounds-thrust powerplant; the majority of its certification tests done or well along; and engine certification quickly approaching.

The composite fuselage makes the most of the structural freedom provided by the removal of engine hardware giving the HondaJet a cabin 12.1 feet long, 5 feet wide and 4.10 feet tall, which is akin to that of aircraft larger on the outside, and will surely prove welcome on its NBAA-reserve maximum legs of 1,180 nautical miles, carrying four. The HondaJet’s 420-knot capabilities will help keep any leg short, however.

❯ More information from http://hondajet.honda.com

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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AIREPORT

Aircraft Acquisition: Plan to Support your Mission. by David Wyndham andwiched around the recent NBAA convention, our company did some leadership and communication skills training.

We worked on better understanding our individual personalities and how we work with the rest of our team.

Part of the training took a look at the company’s mission:

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• •

•

• • • •

Do we have a clear, concise, concrete and actionable mission statement?

Does what I am doing advance or impede my company’s mission?

If your company operates or uses aircraft, does the aircraft advance your company's mission?

WHY DOES YOUR COMPANY USE AIRCRAFT? Tying in your aircraft to the specific mission of your company allows you to focus in on which aircraft can best help to support your mission. In order to do this, you need to know what the needs are that the aircraft must meet, and you must have a plan to accomplish this.

If acquiring an aircraft, then this becomes an Aircraft Acquisition Plan.

To build up justification for changing, or even acquiring an aircraft you must have a plan. An aircraft acquisition plan must at a minimum: • •

•

Identify and quantify the transportation needs.

Differentiate between "required" (must have) criteria and "desired" (nice-to-have) criteria.

Identify the aircraft best capable of meeting the transportation needs.

Analyze and compare the aircraft against the transportation needs.

Look at different means of "acquisition" to include charter, fractional and/or fullownership options as necessary.

Contain an analysis of all the costs involved with acquiring an aircraft (acquisition, operating, and residual values).

Consider taxes as part of the structure for acquiring the aircraft?

I am working with a Fortune 500 company right now. One of its aircraft requirements is for an inter-company shuttle aircraft. What it is using is too small as it almost always fills the seats and needs to leave folks behind.

Without identifying the company, part of its mission statement is that it be "...a leading provider of products and services that help employers manage their business..."

The company employees need to travel between operating locations to support and improve the products and services offered to their clients. The aircraft enables this by providing safe, efficient transportation that maximizes the employees' time. Their need for the aircraft ties directly to the mission of the company. Thus, the requirements for the aircraft they need can be clearly defined and justified.

HOW LONG SHOULD THE PLAN BE? Once an aircraft is in operation, it usually is there for at least five years and often for much longer. Therefore your Aircraft Acquisition Plan should include at least a minimum of five years, or as long as you expect to operate that model.

Further, the plan should be void of emotional issues and stay as far from subjective

criteria as possible.

Having firm numbers doesn't remove all questions, but it does offer a justification based on reasoned thought. If someone wants to adjust the numbers, it is far easier to reflect that change in an updated plan and to see the effect on the results.

DO YOU HAVE A PLAN? If you have a plan, does it directly support the mission of the company? When was the plan updated last? Does it address all of the elements above? Can someone else follow the plan through, and arrive at the same conclusion? If you don't have an aircraft acquisition (or replacement or upgrade) plan, start drafting one right now.

Remember the old adage "those who fail to plan, plan to fail." ❯ David Wyndham is an owner of Conklin & de Decker. The mission of Conklin & de Decker is to furnish the general aviation industry with objective and impartial information in the form of professionally developed and supported products and services, enabling its clients to make more informed decisions when dealing with the purchase and operation of aircraft. With over 1,800 clients in 90 countries around the world, Conklin & de Decker combines aviation experience with proven business practices. ❯ More information from www.conklindd.com; Tel: +1 508 255 5975.

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

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Business Aviation

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

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

The World’s leading aircraft dealers

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Aircraft Index see Page 4

AIC August 23/10/2012 11:03 Page 1

The Teapot Cabin_FinanceSept 21/11/2012 09:33 Page 1

CABIN PERFECTION

Design At Its Finest

by Peter Campbell

“Good design has to tell a story. It has to stop people, and it has to make them wonder.

Good design is a conversation.”

- Zahid Sardar

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uring my many years as a consultant, I have had the privilege of introducing four of the most talented artists to aircraft interior design and had the pleasure of working with them on their first of many projects – Andrew Winch (andrew-winch-designs.co.uk); Peder Eidsgaard (pegasusdesign.mc); Jean-Pierre Fantini (jpfantini.fr); and Joyce Wirth (weissandwirth.com).

I learnt that design is not about colours and materials but very much an individual art-form, dependent on the immense talents of the artists themselves. As with music, the ability to flow with taste, situation and mood is a prerequisite, and so with composers each designer has his or her individual signature.

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www.AvBuyer.com

“I love this teapot!” said one recent client seeking interior inspiration (forgivable, she is truly English). “And please don’t forget the importance of Yin and Yang”.

A simple brief for Joyce Wirth, and to the point. From previous work in various properties for this client, she already understood their personality, likes and dislikes – all of which are important to a good designer. So the teapot was studied in detail from all angles, and G-URRU was created - black and white; the exterior complementing the interior with its striking dark wood galley melting into a peaceful cabin. Even the registration incorporates a Yin Yang balance.

A closer look finds a continuity in the finer details – all of the tableware, menu cards, note pads and linen. And no aircraft reaches perfection without the skills and Aircraft Index see Page 4

The Teapot Cabin_FinanceSept 21/11/2012 09:37 Page 2

“A designer knows he has achieved perfection not when there is nothing left to add, but when there is nothing left to take away.”

- Antoine de Saint Exupéry

“The details are not the details.

They make the design.”

– Charles Eames.

dedication of those at the completion center - in this case Midcoast (now Jet Aviation, St Louis), who, under the scrupulous attention to detail of G-URRU’s engineer, Paul Burke (PB Engineering Solutions, Farnborough, UK), achieved a true work of art.

An aircraft has been created which not only incorporates all of the elements of the owner’s brief, but which, although stunning and different, is peaceful for the passenger, appealing to all tastes and greatly admired wherever it goes.

❯ More information from peter@pcaviation.com;

Tel: +44 (0)7778 804335. Also, see additional images and details on Page 54-55 ❯ 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 Advertising Enquiries see Page 8

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GAMA THIRD QUARTER 2012 SHIPMENT ANALYSIS

GAMA Third Quarter 2012 Shipment Analysis

by Mike Potts ell this is encouraging news!

The General Aviation Manufacturers Association issued its report on third quarter business aircraft shipments on November 7, and for the first time in more than five years, all of the indicators are positive.

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• • • • •

Total shipments for the year are up 4.2 percent at 1,393 units, from 1,337.

Total billings are up 1.4 percent at $12.3 billion, from $12.1 billion last year.

Piston-powered aircraft deliveries are up 3.5 percent at 597 units.

Turboprops are up 10.5 percent at 368 units.

Business jets are up 0.2 percent – a narrow margin but still positive at 428 deliveries through the first nine months of this year.

The last time GAMA issued a report with all of the indicators on the plus side was back in February of 2007. The Year-End 2006 report issued then showed every segment improved from the year before – climaxing a period of record growth that had begun early in the decade and would continue for the turbinepowered products well into 2008, but not for the piston airplanes, which fell off sharply thereafter.

This encouraging third quarter performance marks the fourth GAMA report in the last five quarters that has shown positive results – giving credence to the theory we suggested last quarter that the bottom of the recession in our industry actually occurred in the summer of 2011 and we have been experiencing a slow upturn ever since.

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Further evidence that a slow – albeit painfully slow – recovery might be underway came at the National Business Aviation Association’s annual convention in Orlando, Fla. this year where at least two highly respected organizations, Honeywell and JETNET, issued forecasts postulating that the worst of the recession is now behind us (see related story, on Pg. 68 of this issue).

The general view of the forecasts is that the next two to three years will see slow growth, followed by more robust recovery in the middle of the decade.

It was, however, a little disappointing to delve closely into the details of this GAMA report and find limited evidence to support my very positive first impression: A little like finding the most attractive present under the Christmas tree contains a new pair of socks.

It’s not that the news is bad – it’s just not as good as I had hoped for.

The biggest disappointment was the discovery that the 10.5 percent gain in the turboprop segment – the strongest apparent evidence of pending recovery – is largely illusory.

The entire increase in turboprops – literally all of it – came in the agricultural aircraft that were added to the GAMA report last year.

This means nothing to the market for business aircraft, which turns out to actually be down by one unit from last year (222 now versus 223 last year). So instead of a big gain, business turboprops are essentially flat. Just like the jet market. Both the jet and turboprop markets are exhibiting mixed signs. Both have areas of strength and areas of apparent weakness.

A pleasant surprise was finding greater strength in the piston market. While piston twins are lagging, piston singles are actually www.AvBuyer.com

about 13 percent ahead of last year.

That’s encouraging when you consider that an improving piston single market has led every significant business aircraft recovery since WWII. All three markets – jet, turboprop and piston – are hotly contested and at the end of the third quarter it is still too early to predict with confidence which manufacturer will be in the lead when the books close on 2012 Business Aviation deliveries. It is possible that all three markets could finish with different leaders than in 2011.

THE BUSINESS JETS Turning to the specifics of business jet deliveries, we see a somewhat confused market. Four of the eight business jet manufacturers reporting to GAMA have better year-to-date sales than they had a year ago. One was equal and three aren’t doing as well. Collectively, the market is one unit ahead of last year, at 428 units, compared with 427 at this time in 2011.

On a quarterly basis, the news is far less positive. Only one company matched last year’s quarterly results and seven had lower sales than a year ago, some by a wide margin on a percentage basis. Collectively the market is 32 units behind last year’s third quarter performance at 134 units, compared with 166 last year. That’s a reduction of 19.28 percent.

Moreover, the market is weak enough to have ❯ Aircraft Index see Page 4

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GAMA DEC12_GAMA DEC05 20/11/2012 11:42 Page 2

GAMA THIRD QUARTER 2012 SHIPMENT ANALYSIS prompted one of its long-time participants – Hawker Beechcraft - to announce that it will exit the business jet market to concentrate on turboprop and piston products. So there is conflicting evidence as to whether the jet market is getting better or getting worse. If we are in a recovery, it is certainly not a very robust one.

Cessna continues to lead the market for the year-to-date with 127 units, compared with second-placed Bombardier which had 119. For the first time this year, however, Cessna did not lead deliveries for the quarter. Bombardier delivered 44 jets between July and the end of September compared with 41 for Cessna. Both companies’ year-to-date totals are ahead of last year, when Cessna totalled 116 and Bombardier 115 - but neither matched last year’s third quarter results, when Cessna had 47 and Bombardier 46.

With Bombardier’s total for the year standing just eight units behind Cessna, it remains to be seen which one will finish as the year’s leading jet manufacturer. With a strong fourth quarter surge, it is not inconceivable that the winner could be Bombardier. If that were to occur, it would be the first time in more than 30 years that Cessna has not delivered more business jets than any other manufacturer.

Last year the two companies had an equal number of deliveries in the fourth quarter – 67 units – which allowed Cessna to finish the year one unit in the lead. As the market continues to trend toward larger and more capable business jets, it will be interesting to see how long Cessna can retain its leadership position.

In third place for both the quarter and the year in business jets is Gulfstream, with 17 and 57 units respectively. Gulfstream’s totals are down from last year in both timeframes, when it recorded 25 and 72 respectively.

Embraer is next, with 13 for the quarter and 46 for the year – that’s also down in both categories from 18 and 49 last year. Dassault, with 43 deliveries for the year is 22 percent ahead of its 2011 total, but lagged in terms of its third-quarter results at 13 units compared with 18 a year ago.

Bringing up the rear in the traditional business jet category is Hawker Beechcraft, with 23 units year-to-date (a total that is 23.3 percent behind the 30 it reported last year at this time). On a quarterly basis Hawker was also down, with seven units compared to nine last year.

Hawker Beechcraft’s announcement that it will exit the jet market was the surprise news at the 2012 NBAA Convention. The company has been a jet manufacturer since 1986 when it acquired the former Diamond Jet line from Mitsubishi. The OEM says it will try to sell its jet lines to other manufacturers, so it remains to be seen if these products will continue to

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play a role in the jet market.

The airliner-based business jet market continues to perform in a manner seemingly disassociated with the rest of the business jet segment. Boeing leads with seven deliveries for the year, fully 75 percent ahead of last year when it recorded four units. In spite of this wide margin over its 2011 performance, Boeing lags on a quarterly basis, with one unit in the past three-month period compared with three a year ago. Airbus is experiencing a stable year, with delivery totals exactly on a par with last year’s performance at six units for the year and two for the quarter.

THE TURBOPROPS Turning to the turboprop market, we see the previously identified confusion related to how GAMA’s data is presented today. Based on GAMA’s raw numbers, the turboprop market has the appearance of being 10.5 percent ahead of last year, with 368 deliveries compared with 333 last year. And while these numbers are obviously accurate, they are very misleading when analyzing the Business Aviation turboprop market.

During 2012 GAMA added Air Tractor and Thrush to its reporting OEMs, both of whom build agricultural aircraft. As it happens, all of the 10.5 percent gain in turboprop deliveries in this quarter’s GAMA report is the result of sales gains at Air Tractor (117 units, up from 89 last year) and Thrush (29 units, up from 21).

Looking at just the traditional turboprop manufacturers delivering business aircraft, we see a flat market with 222 deliveries in the first nine months of the year compared with 223 a year ago. On a quarterly basis the news is more encouraging, however. Deliveries are up about 6.5 percent, with 85 deliveries compared with 80 a year ago. Of the eight traditional turboprop makers, four are up for the year-to-date, two are even, and two are down.

For just the third quarter, three are up, one is www.AvBuyer.com

even and four are down.

Cessna continues to lead in business turboprop deliveries, with 65 units for the year-todate and 25 for the quarter. Both numbers represent an increase from last year when Cessna had 61 for the nine-month period and 23 for the quarter. Hawker Beechcraft, which had been the perennial leader in this segment, is now solidly in second place at 55 units for the year to date, which is exactly what it recorded at this time last year. With 23 units for the quarter, Hawker Beechcraft is fully 53 percent ahead of the 15 it reported to GAMA last year for the same period.

While it appears to have some momentum with a strong third quarter performance, it would take a very substantial surge in the fourth quarter (probably with unit deliveries in the 40-plus range) for Hawker Beechcraft to overcome Cessna’s lead and return to its traditional pole position in the business turboprop market.

Third place in the turboprop segment goes to Pilatus, with 36 units for the year-to-date, down slightly from 39 last year. For the quarter, Pilatus is ahead of its 2011 performance by 21.4 percentage points at 17 units, up from 14 last year. Fourth place in turboprops is tied between Piper and Socata, each with 23 units for the year. That represents a gain of one unit for Socata this year while Piper’s total is equal with 2011’s. For the quarter both companies were down, Piper from nine units to eight, and Socata from 10 units to seven.

The next position is also a tie, this time between Pacific Aerospace Ltd. and Quest.

Both companies delivered nine aircraft in the first nine months, which for each OEM represented a single unit gain over the eight they reported last year. Quest had three for the quarter (same as last year) while Pacific Aerospace had one, down from two in 2011.

Piaggio had the smallest delivery total among the traditional turboprop makers at two year-to-date, and one for the quarter. Both ❯ Aircraft Index see Page 4

P115_JMesingerNov06 21/11/2012 10:29 Page 1

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GAMA DEC12_GAMA DEC05 20/11/2012 11:43 Page 3

GAMA THIRD QUARTER 2012 SHIPMENT ANALYSIS numbers were down sharply from the seven and four the company recorded last year.

Finally, a new turboprop manufacturer debuted in the GAMA report this quarter, but its contribution is not part of the total – at least not yet. The new company is Germanybased Extra Aircraft; the well-known builder of aerobatic aircraft which is also building a product suitable for Business Aviation. Extra joined the list of companies reporting to GAMA this quarter and listed the delivery of one EA500 single engine turboprop cabin class aircraft. Extra also reported the delivery of 10 piston-powered sport aircraft, although none of these aircraft are incorporated in the report totals.

THE PISTONS With the turboprop totals adjusted to include just the business aircraft, the piston products actually emerge as the segment with the most growth for the year-to-date, although the number is disappointingly small at just 3.5 percent. For those of us who believe that recoveries begin in the piston categories, however, any movement here is good news.

The total market for piston products reached 597 units for the first nine months of 2012, including 544 singles and 53 twins. That compares with 481 singles and 96 twins a year ago, or a total of 577. The increase in piston singles then, is actually a little over 13 percent – a number that begins to sound more like a recovery. While the piston twins are down by 43 units, or about 47.8 percent, this segment – like the airliner-based business jets – seems to march to its own drummer, and is far less likely to be regarded as a bellwether than the piston singles.

PISTON SINGLES Of 10 piston manufacturers reporting deliveries to GAMA either this year or last, seven are ahead of last year on a year-to-date basis, and three are behind. Quarterly results show four OEMs ahead of last year, while three are behind, two are level and one is not reporting.

There is a serious battle for domination of the piston-single market. As of last quarter Cessna held a nine-unit lead over Cirrus (114 to 105 units), but during the current quarter the lead changed hands. At the end of nine months Cirrus had pulled ahead with 169 units compared with Cessna’s 165. This came on the strength of a 64-unit quarter for Cirrus (up from 48 in the same period last year).

Cessna made 51 single-engine deliveries in the quarter, down from 54 in 2011. For the year-to-date, Cessna is up 20 units from the 145 it made a year ago, however.

In third place for piston singles is Diamond, which finished the nine-month period with 96 units, up strongly from the 72 it had last year. While Diamond’s nine-month

116

WORLD AIRCRAFT SALES MAGAZINE – December 2012

total trails the two market leaders, its total for the quarter was remarkably close. At 45 units, Diamond’s number was just six below what Cessna reported. For Diamond, that was a 66 percent improvement over the 27 units it delivered in the third quarter of 2011.

Piper was next, also with a significant gain for the quarter and year-to-date. Piper’s deliveries totaled 67 for the year (up almost 49 percent from the 45 it recorded last year), and 23 for the quarter (up almost 77 percent from 13 a year ago).

PISTON TWINS In the Piston Twin segment there is definitely still a recession going on. For the quarter, piston twin deliveries are at just 17 units, down from 33. For the second quarter in a row, Piper supplanted long-time market leader Diamond, leading with 26 twins for the year and nine for the quarter (compared with 25 Piper twins a year ago and 12 in 3Q 2011).

Diamond finished second with 19 units yearto-date, and six for the quarter - down sharply from 57 and 17 a year ago. Hawker Beechcraft was third in the category, with eight for the year, and two for the quarter (down from 14 and four a year ago).

CONCLUDING REMARKS So what should we expect from the balance of this year – which may or may not prove to be the fountain of recovery in our industry. It’s all going to depend on what kind of surge we see in the fourth quarter. Historically, 30 to 33 percent of business aircraft sales come in the fourth quarter. Last year, however, the fourth quarter surge exceeded all previous expectations, with the jet market accruing 38.75 percent of all sales in the final three months. www.AvBuyer.com

Turboprop year-end sales were slightly less robust, with a 35.55 percent surge. Single engine pistons were about in the same range, at 35.78 percent. Only multi-engine piston products experienced a surge that would have been considered “normal” at 29.92 percent.

The likelihood that we’ll see another record surge is pretty good, I think. We know that corporate America is sitting on a lot of cash. We also know there is some pent-up demand, and that there was a tendency in the U.S. market to see what the election would bring. Assuming another strong surge develops, how is the market likely to finish the year? In jets and turboprops, quite like last year, I expect. The jet market should finish at around 700 units. Turboprops will be in the 350 to 375-unit range and piston singles should finish at about 850 units. Piston twins will add another 75 or so, so the overall market should be about 2,000 airplanes. Total billings will likely be in the $19.5 to $20 billion range.

One factor that could impact the jet market performance would be Hawker Beechcraft’s possible inability to deliver enough airplanes to support a surging market, although I believe this is likely to be offset by available inventory from Embraer, Bombardier, and perhaps others.

If the jet market comes in at 650 units or below, it would raise serious questions about the quality of the recovery, whereas any jet total above 720 units should be a cause for huge celebration. In attempting to assess the overall health of the Business Aviation market, the coming three months should reveal a great deal.

View GAMA’s 3Q 2012 Shipment Report in full overleaf. ❯ Aircraft Index see Page 4

JetNet December 20/11/2012 11:30 Page 1

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GAMA DEC12_GAMA DEC05 20/11/2012 11:43 Page 4

GAMA THIRD QUARTER 2012 SHIPMENT REPORT

Third Quarter Airplane Shipment Report 2012 MAKE & MODEL

Q1

Q2

Q3

YTD

GRAND TOTAL CIVIL SHIPMENTS

419

516

475

1,410

GRAND TOTAL AIRPLANE BILLINGS

$3,468,248,779

$4,732,444,961

$4,051,277,625

$12,251,971,365

ACJ318

0

1

1

2

ACJ319

2

1

0

3

ACJ320

0

0

0

0

ACJ330

0

0

1

1

TOTAL UNITS

2

2

2

6

AIRBUS

9

TOTAL BILLINGS

$166,000,000

$145,000,000

$65,000,000

$376,000,000

AT-401B

0

1

0

1

AT-402A

1

0

0

1

AT-402B

5

5

4

14

AT-502A

0

0

0

0

AT-502B

22

21

13

56

AT-504

2

1

2

5

AT-602

4

2

0

6

AT-802

2

8

4

14

AT-802A

8

5

7

20

TOTAL UNITS

44

43

30

117

TOTAL BILLINGS

$18,177,397

$19,173,437

$13,376,284

$50,727,118

ADVENTURER 7GCAA

0

0

0

0

AURORA 7ECA

0

0

0

0

CHAMP 7EC

0

0

0

0

SUPER DECATHALON 8KCAB

2

2

4

8

CITABRIA EXPLORER 7GCBC

1

2

0

3

SCOUT 8GCBC

2

1

4

7

TOTAL UNITS

5

5

8

18

TOTAL BILLINGS

$832,500

$802,500

$1,375,200

$3,010,200

BBJ

0

0

1

1

BBJ 2

1

1

0

2

BBJ 3

0

0

0

0

B747-8

1

3

0

4

TOTAL UNITS

2

4

1

7

TOTAL BILLINGS

$63,000,000

$63,000,000

$53,000,000

$179,000,000

LEARJET 40XR/45XR

2

3

8

13

LEARJET 60XR

3

3

1

7

CHALLENGER 300

11

13

11

35

CHALLENGER 605

8

12

7

27

GLOBAL 5000/6000

4

14

17

35

AIR TRACTOR

7

AMERICAN CHAMPION AIRCRAFT

BOEING BUSINESS JETS

9

BOMBARDIER

118

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

❯

MEBA December 20/11/2012 11:33 Page 1

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GAMA DEC12_GAMA DEC05 20/11/2012 11:44 Page 5

GAMA THIRD QUARTER 2012 SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

YTD

CL850/870/890

1

1

0

2

TOTAL UNITS

29

46

44

119

TOTAL BILLINGS

$818,500,000

$1,556,300,000

$1,553,100,000

$3,927,900,000

BOMBARDIER (CONTINUED)

CESSNA AIRCRAFT COMPANY

6

162 SKYCATCHER

5

7

2

14

172R SKYHAWK

14

5

4

23

172S SKYHAWK SP

11

29

23

63

182T SKYLANE

9

12

4

25

T182T TURBO SKYLANE

8

4

3

15

206H STATIONAIR

4

2

6

12

T206H TURBO STATIONAIR

3

12

11

26

350 CORVALIS

1

0

0

1

400 CORVALIS TT

0

0

0

0

208 CARAVAN 675

4

3

3

10

208B GRAND CARAVAN

12

21

22

55

510 CITATION MUSTANG

7

11

6

24

525A CITATION CJ2+

5

4

3

12

525B CITATION CJ3

6

6

5

17

525C CITATION CJ4

10

14

11

35

560 CITATION XLS+

3

11

7

21

680 CITATION SOVEREIGN

4

3

8

15

750 CITATION X

2

0

1

3

TOTAL UNITS

108

144

119

371

TOTAL BILLINGS

$360,911,427

$454,059,923

$460,066,676

$1,275,038,026

CIRRUS SR20

19

15

24

58

CIRRUS SR22

13

18

15

46

CIRRUS SR22T

13

27

25

65

TOTAL UNITS

45

60

64

169

TOTAL BILLINGS

$23,068,699

$33,299,587

$34,401,690

$90,769,977

FALCON 900LX

2

2

1

5

FALCON 2000LX

4

6

2

12

FALCON 7X

9

11

6

26

TOTAL UNITS

15

19

9

43

$683,800,000

$852,800,000

$420,200,000

$1,956,800,000

HK-36

0

3

0

3

DV20

1

2

3

6

DA20-C1

6

6

6

18

DA40 (ALL)

21

15

36

72

DA42 (ALL)

8

5

6

19

TOTAL UNITS

36

31

51

118

TOTAL BILLINGS

$13,057,380

$9,422,870

$17,231,610

$39,711,860

PHENOM 100

4

7

5

16

PHENOM 300

8

10

6

24

LEGACY 650

1

2

1

4

LINEAGE 1000 / E190 HEAD OF STATE

0

1

0

1

SHUTTLES (ERJs AND E-JETS)

0

0

1

1

TOTAL UNITS

13

20

13

46

TOTAL BILLINGS

$115,160,000

$226,710,000

$141,230,000

$483,100,000

CIRRUS AIRCRAFT

DASSAULT FALCON JET

5

TOTAL BILLINGS DIAMOND AIRCRAFT

EMBRAER

120

6

5

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

❯

ABACE October 17/09/2012 18:05 Page 1

GAMA DEC12_GAMA DEC05 20/11/2012 11:45 Page 6

GAMA THIRD QUARTER 2012 SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

YTD

EA300

N/A

EA500

N/A

N/A

10

10

N/A

1

TOTAL UNITS

1

N/A

N/A

11

TOTAL BILLINGS

11

N/A

N/A

$4,300,000

$4,300,000

GA8 AIRVAN

6

4

2

12

TOTAL UNITS

6

4

2

12

TOTAL BILLINGS

N/A

N/A

N/A

N/A

GULFSTREAM G150/200

2

3

0

5

GULFSTREAM G350/450/500/550

17

18

17

52

TOTAL UNITS

19

21

17

57

TOTAL BILLINGS

$900,745,000

$938,080,000

$891,430,000

$2,730,255,000

EXTRA AIRCRAFT

10

GIPPSAERO PTY LTD

5

GULFSTREAM AEROSPACE CORP.

5, 8

HAWKER BEECHCRAFT CORP BEECHCRAFT BONANZA G36

4

2

4

10

BEECHCRAFT BARON G58

3

3

2

8

BEECHCRAFT KING AIR C90Gt

10

2

5

17

BEECHCRAFT KING AIR 250

2

4

8

14

BEECHCRAFT KING AIR 350i

6

8

10

24

BEECHCRAFT PREMIER IA

0

1

2

3

HAWKER 900XP

3

7

5

15

HAWKER 4000

3

2

0

5

TOTAL UNITS

31

29

36

96

TOTAL BILLINGS

$218,361,100

$261,281,800

$240,782,500

$720,425,400

XL2

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

MX-7-180B

0

1

N/A

1

MXT-7-180

2

0

N/A

2

M-7-235C

1

0

N/A

1

MT-7-235

0

1

N/A

1

M-7-260C

1

0

N/A

1

TOTAL UNITS

4

2

0

6

TOTAL BILLINGS

$760,830

$327,844

$0

$1,088,674

M20R OVATION

0

0

0

0

M20TN ACCLAIM

0

0

0

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

LIBERTY AEROSPACE

MAULE AIR, INC.

MOONEY AIRCRAFT

PACIFIC AEROSPACE LTD PAC 750XL

3

5

1

9

TOTAL UNITS

3

5

1

9

TOTAL BILLINGS

$5,332,446

$9,338,990

$1,950,000

$16,621,436

P.180 AVANTI II

0

1

1

2

TOTAL UNITS

0

1

1

2

TOTAL BILLINGS

$0

$7,195,000

$7,195,000

$14,390,000

PIAGGIO AERO

PILATUS PC-6

0

1

0

1

PC-12 TOTAL UNITS TOTAL BILLINGS

5 5 $22,325,000

14 15 $64,351,000

17 17 $75,905,000

36 37 $162,581,000

122

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

❯

P123_JMesingerNov06 21/11/2012 10:18 Page 1

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1981 MU-2 MARQUISE - UNDER CONTRACT S/N 1510SA, N17HG, 3840TT, 3840/3840 SNEW, 630/630 SHSI/SGBI, 135/320 SPOH, GNS-400, Collins Pro-Line, Sandel 4” EFIS, SPZ-500 A/P, New Interior (2012). U.S. $650,000.

1985 MU-2 SOLITAIRE S/N 458SA, N458BB, 3500TT, 3500/3500 SNEW, 0/0 SHSI/SGBI, 10/10 SPOH, Collins Pro-Line, MFD/RDR-2000 VP, Stormscope, TCAS, SPZ-500 A/P U.S. $725,000.

1980 MU-2 SOLITAIRE S/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Flight Max, 7500-hr, inspection, New P&I (2010) to customer specs. U.S. $675,000.

Life Cycle Cost

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

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1980 MU-2 MARQUISE S/N 756SA, 5Y-MUZ. 12925TT, 1990/2060 SOH, 1990/2060 SHSI, 260/220 SPOH, Collins Pro-Line, M4D A/P, New Paint (2010), Located in Africa. U.S. $475,000.

1975 MU-2M - UNDER CONTRACT S/N 326, N165MA, 3750TT, 3750/3750 SOH, 235/235 SHSI, 680/370 SGBI, 410/410 SPOH, GTN-750/650, Traffic, XM Weather. U.S. $395,000.

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

123

GAMA DEC12_GAMA DEC05 20/11/2012 11:46 Page 7

GAMA THIRD QUARTER 2012 SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

YTD

PA-28-161 WARRIOR III

8

4

4

16

PA-28-181 ARCHER III

2

0

1

3

PA-28R-201 ARROW

1

1

0

2

PA-34-220T SENECA V

4

3

1

8

PA-44-180 SEMINOLE

2

8

8

18

PA-46-350P MALIBU MIRAGE

12

10

13

35

PA-46R-350T MATRIX

2

4

5

11

PA-46-500TP MERIDIAN

6

9

8

23

TOTAL UNITS

37

39

40

116

TOTAL BILLINGS

$31,578,203

$37,423,010

$37,877,665

$106,878,878

KODIAK 100

2

4

3

9

TOTAL UNITS

2

4

3

9

TOTAL BILLINGS

$3,340,000

$7,000,000

$5,250,000

$15,590,000

TBM 850

5

11

7

3

TOTAL UNITS

5

11

7

3

TOTAL BILLINGS

$17,200,000

$37,320,000

$23,930,000

$78,450,000

S2R-T34

7

11

8

26

S2RHG-T65

0

0

0

0

S2R-T660

0

0

0

0

S2R-G10

1

0

2

3

S2R-H80

0

0

0

0

TOTAL UNITS

8

11

10

29

TOTAL BILLINGS

$6,098,797

$9,559,000

$7,976,000

$23,633,797

GRAND TOTAL AIRPLANE BILLINGS

$3,468,248,779

$4,732,444,961

$4,051,277,625

$12,251,971,365

PIPER AIRCRAFT, INC

QUEST AIRCRAFT COMPANY

SOCATA

THRUSH AIRCRAFT, INC.

7

Airplane shipments 1, 2, 6 Manufactured Worldwide Q1

Q2

Q3

YTD

SINGLE-ENGINE PISTON

167

180

197

544

MULTI-ENGINE PISTON

17

19

17

53

TOTAL PISTON

184

199

214

597

TURBOPROPS

107

136

125

368

BUSINESS JETS

123

171

134

428

TOTAL TURBINE

230

307

259

796

GRAND TOTAL

414

506

473

1,393

Airplane shipments 1, 2, 6 Manufactured US3 Only Q1

Q2

Q3

YTD

SINGLE-ENGINE PISTON

133

153

150

436

MULTI-ENGINE PISTON

9

14

11

34

TOTAL PISTON

142

167

161

470

TURBOPROPS

94

104

99

298

BUSINESS JETS

67

87

75

229

TOTAL TURBINE

161

191

174

527

GRAND TOTAL

303

358

335

997

NOTES: 1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer. 3. An airplane is considered to be manufactured in the United States when produced under an FAA production certificate. 4.Military airplane shipments are not included in shipment table totals. 5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2012. 6. Cessna Aircraft Company C162 SkyCatcher (SLSA) and Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. 7. Air Tractor and Thrush Aircraft are new to the report starting first quarter 2012. 8. Gulfstream deliveries will be recognized at the time of completion ("outfitted") starting 2012 to better align with shipment recognition with other OEMs. The 2011 report has been updated and prior years data will be amended. 9. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings. 10. Extra Aircraft was added to the report in third quarter 2012. Historical data is not available and the company is not used in year-over-year summary table. has been updated and prior years data will be amended. ■

124

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

EHS August 21/08/2012 12:20 Page 1

Alex Ayling 0044 208 549 3917 alex avbuyer.com

Astrid Ayling 0044 208 549 5024 astrid avbuyer.com

NBAA_FinanceSept 20/11/2012 10:30 Page 1

NBAA ROUND-UP

Orlando Overview NBAA wraps-ups highly succesful 2012 Convention.

s the NBAA 65th Annual Meeting & Convention (NBAA2012) came to a close, the event had welcomed 25,150 registered attendees, 1,073 total exhibitors with 105 aircraft in the static displays at the Orange County Convention Center and at Orlando Executive Airport.

“Attendees and Exhibitors at this year's show have told us that it was a very strong event, despite its timing alongside Hurricane Sandy’s landfall on the East Coast, and a temporary flight restriction for the Orlando area late on Sunday evening and Monday morning before the show,” Association President and CEO Ed Bolen reflected.

A

Aerion’s Supersonic Business Jet (SBJ) concept launched in 2002 “is alive and well” states COO Doug Nichols. “Phase two supersonic laminar-flow flight tests will use a 203x101cm test article mounted beneath a Boeing F-15B, and were due to get underway last month from NASA's Dryden Flight Research Center. The article will be flown at speeds of up to Mach 2.0 to measure the real-world robustness of supersonic natural laminar flow. The tests are also intended to help define future SBJ manufacturing standards for surface quality and assembly tolerances. www.aerioncorp.com

126

WORLD AIRCRAFT SALES MAGAZINE – December 2012

“We’re delighted that, especially given those challenges, Convention participants reported strong traffic on the exhibit floor and at the aircraft static displays, along with a high level of enthusiasm among Attendees.”

It is worthy of note, that the NBAA convention has risen back to fifth place in the ranking of largest US trade shows based on square footage of exhibits. This is due to the success of NBAA 2011 in Las Vegas last year, according to Trade Show Executive. Following are brief highlights from selected Convention Exhibitors…

More from www.nbaa.org

Airbus has begun offering customers the ACJ318 Enhanced. This new version of the smallest member of the ACJ family embodies new features and introduces a catalogue of optional extras. The Airbus ACJ318 Enhanced introduces a more elegant cabin decor, new seats and high-definition in-flight entertainment, as well as formalizing options such as fuel-saving Sharklets, a shower, a cinema lounge and many more features as standard.

The OEM is also looking at a long-range version of the ACJ320. The airframer has not launched a re-engined ACJ320neo, but intends to deliver the first such type by at least 2019. It will look to expand the ACJ's www.AvBuyer.com

range beyond 6,000nm, but it has no intention of beating the potential range of a BBJ MAX-7.

"I think you want to achieve something higher than 6,000nm, but I don't think you need 7,000nm," said Francois Chazelle, ACJ Vice President. www.airbuscorporatejets.com Boeing intends to offer the BBJ MAX-8 and the BBJ MAX 9. The BBJ MAX-8, based on the 737 MAX-8, will be the first member of the BBJ MAX family to take advantage of the efficiency of CFM International’s new LEAP-1B engines and the Boeing developed Advanced Technology Winglet, and will provide 13 percent fuel-use improvement, translating to a Aircraft Index see Page 4

NBAA_FinanceSept 20/11/2012 10:31 Page 2

NBAA ROUND-UP

range of 6,325 nautical miles - 14-percent more than todays BBJ 2 (subject to validation). Meanwhile, the BBJ MAX-8 will share the same cabin size with today’s BBJ2.

Boeing also plans for a BBJ MAX-9, based on the 737 MAX-9, and a BBJ MAX-7.

Regarding the MAX-9, similar performance improvements are anticipated, including a 6,255 nm range with an even larger cabin than the BBJ MAX-8. Plans for a BBJ MAX-7 are being studied. www.boeing.com Bombardier’s Challenger program has reached a significant milestone with the entry-into-service of the 200th Challenger 605 business jet. Meanwhile, the Learjet 75 and Global 6000 ultra long-range jet made their NBAA debuts this year. www.bombardier.com Cessna made several key announcements at the Convention. The New Citation Sovereign was introduced with enhanced capabilities; new cockpit with Garmin G5000 avionics suite; increased range (by 150 nm) boosting total range to over 3,000 nm; new Pratt & Whitney Canada PW306D engines; new cabin amenities (including the integrated Clarity CMS, in addition to improved seat design), Advertising Enquiries see Page 8

among other enhancements. The new Sovereign will also be available with a utility configuration. Entry into service is expected in the third quarter of 2013.

The Citation X name will live on after Cessna announced its Citation TEN would now retain its predecessor’s name due to popular demand.

It also emerged that Cessna is planning a new light jet family, and brought a mock-up of a concept airplane to the Convention. Brad Thress, senior vice president business jets was unable to discuss performance, range, price and dates however.”While our light jets, the CJ2+, CJ3 and CJ4 are very popular we need more spread between each of the models.” www.cessna.com

Daher-Socata exhibited its latest version of the TBM 850 at NBAA for the first time. The Elite variant of the very fast turboprop gives operators the chance to reconfigure the cabin from six to four seats in thirty minutes, to provide more luggage space. www.tbm850.com

Dassault Falcon launched the Falcon 2000LXS offering improved airport performance, www.AvBuyer.com

payload and cabin comfort compared to the Falcon 2000LX which it will replace in 2014.

The 4,000 nm Falcon 2000LXS will also allow operators to access more airports. With full fuel, the Falcon 2000LXS will have a payload of 2,190 pounds; a maximum takeoff weight (MTOW) of 42,800 lbs with a balanced field length of 4,675 feet, which is over 1,000 feet better than some aircraft in its category. The Falcon 2000LXS will be certified in the first half of 2013 with deliveries beginning in 2014. www.dassaultfalcon.com

Eclipse Aerospace announced that a production order has been placed for an initial fifty ship sets of a three hundred ship set contract for the IS&S advanced avionics suite for the production model Eclipse 550. IS&S is the supplier of Primary Flight and MultiFunction Displays as well as the Integrated Flight Management System for the Eclipse Jet. The first 550 is in production and is planned to be completed mid-2013, followed by first delivery in the third quarter. Eclipse also announced a supplier contract with Lexavia Systems for the Enhanced Vision System in the Eclipse 550 Jet. www.eclipse.aero WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Embraer is about to finalize validation tests on the first fly-by-wire system on its new mid-size Legacy 500. The second and third Legacy 500 prototypes continue ground testing.

The complete Legacy 450 cabin and cockpit mock-up was on display for the first time at NBAA. According to the company, the mid-light Legacy 450 “sets a new paradigm in its respective executive jet category”. The Legacy 450 will have the largest and quietest cabin in its class. www.embraerexecutivejets.com Gulfstream’s G650 aircraft now offers even better performance than originally announced. The improvements affect the aircraft’s range at high speed and takeoff distance, giving operators increased flexibility for ultra-long-range missions. Range at its high-speed cruise of Mach 0.90 is now 6,000 nautical miles (a 1,000nm increase). The G650’s takeoff balanced field length decreased to 5,858 feet from the original 6,000 feet at the aircraft’s maximum takeoff weight of 99,600 pounds. This improvement allows the G650 to fly farther from demanding, short runways. The G650 has a maximum cruise speed of Mach 0.925. Deliveries of the aircraft are scheduled to begin before year-end. www.gulfstream.com

Hawker Beechcraft generated most interest at NBAA. At a standing-room only press briefing, company spokesmen talked about the Chapter 11 bankruptcy proceedings; what happened with failed talks with Superior Aviation Beijing; the company’s jet business; and life going forward as a re-energized Beechcraft Corporation after it emerges from bankruptcy.

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Hawker Beechcraft chairman, Bill Boisture outlined six bids were received from interested parties from around the world for the company. With the decision now to emerge as a standalone company featuring its Beechjet, Baron, King Air and trainer products, the company will sell-off or close its jet business.

It is now revisiting interest from original parties, plus talking to others.

The spectrum of options it’s exploring is vast and include selling the jet business in its entirety with a new owner continuing to build the jets, as well as selling the type certificates and talking to a group of Hawker jet owners who might want to own the company. Going forward, warranties on the engines, avionics, airframes and systems of Hawker 900XPs, 750s and 400XPs will be honored and details are being developed. Hawker 4000 and Premier 1A warranties for engines and avionics will be honored by suppliers.

However, the company is in discussion with several companies working on an agreement to make sure owners will receive service, warranty support, maintenance, field service and parts and distribution services.

“These decisions are not insignificant,” Boisture said. “This was the best way to move forward to transform our company”.

On a happier note, the company announced it has delivered the 7,000th Beechcraft King Air since the legendary line of twin-engine turboprops began production in 1964. The milestone aircraft was a Beechcraft King Air 350i, delivered to Herman & Kittle Properties, Inc. Additionally, the Hawker 400XPR program continues to progress through the certification and flight testing stages. The first customer aircraft is currently undergoing the www.AvBuyer.com

Rockwell Collins Pro Line 21 avionics system upgrade at the Hawker Beechcraft Service facility in Atlanta, while the Williams International FJ44-4A-32 engine certification effort is well underway. There are three aircraft flying in the test and certification programs with combined flight time of more than 40 hours. www.hawkerbeechcraft.com Honda Aircraft Company has commenced production on the much anticipated HondaJet. An assembly line is in place, major aircraft components (including the fuselage and wing) have been produced, and assembly is underway for the first customer aircraft. To facilitate pilot training, Honda has partnered with FlightSafety International and a simulator will be installed in the simulator bay at the Honda Aircraft world headquarters campus in Greensboro, North Carolina. www.hondajet.com

IKHANA Aircraft Services is completing the development of financing support through the Export-Import Bank of the United States (Ex-Im Bank) in order to provide IKHANA’s international customer base with a low interest financing option for IKHANA Twin Otter X2 airplanes. IKHANA’s Twin Otter X2 airplane is a package of proprietary modifications and enhancements coupled with full maintenance and current inspections. www.ikhanagroup.com

Kestrel Aircraft revealed that New Yorkbased Cox and Company will supply the Ice Protection System for the Kestrel aircraft currently under development. Based on the original work done by Farnborough Aircraft, the Kestrel airplane will be a six to eight-seat, all ❯ Aircraft Index see Page 4

D e d i c a t e d t o h e l p i n g b u s i n e s s a c h i e v e i t s h i g h e s t g o a l s.

Weathering the regulations and taxes affecting your light airplane can be a full-time job. The National Business Aviation Association knows you canâ&#x20AC;&#x2122;t afford to make it your full-time job. Membership in NBAA gives you a voice and protects your interests, so you can stay focused on flying toward even greater opportunities.

Learn more at www.flyforbusiness.org.

Flying solo doesnâ&#x20AC;&#x2122;t mean you fly alone.

NBAA_FinanceSept 20/11/2012 10:32 Page 4

NBAA ROUND-UP

composite, single-engine turboprop. The company anticipates certification of the Kestrel in three years. www.kestrel.aero Nextant Aerospace keenly anticipates full EASA certification, enabling the 400XT to be flown in service throughout Europe. Upon receiving its last supplemental type certificate (STC), which was expected in the middle of last month, the Nextant 400XT will become the only remanufactured business jet to be certified by both EASA and the FAA. The second 400XT to be accepted for European registration will soon be delivered to a private buyer in Switzerland and will be managed by TAG Aviation.

Indeed, Nextant has recorded almost $100 million in sales since clinching US certification a year ago. Training at CAE for two pilots is included in the purchase price of every aircraft, with an optional line maintenance familiarization course. www.nextantaerospace.com

Quest Aircraft showcased its new Timberline interior, installed in the KODIAK. Earlier this year, Quest announced that it was working on enhancements to its Tundra and Timberline interiors for the KODIAK which will be available on 2013 models. Customers will be able to select from two different color variants in the Tundra and Timberline, and either new interior can be installed in existing KODIAKs with minor modifications. www.questaircraft.com

SyberJet Aircraft signed up with Honeywell for a new integrated flight deck called SyberVision for the $7.5 million SJ30 light business jet. The avionics system is a blend

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of Honeywell’s Primus Apex and Epic avionics suites, with up to four 12-inch LCD displays. The SyberVision system will provide synthetic vision, electronic charts and maps, WAAS GPS-enabled LPV approaches, TCAS, TAWS and onboard weather along with Honeywell’s Interactive Navigation (INAV) map display, allowing the pilot to graphically amend a flight plan entered into the flight management system. The Williams FJ44-2A engines that power the SJ30 will also be incorporated into the SyberVision flight deck. www.sj30jet.com

OTHER NEWS… ARINC Direct highlighted ADConnect, its new aviation softphone application for iPhone and Android smartphone users at NBAA. The app provides the business aircraft traveller with a bridge between his or her personal communication device and the advanced communication technology available on business jets today. ADConnect customers will have the ability to make and receive voice calls using their personal smart phones onboard the aircraft, rather than requiring a dedicated aircraft handset.

Comlux America has been chosen by Boeing Business Jets for work on two aircraft at its newly opened completion hangar at the Indianapolis International airport. The selection helps Comlux America build momentum in a key market four years after it entered it with the acquisition of the former Indianapolis Jet Center. www.comluxaviation.com

Flexjet received conditional authorization from the FAA for the use of Apple iPads as Electronic Flight Bags (EFBs) for fractional flights conducted under Part 91 Subpart K. The Phase 5 authorization comes after six months of validation testing. www.flexjet.com Gama Group’s Geneva operating base is formally open for business. Gama’s Geneva operations commence with a Gulfstream V and a Learjet 45 already based there. These aircraft join another Gama Swiss-based Learjet, located at the company’s Zurich base. www.gamagroup.com

Associated Air Center (AAC), StandardAero’s Large Transport Category VIP Completions Center in Dallas, Texas, now offers CFM56-7B engine MRO for Boeing Business Jets through StandardAero’s engine overhaul facility in Winnipeg, Canada. Earlier this year, AAC and StandardAero began cross-training team members to provide BBJ operators a onestop option for BBJ total service.

Guardian Jet has launched a new, groundbreaking online aviation platform named ‘The Vault’. The software is a new chapter in Guardian Jet's leadership in consulting and brokerage. The Vault is a web-based platform that allows users to access every aspect of their relationship with Guardian Jet 24-hours a day. The Vault includes realtime access to a catalogue of products including aircraft valuations, fleet fair market values, fleet plans, market surveys, client updates for sales and acquisitions, contract negotiations, pre-purchase inspection oversight and asset management.

www.associated.aero

www.guardianjet.com

www.arinc.com

www.AvBuyer.com

Aircraft Index see Page 4

❯

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NBAA ROUND-UP

HAPPY ANNIVERSARY ‘POWER-BY-THE-HOUR’!

GOLDEN MILESTONE FOR ROLLS-ROYCE AFTERCARE

Honeywell was selected by Cessna to provide the most advanced environmental control systems, industry-leading LASEREF navigation and state-of-the-art communications systems for the new Cessna Citation Latitude and Cessna Citation Longitude aircraft.

Honeywell will provide the Latitude and Longitude aircraft with high-frequency radios, LASEREF VI inertial reference navigation systems, digital cabin pressure control and monitoring system, and the environmental control systems. www.honeywell.com Hongkong Jet added a fourth Airbus ACJ to its growing managed aircraft fleet, making it the largest operator of ACJs in the region. The company’s remarkable expansion, which has seen 12 aircraft added into its operations within the last 12 months, has strengthened Hongkong Jet as a key player in the Far East business jet market. www.hongkongjet.com.hk

Rolls-Royce celebrated the 50th anniversary of 'Power-by-the-Hour' last month, its pioneering approach to engine maintenance management that forms the basis of its market-leading CorporateCare service.

‘Power-by-the-Hour' was invented in 1962 to support the Viper engine on the de Havilland/Hawker Siddeley 125 business jet.

A complete engine and accessory replacement service was offered on a fixed-costper-flying-hour basis, aligning the interests of the manufacturer and operator, who only paid for engines that performed well.

Rolls-Royce CorporateCare, launched in 2002, added a range of additional features, including Engine Health Monitoring, which tracks on-wing performance using onboard sensors; lease engine access to replace an operator's engine during off-wing maintenance, thereby minimizing downtime; and a global network of authorized maintenance centers to ensure that world-class support is readily available to customers whenever required. The service also allows operators to remove risk related to unscheduled maintenance events, and make maintenance costs planned and predictable.

Steve Friedrich, Rolls-Royce VP, Sales and Marketing, Civil Small & Medium Engines, outlined, “We are proud to celebrate 50 years of service excellence for Rolls-Royce.

The customer focus and pioneering approach of ‘Power-by-the-Hour' remains at

STEVE FRIEDRICH, ROLLS-ROYCE

the heart of our CorporateCare program today.” CorporateCare offers the most comprehensive corporate aircraft engine maintenance management program available for new and in-service Rolls-Royce BR725, BR710, Tay and AE 3007 engines.

Meanwhile the company has accelerated the expansion of its global network of Authorized Service Centers for corporate aircraft. Rolls-Royce will now have agreements in place with 34 maintenance providers worldwide by the year-end deadline.

More from www.rollsroyce.com

Innovative Solutions & Support has developed the NextGen Cockpit/IP II flight deck for Business and General Aviation. The Cockpit/IP II is an advanced design that includes significant innovations in aircraft systems design to improve overall operations, direct operating costs, technology, comfort and performance. The system supports dual flight management systems, electroniccharts, satellite weather, synthetic vision, integrated TAWS and enhanced vision (FLIR). www.innovative-ss.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

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www.AvBuyer.com

Aircraft Index see Page 4

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Andrew Bradley_Gil WolinNov06 20/11/2012 16:28 Page 1

POPULARITY SPREADS

The Ultimate Flying Machine ?

Boeing’s BBJ. by Andrew C. Bradley hrough the years one of the standards of luxury and performance in the luxury car segment has been the special cars from Bayerische Motor Werke AG (better known as BMW). In my opinion, their branded statement ‘The Ultimate Driving Machine’ would be well adapted to Boeing’s ultra-long-range VIP aircraft, the Boeing Business Jet (BBJ). Boeing’s line of BBJs sit atop the General Business Aviation pyramid as the height of aviation corporate travel and is ideally suited for high net-worth individuals, VIPs, government officials, and corporate business people - many of whom will attend this year’s annual Middle East Business Aviation (MEBA) air show at Dubai’s Al Maktoum International Airport (December 11-13).

Boeing’s BBJ product line has always had a strong relationship with the Middle East, and long before it was introduced in the late 1990s, Boeing outfitted many older 747s, 757s, 767s and, of course, 737 commercial airliners with customized interiors, tailored to the needs of Middle Eastern operators and owners.

Today’s most common variant of the BBJ line is based on Boeing’s popular 737 commercial airliner variant. Known simply as the BBJ,

T

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BBJ2 or BBJ3 (dependent upon which 737 variant - 700/800/900ER - it is based upon), BBJs can typically seat between 18 to 50 (or more) passengers in the most comfortable, luxurious accommodations available in today’s market place.

Most of the BBJs in service include a master bedroom, complete with washroom and showers, a separate conference/dinning section, and additional living quarters. Other BBJs have been configured as high density aircraft with partial shuttle configurations seating 1520 additional passengers – although to call it “shuttle” seating is a misnomer as these seats rival or exceed the First Class seats found on the large Commercial Airliner in service on long-haul routes.

Pricing for one of the BBJ line ranges widely, from US$57million for a green (unequipped) BBJ to US$74million for a green BBJ3.

A SPECIAL RELATIONSHIP MEBA is a fitting venue for the BBJ product line: Nearly 25% of all in-service BBJs are owned and operated out of the Middle East.

Only North America (31% share) houses more.

This year MEBA will host over 7,000 visitors and VIP guests who will view over 60 VIP airwww.AvBuyer.com

craft on static display. It should be noted that MEBA is known for attracting a much higher percentage of qualified buyers at this venue, making it a very high-value venue for OEMs and private aircraft buyers.

There will be plenty of interest at MEBA in Boeing’s introduction of the BBJ MAX, the new and improved VIP version of Boeing’s 737 MAX commercial jet. This will include new CFM International Leap 1-B engines and redesigned winglets improving range by 14% while cutting fuel burn by nearly 15%.

The first of these MAX variants will be delivered in 2017-2018 with the introduction of the BBJ MAX 8 (a reworked version of the BBJ2 airframe), capable of an extended range of nearly 6,300 nautical miles which according to Boeing will be sufficient to link Los Angeles to Moscow and London to Hong Kong.

Thereafter the BBJ MAX 9 (based on the current BBJ3 airframe) will go into service and provide similar range. Ironically, Boeing’s current most popular variant, the BBJ, based on the 737-700 airframe is still under study for conversion to the MAX specification, but industry sources suggest the main focus on that variant will be to increase the range to compete with the ultra-long-range offerings of ❯ Aircraft Index see Page 4

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Andrew Bradley_Gil WolinNov06 20/11/2012 16:30 Page 2

POPULARITY SPREADS Bombardier’s Global 8000 and Gulfstream’s G650, both of which will be able to exceed 7,000 nautical miles when they enter service.

Boeing’s main competition in the ultralong-range VIP airliner segment comes from Airbus Industries. Airbus offers competing VIP products in the form of its popular ACJ318, ACJ319 and ACJ320/ACJ321 aircraft (also based on Commercial Airliner variants).

Additionally Brazilian OEM Embraer has entered the market with its smaller Lineage 1000, based on its commercial ERJ190 model.

Until very recently the BBJ garnered the majority of sales in this VIP segment, but Airbus has been very active in the marketplace in the past few years and is gradually making inroads. The introduction of the MAX variants with their increased range should help Boeing keep its market-leading position within the BusinessLiner segment for the time being.

A UNIQUE CLASS OF AIRCRAFT OWNERS Unlike the traditional business aircraft offerings, each interior of a BBJ is unique to its owner. BBJs are delivered from Boeing ‘green’ (sans interior). Upon exterior completion, these green aircraft are flown to PATS DeCrane in Delaware in the U.S. for fitment of auxiliary tanks (up to six additional tanks can be installed for increased range). Thereafter the customer flies the green aircraft to a Boeing-approved completion center of their choice for installation of a unique interior.

Unlike offerings from Gulfstream, Bombardier and Dassault (for example), BBJ customers can exclusively select a unique interior to their own tastes. Customers of smaller, traditional business jets are usually limited to a few basic floor plans with additional aesthetic options, but each BBJ is a true reflection of the owner’s personal taste and mission requirement. As is to be expected such exclusivity and customization comes at a price, typically ranging from US$27 million to US$33 million on average, with some custom floor plans easily exceeding those numbers. It generally takes a year for interior completion, but some very elaborate interiors can take longer.

Boeing is on target for 2012 to deliver two BBJs and two BBJ2s in addition to eight of its larger BBJ 747-8 aircraft (again, based on the commercial version). Production of the entire line of BBJs—narrow and wide body—are ramping back up to pre-2008/2009 crisis levels.

TODAY’S BBJ MARKET PLACE Overall the BBJ market (737 variants only) can be split into two distinct halves consisting of older pre-owned aircraft (pre-2005 models) and nearly-new and “green” delivery positions (post-2005 models). The two segments of

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the market have vastly different price points with newly completed BBJs consisting of acquisition prices in the US$80 milion range (for a BBJ) to US$100 million for a BBJ2 and BBJ3. Currently, Boeing has no “green” delivery positions available until Q3 of next year.

Meanwhile, supply of late models and positions, although rising lately, still remain relatively scarce and prices reflect these conditions.

At the other end of the spectrum, the older pre-owned models are getting more plentiful and prices range from US$30 million to US$40 million for aircraft averaging around 3,5004,000 hours total time is typical in this segment of the market. Two such examples traded in the market place this year in the US$35 million to US$36 million range, which is where the majority of these aircraft are expected to trade.

Ironically, one recent impediment to the sale or older pre-owned BBJs relates to the uniqueness of each interior. While this is a key advantage to the initial owner seeking to customize the interior 100% to their liking it can sometimes become a hindrance at resale time with non-standard layouts or interior cosmetics that might not appeal to everyone.

In a traditional jet with a more customized interior a second or third owner can easily change the cosmetics of the aircraft by swapping out soft-goods, carpet, sidewalls, headliner and other items, but on a BBJ changing configurations and cosmetics is the equivalent of an interior completion in terms of cost and time. Exclusion of a stateroom with shower can also be a hindrance which will heavily discount the resale value of a BBJ. As a specific example, high density VIP seating can be a hindrance or a benefit to the seller, depending on the requirements of buyers in the marketplace at any given time. Because of the rarity of BBJs with 30+ VIP seating, some will sell at a premium if a buyer requires additional seating, while at other times a lack of buyers seeking high-density seating means a seller may have to heavily discount the aircraft.

The majority of BBJ clientele are large global corporate entities or wealthy businessmen, well-funded Governments, and royal families.

Many of these buyers can afford to buy new, www.AvBuyer.com

and are drawn by the unique custom interiors and layouts to suit their mission profiles or tastes. Some of the recent BBJ buyers stemming from the Pacific Rim are exclusively buying new or nearly-new.

The Asia-Pacific region has emerged very recently to garner a strong 20% market share of BBJs, and these buyers are truly unique in the General Business Aviation space characterized by many first time owners moving straight to the top-end offerings in the Business Aviation marketplace. These buyers consider any aircraft older than circa 2008 or with more than a few hundred hours as ‘old’!

Despite these trends, recent price declines on early model BBJs to below US$40 million has enticed a new wave of buyers to consider the older pre-owned BBJ as an alternative to buying new because of the large price delta. A recent trend among the older pre-owned BBJs has manifested itself in the form of strong demand and interest originating out of the newly-emerging African continent (Nigeria, Angola, Madagascar and other such locales).

Looking ahead, it is my belief that the previously overlooked early model BBJs will begin to generate strong demand at current prices from different type of buyer. From my experience over the past five or six years, and looking forward over the next few years to the introduction of the BBJ MAX line, I am very encouraged and excited at the Boeing BBJ product line. I truly believe the clientele at MEBA will come to the same conclusion which I’ve held for years. Simply put, I would argue that the BBJ is “The Ultimate Flying Machine”. ❯ Andrew C. Bradley is senior vice president, Global Sales & Acquisitions at Avjet Corporation, an international provider of aircraft charter and management solutions. The company is headquartered in Burbank, California, and maintains a global presence in Washington D.C., Seoul, Dubai, Abu Dhabi, Moscow and other locations around the globe. To learn more about the company, visit www.avjet.com Aircraft Index see Page 4

Heliasset November_Layout 1 22/11/2012 10:27 Page 1

Northern Air N412ET December 20/11/2012 15:32 Page 1

S H O W C A S E

2006 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1134 N412BT 4091 3319

Engines Left Engine 3885 Right Engine 3885 Both engines 0 since overhaul at Pratt Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VIII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met Interior Fire-blocked Seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate.

Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net Aircraft Index see Page 4

Northern Air N959RP June 20/11/2012 15:34 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 1895 1538

• Extended Range Fuel Airframe Factory Warranty Smart Parts Engines Left Engine 1907 / Right Engine 1899 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

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Mente Citation VII December 21/11/2012 11:57 Page 1

S H O W C A S E

www.mentegroup.com AV I AT I O N

1995 Citation VII Serial Number: Registration: Airframe TT: Landings:

650-7059 N14DG 4,456.4 3,504

• LOW TOTAL TIME, 4,456.4 HOURS • MSP • XM RADIO • HERMISTATIC DOOR SEAL TO REDUCE CABIN NOISE LEVEL • 2 LARGE MONITORS & 5 INDIVIDUAL SEAT MONITORS Engines Garrett TFE - 731-4R-2S MSP Gold Left: S/N: P102227. 4,220.5 Hours. 3,337 Cycles Right: S/N: P102228. 4,267 Hours. 3,329 Cycles

WORLD AIRCRAFT SALES MAGAZINE – December 2012

SOLUTIONS

Kyle Foddrill Tel: +1 (817) 372-4527 E-mail: kfoddrill@mentegroup.com APU Honeywell S/N: 36-150. 2,459 Hours On MSP Avionics • Honeywell SPZ-8000 Avionics Suite • Honeywell SPZ-8000 IFCS • Honeywell Primus 670 • Dual Collins VHF 22A • Dual Collins DME 42 • Dual Collins ADF 452 • Collins TDR -94 • Collins ALT-55 • Honeywell TCAS-II • Fairchild GA-100 Cockpit Voice Rec. • Dual Honeywell NZ-2000 • King KTR-953 with SeCal • Honeywell Mark VIII

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

140

TECHNOLOGY

www.AvBuyer.com

AirCell 3100T with dual handsets. Airshow 400. RVSM Compliant. VHS and CD player. Hermistatic Door Seal Interior Six passenger configuration features a forward four place club with two fold out executive tables and two forward facing aft seats. The aircraft features a belted aft lavatory.

Soft Goods Refurbished November 2008; New Carpet November 2008 Exterior New Paint November 2008, by Jim Miller Additional Features 5 Individual monitors. XM Radio IPod docking station. Camera 14" Monitor in the forward right cabin 10" Monitor in the forward left cabin Hermistatic Door Seal to reduce cabin noise level

Tel: 1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 4

John Hopkinson Ultras July 20/11/2012 16:04 Page 1

S H O W C A S E

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

Zephyr Air Conditioning.

Recently refreshed Interior Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option follow us on twitter@HopkinsonAssoc

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; December 2012

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IBA December_Guardian Jet Chall 1076 oct 21/11/2012 12:04 Page 1

S H O W C A S E

2005 Boeing BBJ Serial Number: Registration: Airframe TT: Landings:

34303 HB-JJA 34410 3649

Engines Engine Type & Model CFM56-7B27 No 1 Engine Serial Number 893466 No 1 Engine Hours Since New 34410 No 1 Engine Cycles Since New 3649 No 1 Engine Cycles to First Limiter 8051 No 2 Engine Serial Number 892480 No 2 Engine Hours Since New 34410 No 2 Engine Cycles Since New 3649 No 2 Engine Cycles to First Limiter 8051 APU APU Type & Model Honeywell GTCP131-9B APU Serial Number P-6927 APU Cycles Since New 8552 APU First limiter Due at 30,000 cycles Avionics 822-0299-001 ADF (DUAL) 2100-1020-00 326234 CVR 967-0212-002 DFDAU 2100-4043-00 DFDR 4081600-930 DEU (DUAL) 822-0329-001 DME (DUAL) 965-1690-052 EGPWS 176200-01-01 10-62225-004 FMC (DUAL) 822-0330-001 HF (DUAL) 822-0297-001 Marker Beacon (DUAL) 822-1293-002 TCAS (ACASII) 822-1047-003 VHF (TRIPLE)

622-5135-802 Weather Radar 822-1338-003 ATC (DUAL) 822-1338-003 ATC (DUAL) 241-280-056-014 EVM 822-1604-101 FCCA 822-1604-101 FCCB HG2050AC07 IRU (DUAL) 822-1152-002 MMR (DUAL) 0802070501 TRU #1 (TRIPLE) 285A1010-6 Yaw Damper #1 (DUAL) Inspection Maintenance Schedule and Status The aircraft and all major components and systems have been maintained in accordance with the PrivatAir Maintenance Programme.

This programme is aligned with the Boeing MPD. The aircraft recently underwent a 6yr check during February and March 2012 The aircraft is planned to undergo a 24month check in December 2012 Interior Interior Configuration and Optional Equipment 44 Business Class Leather Seats – 60inch pitch Forward and Aft Galley 3 Lavatory, 1xForward, 2xAft 5 Attendant Seats, 2xForward, 3xAft Forward safety equipment stowage 7 Aux Fuel Tanks – current FH:FC ratio in excess of 9:1 Further fitment details available upon request to confirmed interested parties Remarks Weight Data Maximum Ramp Weight 77,791 Kg

International Bureau of Aviation IBA House #7, the Crescent, Leatherhead, Surrey, KT22 8DY, UK 142

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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Maximum Take Off Weight 77,500 Kg Maximum Zero Fuel Weight 57,153 Kg Maximum Landing Weight 60,781 Kg Basic Empty Weight 43,116 Kg Fuel Capacity 30,608 Kg Landing Gear LH Main Landing Gear Cycles Since New 3649 RH Main Landing Gear Cycles Since New 3649 Landing Gear Cycles Since New 3649 Next Limiter (ALL) 10 year limit due 08/2015 Ben Jacques, Commercial Manager Tel: +44 (0) 1372 224488 Mobile: +44 (0) 7584 528 126 E-mail: ben.jacques@ibagroup.com www.ibagroup.com Aircraft Index see Page 4

CAI Beech Baron G58 December 21/11/2012 09:49 Page 1

S H O W C A S E

2007 Beechcraft Baron G58 Serial Number: Registration: Airframe TT:

TH-2178 N264RV 795

Engine CONTINENTAL IO-550C 300HP (1,700 HOUR TBO) LH ENG: 795 HOURS TTSN RH ENG: 795 HOURS TTSN Propeller HARTZELL 3-BLADED LH: 795 SNEW RH: 795 SNEW Avionics GARMIN G1000 G1000 Fully Integrated Avionics Glass Panel Flight Deck Dual High Definition Color LCD Displays- GDU 1040 10.4" Primary Flight Display (PFD) • Dual Garmin GIA 63 Comms/VOR/ILS/LOC/GPS • Garmin GFC-700 Autopilot/Flight Director • Garmin GDL-69A Data Link w/XM Radio & Satellite Wx • EIS Engine Indication Advisories • Garmin GTX-33 Mode S Transponder w/Traffic Info • Garmin GRS-77 AHRS 1 (Attitude Heading Reference System) • Garmin GDC-74 Air Data Computer • Garmin GMA-1347 Audio • Garmin GWX-68 Digital 4 Color Radar • L3 Skywatch SKY-497 TCAS • L3 WX-500 stormscope

• ELT • TAWS B • Garmin 1043 Multi-Function Display • Garmin GMU-44 Magnetometer Features • Freon Air Conditioner • Known Ice Equipped • Center Location Heated Windshield Segment • Electro-Thermal Prop De-Ice System • Automatic Lightweight De-Icing Boots • Propeller Synchronizer • Avionics Master Switch • Electronic Stall Warning Horn • Prop Unfeathering Accumulators • Long Range Fuel – 194 Gallon Fuel System • Flight Hour Recorder • Internally Lighted Instruments • Super Soundproofing w/Heavy Windows Interior New 2007! Four passenger seats completed in light beige leather in a club arrangement. Pilot & Co-Pilot Seats are vertically adjustable. Executive Writing Desk Exterior New 2007! Overall Matterhorn White with Claret & Gold Metallic Trim Maintenance Annual Inspection Complied With November.

2012 at Sun Aviation. Hangar rash November 2007 – the aircraft had an incident in the hangar when it was hit by a tug. A temporary repair was completed than the aircraft was flown to Hawker Beechcraft in San Antonio, Texas where it was repaired

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 – December 2012

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ACI December_Guardian Jet Chall 1076 oct 21/11/2012 10:30 Page 1

S H O W C A S E

Fully Equipped G-IVSP with Corporate Care

1998 Gulfstream IVSP Serial Number: Landings:

1331 2755

Airframe TT: 5841.5 Landings: 2780 The Gulfstream G-IVSP is an ideal high altitude, high speed, twin turbofan, jet aircraft. It builds on all of the technology and improvements, incorporated into the G-IV and its predecessors with increased take-off/landing weights which allow for greater range and increased payload. The G-IVSP offers great performance and sets the standard among comparable large cabin jets. Two Rolls-Royce TAY 611-8 engines each offer 13,850 pounds of thrust to provide exceptional performance under a variety of conditions. The TAY 611-8 is renowned for its reliability, economy, and low noise levels. It has proven to be a very durable engine in demanding short-haul operations as well as long-range point-topoint services.The Honeywell GTCP36-100 APU provides bleed air for cabin heating/cooling and engine start while also generating electrical power for other aircraft systems while on the ground and in flight. This aircraft is WiFi equipped, EU-OPS/EASA compliant, and is on a MSG-3 Maintenance Plan.

Engines Rolls-Royce TAY611-8 Rolls-Royce Corporate Care Engine Maintenance Service Program Left Right Serial Number 16779 16780 Total Time Since New: 5546.8 5458.6 Total Cycles Since New: 2692 2656 Hours Since Mid-Life: 2128.7 2040.7

APU Honeywell GTCP36-100 APU Total Time Since New: 3398.0 Hours Since Hot Section: 71.0 Features • Rolls-Royce Corporate Care • On MSG-3 Maintenance Plan • Honeywell GTCP36-100 APU on MSP Maintenance Plan • WiFi equipped • Forward and Aft lavatories • Landing Gear Inspection Completed on 11/11/2011 by Gulfstream Aerospace • Triple Honeywell Laseref II IRS • Triple Honeywell NZ-2000 FMS Flight Management Systems with Dual 12-Channel GPS • Honeywell GEC-2020 HUD • Honeywell SAT-AFIS Satellite Airborne Flight Information System with Cockpit Printer Interior New 2007 by Gulfstream Aerospace, Appleton, Wisconsin. This beautiful aircraft is equipped with seating for three crewmembers and up to twelve passengers. The spacious cabin is designed with an arrangement consisting of a forward fourplace club, mid-cabin three-place divan with an opposite single-seat and workstation, and an aft four-place conference group with an opposite credenza. The cabin is fully berthable and includes mattress pads for the aft conference group and forward group club, providing comfortable overnight sleeping accommodations for passengers. The cabin is decorated with Elan Blue leather chair upholstery and Morca Apoise

Aviation Consultants Inc William R. Borgsmiller, President 945 Airport Drive San Luis Obispo, CA 93401 144

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

blue and gray tweed divan fabric. The neutral, low loop carpet is complimented with beautiful Makore woodwork and satin chrome hardware.

Exterior Overall Snow White with Metallic Light Blue, Metallic Dark Blue, and Cumulus Gray accent strips. New September 2005 by Gulfstream Aerospace, Appleton, Wisconsin Additional Features L3 Communications F2100 CVR Cockpit Voice Recorder (120 Minutes / 4-Channel) Honeywell DL-900 Data Loader Price: Make Offer

Tel: +1 805-548-1310 Cell: +1 805-801-5047 Fax: +1 805-888-2818 E-mail: bill@acijet.com www.acijet.com Aircraft Index see Page 4

Albinati Citationjet 2+ September 21/11/2012 11:56 Page 1

S H O W C A S E

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

525A-0385 HB-VOP 1533 1515

Engines on TAP Elite Williams International FJ-44- 3A-24 FADEC Controlled LH: S/N 216179 1533 TT / 1515 CSN RH: S/N 216178 1533 TT / 1515 CSN Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays.

AHRS 2 Collins AHC-3050 ADC 2 Collins ADC-3000 IFIS 1 Collins IFIS-5000 FMS 2 Collins FMS-.3000 (incl. DME II) GPS 1 Collins GPS-4000A w/12-Channel RTU 2 Collins RTU-4200 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94 Mode S TCAS II 1 Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with RAAS Radar 1 Collins WXR-800 ESIS GH-3000 ESIS CVR Provisions for installation of L3 connection FA 2100 CVR ELT 1 Artex C406-N w/3 freq. ELT MDC 1 Collins Maintenance Diagnostic System

Additional Equipment Gnd Com Dispatch Switch (powers 1Radio, 1 RTU and both audio panel) Pulselight System with interface to TCAS II Tail Log Lights Nose Landing Gear in/protection boot Installation Jeppesen Electronic Charts on MFD Crew Seat Sheepskin Slipcovers 110V Ac Universal Electrical Outlet w/500W Inverter Monorail Sunvisors – Entry Step Upgrade to Airstair Style Steep Approach Option Interior Two (2) Cockpit, six (6) Cabin passengers seats.

Four executive club chairs with two fold-out executive tables.

RH Fwd Refreshment Center.

Aft Divider Assembly with sliding door Aft Low Boy storage cabinet with drawer One Aft Potty Belted Seat.

Townsend Leather Satin finished wood veneer – Australian Walnut Brushed Aluminium Hardware Finish.

Exterior Overall white with dark grey stripes JAR OPS 1

Asking Price: Make Offer

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

www.AvBuyer.com

Tel: Mob: E-mail: Web:

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

WORLD AIRCRAFT SALES MAGAZINE – December 2012

145

AeroSmith Penny August 20/11/2012 16:16 Page 1

S H O W C A S E

Price Reduced

1990 Citation II Serial Number: Registration: Airframe TT: Landings:

550-0636 N50NF 6343 4898

Airframe CESCOM Fresh Phase 1-5 and 10 - July 2011 Engines Pratt & Whitney JT15D-4 Eng. 1: 2659 SMOH 711 SHOT Eng. 2: 2659 SMOH 711 SHOT Avionics Sperry 3 tube EDS-603 3 Tube EFIS Sperry SPZ 500 Autopilot Global GNS XLS w/ GPS KGP 860 MFD Honeywell Primus 650 Color Radar Dual Collins 32A Navs 8.33 Spacing Dual Collins 22A Comms Dual Collins TDR 90 Transponders Dual Collins ADF – 462 Collins ALT-55B Flightphone Honeywell Mark VIII TAWS 406 ELT

Additional Features RVSM Thrust Reverse Fairchild A100 CVR AFT Baggage Freon Air Conditioning No Damage History Gross Take Off Weight Increase Exterior Overall Matterhorn White with blue stripes. New paint in June 1997 Interior Interior has seven passenger center club configuration. Also included is a left hand deluxe refreshment center. Seat belted flushing potty.

New leather seats and carpet 2009

AeroSmith Penny 8031 Airport Blvd., Suite 224, Houston, TX 77061

146

WORLD AIRCRAFT SALES MAGAZINE – December 2012

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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

Marketplace Dec 21/11/2012 13:50 Page 2

Marketplace Boeing 737-300 VIP

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd Price:

Please Call

Year:

1990

S/N:

24570

Reg:

N470AC

TTAF:

53457

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

Location: United Kingdom

Boeing 737-500

Price:

Please Call

Year:

1991

S/N:

24645

Reg:

EI-EOE

TTAF:

36,946

Location: United Kingdom

Boeing 737

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd

This Boeing 737-500 has recently undergone extensive maintenance and engineering work including a “D” check and has been converted to a VIP configuration in November 2010. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion which can include optional Winglets to improve the aircraft performance and range.

Tel: +852 39752959 Email: EdenJET@SCIAsiaLimited.com

SCI Asia Limited Price:

$7.5 M

Year:

1998

S/N:

TBC

Reg:

TBC

TTAF:

TBC

Luxury VIP Private Jet available as low as US$7.5M, Versatile Interior : 29 pax standard configuration, Superb Entertainment and Communications Facilities i.e.

Kaleidoscape & Four 40” Flat TVs, Rockwell-Collins Air Show 4000, 4 Distinct seating areas & one 8-person Conference Table, Spacious cabin & Massive storage, Fwd & Aft Galley, Aft VIP Lav & Fwd Crew Lav, State of the Art Engineering, New Personalized Exterior Paint.

Location: USA

www.EdenJET@global.com

Dassault Falcon 2000LX

FortAero Business Aviation Corp Price:

$23,500,00 no VAT

Year:

2009

S/N:

160

Reg:

OY-CKH

TTAF:

2220

Tel: +31 629 560 272 Email: da2000lx@fortaero.com

EASA Ops compliant, JAR OPS1 Regulation. Up to date maintenance service, Airshow 4000. The crew and the operator are ready to continue the operation of the aircraft. A simple change transaction of business jet ownership.

Location: Denmark

Citation Encore

Ambassador Aircraft Sales Price:

Make offer

Year:

2004

S/N:

560-0661

Reg:

N591CF

TTAF:

2980

Location: IL, USA

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (309) 825-1700 Email: rick@ambsales.com

This 2004 Citation Encore has been owned and operated by the same corporation since new in a Part 91 corporate flight department. The aircraft has been maintained by Citation Service Centers and the Phase 1-5 inspection was performed by Duncan Aviation in February 2012. This Encore is on ProParts and Cescom.

Allied Honeywell P-1000 Digital Flight Guidance Display System with Multi-Function Features. Eight passenger interior with four place center club arrangement.

WORLD AIRCRAFT SALES MAGAZINE – December 2012

147

Marketplace Dec 21/11/2012 13:51 Page 3

Marketplace Hawker 800A

Leonard Hudson Drilling Price:

US $3,975,000

Year:

1995

S/N:

258273

Reg:

N337WR

TTAF:

6615.3

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg: TTAF:

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. 1695 TTSN, Two corporate owners.

1700

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

Recent ‘no expense spared’ ($800,000) airframe refurbishment at Acro Helipro within the last 100 hours 15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’.Fresh annual / Export C of A

Location: USA

BELL 212 (Seven Available)

Leonard Hudson Drilling Price:

Please Call

Year:

Call for details

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Seven, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all seven.

Location: USA

Pilatus PC-12/47

Avia Source, Inc Price:

USD$2,675,000

Year:

2006

S/N:

732

Reg:

M-ZUMO

TTAF:

1600

Tel: +1 626-584-8170 Email: jason@aviasource.aero This excellent PC-12/47 is equipped with the Second Battery, Large Oxy System and Additional Air Conditioning. It has the 8 passenger interior with the 6 seat BMW Platinum Upgrade and two additional standard seats. Delivered with: 0 time since Hot Section Inspection, 0 time since Prop Overhaul and we will paint stripes to your specifications.

Location: United Kingdom

148

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Aircraft Index see Page 4

Marketplace Dec 21/11/2012 13:52 Page 4

Marketplace Learjet 31A

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

1.495 million USD

Year:

1996

S/N:

31A-115

Reg:

ZS-NYV

TTAF:

1,937.7

1937.7hrs TT, Engine TSO 1937.7/1834.6 RVSM Compliant

Location: South Africa

Beechcraft Beech Jet 400

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

795,000 USD

Year:

1989

S/N:

RJ-59

Rohr thrust reverser system Branson long range tank RVSM compliant Painted 2009

Reg:

ZS-MHN

3997.7hrs TT, Engine TSO 1590.6/512.2

TTAF:

3,997.7

Location: South Africa

Piper PA31-P Navajo Commanchero

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

925,000 USD

Year:

1974

S/N:

31P-7400227

Reg:

N900TB

Pratt and Whitney PT6A-135 750hp engines flat rated to 620hp Standard Airworthiness Certificate in normal category 22nd may 2012 Dual purpose aircraft passenger or aerial survey with dual camera ports

TTAF:

8,499

8,499hrs TT, Engine TSO 877.5/117.7

Location: UK

Bombardier Challenger 600

Inflite Engineering Services Ltd Price: Make Offer Year:

1982

S/N:

1067

Reg:

M-IFES

TTAF:

8183.13

+44 (0)1279 837 919 Email: alan.barnes@inflite.co.uk

Fine and very well equipped example. Privately operated and in prestine condition. Engines & APU enrolled on MSP Gold. Gear overhauled 2009 and exteror paint renewed in 2007, along with new Interior. Aircraft always parked inside and maintained by UK based Part 145 Organisation. Record set in first class order.

Aircraft available for immedaite viewing and sale. 1 of only 6 aircraft w/ EFIS avionics installation at build.

Location: United Kingdom

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price: Year:

2007

S/N:

Tel: +49 (0) 821 7003 100 and -145 Email: info@beechcraft.de

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, fresh HSI 08/2012!

Reg: TTAF:

2,705

Location:

Advertising Enquiries see Page 8

www.AvBuyer.com

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Marketplace Dec 21/11/2012 13:53 Page 5

Marketplace Bombardier Global Express

Tel: +34 (0) 618 637 666 Email: jmespinosa@aeromarformula.com

AEROMAR Price:

Make Offer

Year:

2000

S/N:

9016

Reg:

EC-KVU

TTAF:

EU-OPS1, Part 21, and Eurocontrol. Airworthiness Review Certificate issued by ES.MG.070.RA.001, next due December 04th 2012. TAG Aviation España has capability to issue the ARC of any Bombardier Global Express. Aircraft not involved in operational incidents or major repairs. Honeywell Primus 2000 6-Tube. Triple IC-800 Integrated Avionics Computers. Triple NZ-2000 FMS. DL-950 Data Loader. SELLER MOTIVATED

Location:

www.aeromarformula.com

Global Express XRS

Tel: +34 (0) 618 637 666 Email: jmespinosa@aeromarformula.com

AEROMAR Price:

Please Call

Year:

2006

S/N:

9XXX

Reg:

EC-XXX

TTAF:

1,758.50

Location:

Date of Completion: June 2007, TTSN: 1.758:50 Hrs, Landings: 731, Fresh 1A; 2A; 1C; 2C & 4C (May 2012), Both ETSN: 1.758:50 Hrs, Both ECSN: 731 Cy. Rolls Royce Corporate Care Enrolled, APU TSN: 1.769 Hrs, CSN: 1.735 Cycles, Honeywell MSP Enrolled, Fresh 500 hrs. inspection (May 2012) Thales-Sextant Head-Up Display System, Bombardier 2nd gen. Enhanced Vision System as per SB 700-34-002/700-34, Six exterior video cameras connected to Airshow Securaplane 500 Option (Incl. UHF transceiver and Solar Panel for Battery) RVSM, BRNAV, RNP-10 & MNPS Qualified EU-OPS 1 Qualified.

www.aeromarformula.com

Bombardier Global 5000 Vision

Galveston Maritime, S.L. Price:

Please Call

Year:

2013

S/N:

TBD

Reg: TTAF:

Tel: +7 (0) 495 222 2022 Email: galvestonmaritime@gmail.com

* Limited Edition * EASA EU-Ops1, BRNav; RVSM; MNPS * Quick Access Recorder * Operations at Airports with Max. Weight Restrictions * Second Data Link * EVAS * 19 inch pop-up monitor in credenza * RCA Jack port * Two iPod Cradle installation * Electronic Floor Tracking * Cabin Crew Seat LH Galley * Main entry door with handrail extension * Enviroclean system * Universal outlets * Bulkheald Deco Panels in Silk * Sideledge Transition cap

Location: Panama

Learjet 60 XR

Aviation Advisors Int’l, Inc Price:

$7,500,000

Year:

2008

S/N:

338

Reg:

TBD

TTAF:

218

Tel: +1 (941) 351-5400 Email: BobD@aaisrq.com

The Learjet* 60 XR easily outpaces the competition in time-to-climb performance and operating altitude without compromising a class-leading low operating cost. With its cutting-edge cockpit technologies and stylishly redefined cabin space, the Learjet 60 XR across distances of up to 2,405 nm. with ease.

Location: USA

Socata TBM 850

Aviation Advisors Int’l, Inc Price: Year:

2006

S/N:

360

Reg:

N874CA

TTAF:

1,475

Location:

150

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Tel: +1 941 351 5400 Email: BobD@aaisrq.com

Jet speeds with single engine turboprop economy. That is what you get with this superbly maintained TBM 850. Climb to 31,000 in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100 foot strips. That is the versatility of this marvelous plane. The panel and maintenance history of this aircraft is proof of exceptional pride of ownership. The panel includes the IHAS 8000 TCAS/TAWS and the WX500 stormscope and RDR Radar displayed on the KMD 850 MFD for utmost safety and comfort.

Maintenance has been performed by the book and only by factory authorized technicians.

Aircraft Index see Page 4

Marketplace Dec 21/11/2012 13:54 Page 6

Marketplace Gulfstream G550

Aviation Advisors International Inc. Price:

Please Call

Year:

2004

S/N:

5033

Reg:

VP-BNR

TTAF:

1448

Tel: +1 (941) 351-5400 Email: BobD@aaisrq.com

One owner since new, Certification Foxtrot "Basic" System up-grade, Recent 12, 24 & 96 Month Inspections, 72 Month Inspection c/w August 2010, 18 passenger custom designer interior in like new condition

Location: USA

Cessna Caravan 208B

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,150,000 USD

Year:

1999

S/N:

208B0781

Reg:

YN-CGS

TTAF:

20,419.65

For delivery in April 2013 with 0 SMOH engine and prop, Total cycles: 19,444, Configuration: PASSENGER, Aircraft status: OPERATIONAL, King IFR, A/P and FD, MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS +. EGPWS, Rosen Visors, 14 seats, Large Tires

Location: Nicaragua

www.caadinc.com

Cessna Caravan 208

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,600,000 USD

Year:

2008

S/N:

2064

Reg:

TI-BCY

TTAF:

4,371.30

Location: USA

Total Aircraft Cycles: 8,052, Configuration: 12 Pax Seats, Aircraft Status: OPERATIONAL, Seats covered with L441630 leather. Red seat belts Charcoal gray vinyl flooring, Cargo pod installation, KRA 405b Radar Alt., Cabin a/c., Oversized tires, 29”, 14 place commuter seating, 2nd GTX-33 Transponder GWX-68 Weather Radar, Garmin TAWS, KR 87ADF Honeywell Traffic Advisory Sys KTA 870 Jeppesen Chartview, Synthetic Vision Tech., Exhaust Deflector, APE III STC

www.caadinc.com

Cessna Caravan 208B

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,100,000 USD

Year:

1997

S/N:

208B0607

Reg:

YN-CGU

TTAF:

17,538.03

For delivery in April 2013 with 0 SMOH engine and prop, Cycles: 23,358, Configuration: PASSENGER, Aircraft Status: OPERATIONAL, King IFR, A/P and FD, MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS +.

EGPWS, Rosen Visors, 14 seats, Large Tires

Location: Nicaragua

www.caadinc.com

Citation XLS+

Higginbotham Aviation, LLC Price:

Please call

Year:

2009

S/N:

6050

Reg: TTAF:

Tel: 1-386-314-4255 Email: execu1@aol.com

Like new, exceptionally clean, lowest total time XLS+ on the market. Collins Proline 21 with XM Weather and Charts, APU, 9 passengers, neutral colors. For Sale by Owner For more information, contact Phil Lappies

490

Location: FL. USA

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – December 2012

151

Marketplace Dec 22/11/2012 10:58 Page 7

Marketplace AW109SP “Grand NEW”

Tel: +5215 5414 05052 Email: m.toledo@aerolineasejecutivas.com

Aerolineas Ejectivas Price:

$7,440,000 USD

Year:

2013 Delivery

S/N: Reg: TTAF:

Brand New. May 2013 delivery, Best price on Market, VIP 6 places Configuration, Wheather Radar RDR 2000 Bendix/King (Presented on the EFIS), 8.4” Cockpit Central Display, Digital Map Euronav V Euroavionics interfected to FMS, 221 USG Fuel system (in Lieu of 160 USG), Baggage compartment extension. External paint and color of interior could be spec by final purchaser.

Location: Mexico

www.aerolineasejecutivas.com

Hawker Beechcraft 800XP

Tel: +65 6681 7947 Email: paul.vanderblom@hawkerpacific.com

Hawker Pacific Pty. Ltd. Price:

$2,850,000

Year:

1997

S/N:

258312

Reg:

A6-ZZZ

TTAF:

3,832

Location: Dubai, UAE

Landings: 2590, Avionics: Honeywell Primus 11 5-tube EFIS, Dual Honeywell FMS-2000 with AFIS, Dual Honeywell RCZ851 Nav/Comms with 8.33KHz spacing, Dual Honeywell Transponders, Dual Honeywell DF-850 Automatic Direction Finder, Undergoing 'G' inspection as of Oct 2012, Engines on JSSI hourly support programme, Aviation Partners Winglets, 8 passenger fire-blocked interior, Forward 4 place club, Exterior: Overall Matterhorn White with Black & Orange Accent Stripes.

E-mail preferred

Email: pb@hawkerpacific.com

Eurocopter EC 255-Super Puma

Tel: +60 124 942 660 Email: pietro@helipartner.net

Heli Partner Price:

11,900,000 Euro

Year:

2004

S/N:

2600

Reg:

D-HDON

TTAF:

727.42

Location: Italy

APU: 96 hrs, Number of landings: 1218Avionics/Radios: Digital mapping system DMAP w/ NMD screen display, GPS CMA 3012 (Canadian Marconi), GPS FREEFLIGHT 2101 I/O "approach+" independent navigation system, FMS CMA 3000 (Canadian Marconi), Telephonics 1400C radar with NMD screen display, VHF 422 D Collins pilot, VHF 422 D Collins co-pilot, BAKER M 1060 Cabin sound system, ICS Team TB45 intercom system with 3 control units ref., 2618 in cockpit and one control unit ref. 1976 in cabin, TEAM BA 1920 intercom. Call Pietro Bulleri +60 124 942 660

Find an Aircraft Dealer

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

Business Aviation The World’s leading aircraft dealers and brokers - find one today avbuyer.com/dealers 152

WORLD AIRCRAFT SALES MAGAZINE – December 2012

www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Dec 21/11/2012 13:56 Page 8

Marketplace Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

World Aircraft Sales (USPS 014-911), November 2012, Vol 16, Issue No 11 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.

Next Issue copy deadline: Wednesday 12th December Advertiser’s Index 21st Century Jet Corporation ...............................154 ABACE-Asian Business Aviation ........................121 Action Aviation..........................................................101 AeroSmith/Penny ....................................................146 AIC Title Services....................................................109 Air 1st Aviation .........................................................123 Albinati .......................................................................145 AMSTAT .....................................................................131 Aradian Aviation ..........................................................97 Aviation Consultants ...............................................144 Avjet Corporation.................................................10-13 Avpro.......................................................................25-27 Bell Aviation...........................................................66-67 Blue Star Aviation ....................................................113 Boutsen Aviation..................................................80-81 Central Business Jets .............................................155 Charleston Aviation Partners ...................................75 Charlie Bravo Aviation...............................................23 Conklin & de Decker ...............................................123 Corporate Aircraft Photography...........................123 Corporate AirSearch Int’l ..............................103,143 Corporate Concepts...........................................82-83

Advertising Enquiries see Page 8

Dassault Falcon Jet Europe....................................2-3 Duncan Aviation..........................................................41 Eagle Aviation..............................................................35 Eagle Creek Aviation .................................................69 EMBRAER Pre-Flown ........................................38-39 European Helicopter Show ...................................125 ExecuJet Aviation........................................................99 Freestream Aircraft USA ....................................70-71 Gamit..........................................................................115 General Aviation Services ........................................37 Guardian Jet..........................................................31-33 Gulfstream Pre-Owned ......................................64-65 HAI HELI-EXPO ......................................................133 Heliasset.com ...........................................................137 IBA-Int’l Bureau of Aviation ...................................142 Int’l General Aviation-India Expo...........................135 Intellijet International .................................................6-7 J. Mesinger Corporate Jet Sales ......................19-21 Jet Affiliates International ..........................................73 JetBlack Aviation ........................................................61 JetBrokers ..............................................................76-77 Jetcraft Corporation......................................56-57,BC Jeteffect ........................................................................53

www.AvBuyer.com

JETNET ......................................................................117 John Hopkinson & Associates ........................29,141 Leading Edge Aviation Solutions............................49 Lektro..........................................................................115 MEBA-Mid East Business Aviation .....................119 Mente Group ...........................................................140 NBAA Corporate .....................................................129 New Jet International .................................................87 Northern Air......................................................138-139 O’Gara Aviation Company .......................................45 Par Avion ......................................................................52 PC Aviation ...........................................................54-55 Rolls-Royce..................................................................79 Southern Cross Aviation...........................................95 Survival Products.....................................................123 Tempus Jets.................................................................63 The Jet Business ....................................................FC,5 The Jet Collection.......................................................17 Tim Leacock Aircraft Sales ......................................59 VREF Aircraft Values ..............................................115 Wentworth & Affiliates...............................................91 Wright Brothers Aircraft Title...................................89

WORLD AIRCRAFT SALES MAGAZINE – December 2012

153

21st Century May 24/10/2012 11:01 Page 1

Copyright of Leor Yudelowitz

When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal Aviation Adminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. In addition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the worldâ&#x20AC;&#x2122;s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.

The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ December_CBJ November06 20/11/2012 16:24 Page 1

General Offices

Vienna Office

Mexico office

Minneapolis / St. Paul

Austria

Enrique A. Ortega Lapham

TEL: (952) 894-8559

TEL: +43 660 549 1099

TEL: +52.55.5211.1505

FAX: (952) 894-8569

FAX: +44 20 7900 2890

CELL: +52.55.3901.1055

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

EMAIL: erich@cbjets.com

E-MAIL: Enrique@CBJets.com

FALCON 50 RETROFITTED TO FALCON 50EX (SB280) S/N 171

FALCON 900B SN/65

MSP Gold on -40 Engines, Completely New Proline IV Avionics Package, 4C Heavy Check and Landing Gear OH 09/10

Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable US Ownership History

al g e D in nd Pe

al g e D in nd Pe

FALCON 900B SN/60

CITATION VII S/N 7048

Will be Delivered w/ Fresh 4C and Landing Gear OH, JSSI Engine Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable US Ownership History

Two Fortune 500, Midwestern, United States Owners Since New, Impeccable Maintenance by Both Factory Service Centers and in-house Factory Trained Personnel. Below Market Priced

CITATION VII S/N 7004

CITATION EXCEL S/N 5248

Two Fortune 500, Midwestern, United States Owners Since New, Impeccable Maintenance by Both Factory Service Centers and in-house Factory Trained Personnel. Below Market Priced

Power Advantage Engine Program, Pro-Parts Airframe Program and on Cescom Since New; Dual Universal UNS-1ESP FMS; Aircraft can be delivered anywhere in the world

2009 CHALLENGER 300 S/N 20264

1125 ASTRA SP S/N 49

1185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained to Part 135 Standards

3597.9 TT; Fresh C Check, new paint & refurbished interior by Astra Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMS w/ GPS, Increased Weight Mod

2008 HAWKER 900XP S/N 033

SIKORSKY 76B S/N 344

853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etcâ&#x20AC;Ś

Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon Air -conditioning

Aiming

Higher

for more than 50 years, there’s no such thing as cruising altitude.

Fifty years ago, a new way of handling aircraft transactions took off— the Jetcraft way. Seeing every customer as unique. Working harder on every deal. Building a global network of expert partners and sales pros.

Today, thanks to you, we’re one of the world’s top aircraft resellers.

But simply cruising on our success isn’t our style. For the next 50 years, you can bet we’ll treat each deal like our first. Because “Always Ascending” is still the only way we fly. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

Visit us at MEBA static display,

December 11-13, 2012

FEATURED INVENTORY

2002 Challenger 604 - SN 5546

Impeccably Maintained - Exceptionally Equipped Honeywell 36-150 APU - Recent 96 Month Inspection

2003 Gulfstream 550 - SN 5004

Most Aggressively Priced G550 in the World EASA/JAR-OPS 1 Certified - 14 Passenger Fwd Galley

WAS_12.2012_back cover_Aim Higher.indd 1

2006 Global XRS - SN 9181

Increased Max Take-Off Weight to 99,500 Operations at Airports with Max Weight Restrictions

2007 Challenger 300 2001 Challenger 604 2002 Challenger 604 2006 Challenger 604 2007 Challenger 605 2009 Challenger 605 2010 Challenger 605 2012 Challenger 605 2005 Citation CJ2 1987 Falcon 50

2010 Falcon 7X 2013 Global 5000 2013 Global 6000 2002 Global Express 2008 Global XRS 2010 Global XRS 1997 Gulfstream GIVSP 1988 Gulfstream IV 2000 Gulfstream V 2000 Hawker 800XP

2002 Gulfstream V - SN 674

Airframe on PlaneParts - APU on MSP - Engine on Condition 16 Passenger Fwd Galley Configuration

2000 Global Express - SN 9019

Upgraded XRS Style Interior with WiFi - Fresh 1C Inspection Airframe Enrolled on SmartParts Plus

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

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

When you keep

11/14/12 10:34 AM