World Aircraft Sales Magazine January 2014

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

PAGE

AIRBUS A318 . . . . . . . . . . 42, A318 Elite. . . . . . 52, 73, A319 . . . . . . . . . . 79, A320 VIP . . . . . . 140,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 17, 42, 58, 59, BBJ II . . . . . . . . . 17, BBJ 3. . . . . . . . . . 33, 59, Super727 VIP . . 59, 747 .. . . . . . . . . . . 59, MD-87. . . . . . . . . . 132, MD-DC-8-62 VIP. 58,

BOMBARDIER Global 5000 . . . . 7, 10, 37, 45, 51, 52, . . . . . . . . . . . . . . . 53, 71, 140, Global 6000 . . . . 140, Global Express . 10, 42, 43, 53, 55, . . . . . . . . . . . . . . . 58, 127, 140, Global Express XRS..10, 17, 32, 39, . . . . . . . . . . . . . . . 53, 140,

Challenger CRJ 200LR . . . . . 52, 300 . . . . . . . . . . . 7, 12, 32, 52, 122, 129, . . . . . . . . . . . . . . . 137, 140, 601 . . . . . . . . . . . 42, 601-1A . . . . . . . . 57, 601-3A . . . . . . . . 140, 604 . . . . . . . . . . . 12, 52, 61, 137, 140, 605 . . . . . . . . . . . 7, 18, 32, 79, 140, 850 . . . . . . . . . . . 52, 140, 850ER . . . . . . . . 140,

Learjet 31A . . . . . . . . . . . 45, 61, 35A . . . . . . . . . . . 48, 75, 85, 40 . . . . . . . . . . . . 79, 40XR . . . . . . . . . . 45, 120, 45 . . . . . . . . . . . . 14, 19, 85, 132, 45XR . . . . . . . . . . 51, 59, 61, 121, 60 . . . . . . . . . . . . 14, 30, 41, 43, 51, . . . . . . . . . . . . . . . 61, 85, 60SE . . . . . . . . . . 45, 60XR . . . . . . . . . . 14, 53, 61,

CESSNA Citation II. . . . . . . . . . . . . . 35, 44, 48, 137, IISP . . . . . . . . . . . 44, III . . . . . . . . . . . . . 44, 48, V. . . . . . . . . . . . . . 13, 44, X . . . . . . . . . . . . . 13, 61, XL . . . . . . . . . . . . 71, XLS . . . . . . . . . . . 12, 30, 48, 71, 124, . . . . . . . . . . . . . . . 135, XLS+ . . . . . . . . . . 12, 41,

AIRCRAFT

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CJ1+ . . . . . . . . . . 13, 41, 52, 71, CJ2. . . . . . . . . . . . 13, 35, 44, 59, 107 CJ2+ . . . . . . . . . . 13, 57, CJ3. . . . . . . . . . . . 13, 30, 57, 79, 107 . . . . . . . . . . . . . . . 132 CJ4. . . . . . . . . . . . 131, CJ525 . . . . . . . . . 93, 130, Bravo . . . . . . . . . 30, 44, 47, 85, Encore . . . . . . . . 13, 47, 79, Encore+ . . . . . . . 44, Excel . . . . . . . . . . 137, Jet . . . . . . . . . . . . 12, 134, Mustang . . . . . . . 13, 44, 79, Sovereign. . . . . . 12, 30, 51, 57, 59, 71, . . . . . . . . . . . . . . . 124, T206H StationAir .35, Ultra . . . . . . . . . . 13, 119,

Conquest I . . . . . . . . . . . . . . 35, II. . . . . . . . . . . . . . 49,

EMBRAER Legacy 500 . . . . 140, Legacy 600 . . . . 43, 132, 140, Lineage 1000. . . 42, 43, Phenom 100 . . . 85,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 35,

FALCON JET 7X . . . . . . . . . . . . 11, 32, 51, 79, 132, . . . . . . . . . . . . . . . 137, 138, 10 . . . . . . . . . . . . 45, 20-5BR-2C . . . . . 75, 20F . . . . . . . . . . . 137, 50 . . . . . . . . . . . . 12, 51, 57, 137, 138, 50-4. . . . . . . . . . . 138, 50EX . . . . . . . . . . 11, 48, 138, 900B . . . . . . . . . . 11, 37, 41, 59, 61, . . . . . . . . . . . . . . . 79, 138, 139, 900C . . . . . . . . . . 22, 138, 139, 900DX . . . . . . . . . 3, 140, 900EX . . . . . . . . . 3, 18, 52, 107 125, . . . . . . . . . . . . . . . 138, 139 900EX EASy . . . 3, 138, 139, 900LX . . . . . . . . . 3, 11, 32, 2000 . . . . . . . . . . 3, 11, 18, 23, 44, 51, . . . . . . . . . . . . . . . 52, 59, 2000EX . . . . . . . 123, 2000EXEASy . . 140,

GULFSTREAM IISP . . . . . . . . . . . 137, IV . . . . . . . . . . . . . 11, 30, IVSP . . . . . . . . . . 10, 11, 24, 30, 37, 43, . . . . . . . . . . . . . . . 53, 59, 61, 128, 140, V. . . . . . . . . . . . . . 10, 25, 61, 139, 100 . . . . . . . . . . . 71, 150 . . . . . . . . . . . 24, 32, 39, 71, 75,

AIRCRAFT

PAGE

200 . . . . . . . . . . . 7, 24, 32, 85, 139, 450 . . . . . . . . . . . 10, 18, 25, 37, 57, 58, . . . . . . . . . . . . . . . 71, 140, 500 . . . . . . . . . . . 25, 550 . . . . . . . . . . . 7, 25, 32, 41, 59, 61, . . . . . . . . . . . . . . . 71, 140,

HAWKER BEECHCRAFT Beechcraft 400 . . . . . . . . . . . 44, 400A . . . . . . . . . . 14, 44, 47, 137, Premier 1 . . . . . . 47, 61, Premier 1A. . . . . 85,

King Air 300 . . . . . . . . . . . 135, 350 . . . . . . . . . . . 39, 45, 49, 71, 79, . . . . . . . . . . . . . . . 126, B100 . . . . . . . . . . 49, B200 . . . . . . . . . . 47, 49, 71, C90 . . . . . . . . . . . 44, 71, C90B . . . . . . . . . . 41, F90 . . . . . . . . . . . 73,

Hawker 400XP . . . . . . . . . 61, 4000 . . . . . . . . . . 14, 61, 85, 800A . . . . . . . . . . 14, 19, 39, 45, 47, . . . . . . . . . . . . . . . 48, 133, 800XP . . . . . . . . . 7, 14, 30, 44, 61, 71, . . . . . . . . . . . . . . . 137, 800XPi . . . . . . . . 133, 850XP . . . . . . . . . 71, 900XP . . . . . . . . . 14, 71, 79, 85, 135, 1000B . . . . . . . . . 140,

01.14 AIRCRAFT

PAGE

TBM 850. . . . . . . 93, 134,

HELICOPTERS AGUSTAWESTLAND A109 A . . . . . . . . 14, 65, A109 E . . . . . . . . 30, A109 E Power . . 15, 41, 65, A109S. . . . . . . . . 19, A109S Grand. . . 15, 65, Koala. . . . . . . . . . 71, A119 KE . . . . . . . 79,

BELL 206L4 . . . . . . . . . 133, 212 . . . . . . . . . . . 133, 230 . . . . . . . . . . . 79, 407 . . . . . . . . . . . 15, 61, 65, 429 . . . . . . . . . . . 15, 65, 430 . . . . . . . . . . . 15, 65, 412EMS . . . . . . . 133,

EUROCOPTER AS 350 B3 . . . . . 79, AS 355 N . . . . . . 79, AS 365 N2 . . . . . 65, AS 365 N3 . . . . . 15, 65, 140, BK 117C1. . . . . . 79, EC120B . . . . . . . 134, EC 130 B4 . . . . . 41, EC 135 P1 . . . . . 15, 65, EC 135 P2+ . . . . 71, EC 135 T2 . . . . . 15, 65,

MCDONNELL DOUGLAS

IAI Astra 1125 . . . . . 55, 57, Astra SPX. . . . . . 39, 57, 107

PIAGGIO II. . . . . . . . . . . . . . 137, Avanti . . . . . . . . . 5, Avanti II . . . . . . . 85,

PILATUS PC12-45 . . . . . . . 49,

PIPER Cheyenne II . . . . 79, Cheyenne IIXL . 44, 93, Meridian . . . . . . . 49, Seneca V. . . . . . 79,

MD 600N . . . . . . 71, 134,

SIKORSKY S76C+. . . . . . . . . 125, S-76C++ . . . . . . 19, S-92 . . . . . . . . . . 15, 65,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 29, 63, Aircraft Perf & Specs . . . . . 101, 105, . . . . . . . . . . . . . . . . . . . . . . . . 136, Aircraft Title/Registry . . . . 89, 95, Avionics . . . . . . . . . . . . . . . . 27 Ground Handling . . . . . . . . 101, Photography . . . . . . . . . . . . 136

SABRELINER 65 . . . . . . . . . . . . 44,

SOCATA TBM 700A . . . . . 93, TBM 700B . . . . . 45, TBM 700C2 . . . . 93,

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

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The Jet Collection December_Layout 1 19/11/2013 12:36 Page 1

thejetcollection.com

2002 Piaggio Avanti Serial Number 1062 | Registration N962JC

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CORPORA CORPORATE AT TE OFFICE W.. Hubbar Hubbard 1455 W d St. Chicago, IL 60642 USA 312.226.8541 SpeciямБcations and/or description descriptionss are are pr provided ovided as intr introductory oductory information. The They ey do not constitute representations representations or warranties warranties of The Jet Collection. Y You ou should rrely ely on you your ur own inspection of the air aircraft. craft.

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World Aircraft Sales EDITORIAL

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Deputy Editor (London Office) Matthew Harris 1- 800 620 8801 editorial@avbuyer.com Editor - Boardroom Guide J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com

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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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WORLD AIRCRAFT SALES MAGAZINE – January 2014

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

Panel Jan14 18/12/2013 10:54 Page 2

Contents

Volume 18, Issue 1 – January 2014

Featured Articles Business Aviation and the Boardroom 20

Colgan Air 3407: Accidents involving professional crews are rare, but deserve a careful look by those responsible for the safety of a company’s flight department.

26

Avoid Emergency Response Confusion: Assuming that a Business Continuity Plan is sufficient when dealing with emergencies may leave you in unnecessary peril.

34

Just Like the Rest of Your Enterprise: Corporations are well advised to manage and measure their BizAv assets as they would other essential elements of their enterprise.

40

And The Answer Is…: Does strategic planning assist a potential buyer

20

40

develop perspectives that will be needed when it comes time to actually buy a business jet? We discuss within.

50

Tax – When Depreciation Begins: What constitutes placing an aircraft “In Service” for tax purposes? Just taking a business flight at the end of tax year may not be enough…

56

Managing Insurance Expectations: Rational expectations at the beginning of the claim can go a long way toward understanding the process of aviation insurance.

62

Large Cabin Jet Value: A look at the benefits of Large Cabin jets, and a listing of values for the models built over the last 20 years.

74 Main Features 68

Flight Dept. Management Skills – Planning Techniques: Jack Olcott discusses techniques for planning that are critical to the success of a Flight Department manager.

70

Flight Dept. Management Skills – The Anatomy of a Team: Understanding the winning team formula, and how to get the best from it is key to the successful manager.

74

Aircraft Comparative Analysis – Citation Bravo: How does the performance of the Citation Bravo stand up against the Hawker 400XP?

90

Dealers, Brokers & the Year 2014: Dave Higdon speaks to a selection of Dealers and Brokers on the prospects for the pre-owned business aircraft market this year.

Regular Features 16 80 86 88 94 108 113

Viewpoint Aircraft Performance & Specifications Pre-Owned Aircraft Sales Trends Aviation Leadership Roundtable Wichita Insider BizAv Round-Up Market Indicators

96

Middle East Travel Alert: If your travel plans for 2014 include Dubai, you should know about the 80-day closure of Dubai Int’l Airport and the alternatives available.

98

Safety Matters – Staying Alert: Cockpit fatigue can creep-up undetected. It’s important to understand this potential killer and know how to defeat it.

102

Fuel & Savings Strategies: There can be some ingenious ways of cutting your fuel bills if you take the time to plan trips ahead. We outline some of these within…

Next Month’s Issue

106

Singapore Airshow 2014: A preview of February’s Singapore Airshow

Business Aviation and the Boardroom Isolation’s Approach (Cabin Comms) Aircraft Comparative Analysis (Robinson R66)

scheduled to take place at Changi Exhibition Centre.

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Gil WolinJan14_Gil WolinNov06 17/12/2013 10:29 Page 1

VIEWPOINT

It’s A Clean Machine... ...so don’t take its maintenance needs lightly!

by Gil Wolin he gleaming black surface reminded me of polished obsidian, reflecting my curious look as the sales manager detailed the many advantages of a glassceramic cooktop. I was accustomed to seeing gas burners, or at least the concentric rings of an electric coil – not the unbroken surface of this newer technology appliance.

The lustrous top matched the glossy translucent black oven door – that, coupled with the programmable self-cleaning features, closed the deal. And yes, the cooktop performed as advertised, but with a catch: it requires different – and more intensive – maintenance. While the old stove required only a daily cleaning, this one needs attention after every use. And not only a quick wipe, but a vigorous scrub, as only an unblemished surface provides the advertised even cooking temperatures.

Improved performance usually comes at a price, whether in the kitchen, the cabin, or the cockpit. In maintenance, that price usually includes increased regular attention to detail – something that only a dedicated maintenance technician can provide. But that message seems to be lost on many of today’s business jet buyers, even the experienced ones.

Like higher-performing stoves, business jets need a daily review and performance of hands-on maintenance, not only to preserve near-100% dispatch reliability, but also to control operating costs. And whether it’s due to innocence, ignorance, misinformation, or simply a tight-fisted approach to aircraft ownership, too many of today’s owners are choosing not to employ a full-time maintenance technician. In their effort to avoid the fixed-costs associated with a full-time, dedicated employee, those owners are unwittingly driving up their variable cost of maintenance – and thereby reducing their aircraft’s dispatch reliability.

Rather than employ a dedicated technician, those owners might choose to assign maintenance oversight and associated training to the first officer. In those cases, at least someone is monitoring the aircraft day in, day out. But too many owners fail to make even that

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

investment, and rely on performing only the required scheduled maintenance events at a service center. They believe that will be enough to suss out potential problems and keep costs down, only to discover how wrong they are when the aircraft pulls up lame in East Overshoe, far away from parts, tooling and skilled technicians.

This trend has been noted by many OEMs, who report a recent spike in maintenance service center “hot line” calls from pilots whose aircraft are grounded at less-experienced or non-authorized maintenance facilities – calls that for some OEMs now number in the tens of thousands monthly. As one service executive observed, “Because it’s our logo on the aircraft, in the owner’s eyes we own his maintenance problem – regardless of aircraft vintage, or whether or not he’s followed the recommended or required maintenance program – or even the accepted ‘best practices’”.

Are aircraft today less reliable than in previous years? No, it’s simply that, in too many cases, particularly among first-timers, owners have no dedicated technician meeting the aircraft when it returns home; reviewing any maintenance issues encountered during the previous trip; and tending to them before the next launch. Those are the aircraft that find themselves limping home, or ferrying to the nearest authorized maintenance facility, for unscheduled repairs and – with any luck – a return to service in time to meet the owner’s next required trip. (And that assumes there’s an authorized service center proximate either to the aircraft’s next destination or to the departure airport.)

That becomes problematic for today’s longrange, large cabin jets flying regular trips to previously-remote corners of the world.

It takes a full-time, experienced technician to understand fully the short- and long-term implications of a blinking yellow light: on operating costs as well as dispatch reliability.

Perhaps it’s the current economy that makes owners reluctant to employ full-time technicians, which is curious in light of the millions invested in the aircraft at acquisition as well as the seven-figure annual operating budgets for www.AvBuyer.com

most large-cabin business jets…

On the preowned side, it seems that some brokers and consultants are hesitant to include a full-time mechanic in the aircraft’s proposed operating budget, for fear it will squelch the deal. Indeed, many aircraft management companies offer reduced maintenance budgets to their clients by using one maintenance supervisor to oversee multiple aircraft.

While this economy of scale might appeal to the first-time buyer, experience shows that exactly the opposite is true – the OEM’s cost to provide 24/7 on-call maintenance support is proportional to the number of calls for remote support they receive. That expense is then built into both the purchase price as well as into any hourly cost maintenance programs.

Companies operate business aircraft to save time. Saving time requires near 100% dispatch reliability, something available only with a dedicated, full-time maintenance technician. Keeping these multi-million dollar business assets performing to an owner’s expectation is not a part-time job. We do owners – and our industry – a disservice by advocating anything else. ❯ Gil Wolin draws on 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.

He can be contacted at gil@wolinaviation.com or www.wolinaviation.com Aircraft Index see Page 4

1 Freestream January 18/12/2013 16:42 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS 2013 Boeing BBJ II S/N: 39899. Reg: VP-BBW • Total Time: 19:45 hours / Landings: 13 • Exclusive Marc Newson Designed Interior • 19 Passenger • Aft VIP section featuring private bedroom/master lavatory

Boeing BBJ/28579

Boeing BBJ/29273

• Airshow/Network-Fax/Satcom/SBB • Wi Fi/Live TV/Landscape Camera • PATS 6-Tank Auxiliary Fuel System

Boeing BBJ S/N: 36714. Reg: VP-BFT • Make Offer • 18 Passenger - Andrew Winch Interior Design • Full Factory Warranties

Boeing BBJ/36714

• Very lowBoeing hours BBJ/30076 • Pats 6 tank Configuration (5 aft 1 fwd) • Aft state room with private lavatory and shower • Airshow Network • Five external cameras

Boeing BBJ S/N: 34303. Reg: VQ-BBS • US$25,950,000

Global XRS/9195

Gulfstream G550/5025 • Total Time: 34,534 / Landings: 3680 • 44 Passenger • 1 Forward & 2 Aft Lavatories • Range: 5200nm • PATS 7-Tank Auxiliary Fuel System • Recent C Check complied with June 2013 • Interior refurbishment in progress at AMAC Basel

GlobalGulfstream XRS S/N: 9195.

N4T G450 2QReg: 2012

Gulfstream GV/512

• US$26,950,000 • Total Time: 3213 hrs / Landings: 1052 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550) • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

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2 Freestream January 18/12/2013 16:43 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS 2007 Gulfstream 450 • Make Offer • TTAF: 2480 / Landings: 881 • On JSSI Tip to Tail Maintenance Program • Airshow 4000 System • Honeywell AIS-2000 Direct TV

Boeing BBJ/28579

Boeing BBJ/29273 • Honeywell High-speed data system • Securaplane 500 Aircraft security system • 14 Passenger Interior with Forward Galley

Challenger 605 S/N: 5704. Reg: M-FBVZ • Make Offer • Total Time: 1616 Hours • Total Cycles: 993

Boeing BBJ/30076 • Proline 21

Boeing BBJ/36714

• Collins SRT 2100 Inmarsat SATCOM • Airshow 410 • 10 passenger

Falcon 900EX S/N: 87. Reg: OE-IMI Global XRS/9195

• Make Offer

Gulfstream G550/5025 • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP • Avionics on Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Gulfstream 2012 Falcon 2000G450 S/N: 2Q 1. Reg: G-YUMN

Gulfstream GV/512

• US$4,950,000 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold • B-RNAV/RVSM/RNP10/RNP5 Compliant • Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007 • Elegant 10 Passenger Fireblocked Interior

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

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3 Freestream January 18/12/2013 16:46 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Hawker 800A S/N: 258234. Reg: N65CE • Lowest Time Hawker on Market • Total Time: 4926 / Landings 2595 • Engines on MSP Gold • 48 Month c/w August 2012 • Aircess Axxess two handset system • Cabin high altitude modification Boeing BBJ/29273 • Airshow 410 • 2010 Nine Passenger Interior • 2011 Paint

Boeing BBJ/28579

Lear 45 S/N: 167. Reg: G-GMAA • Make Offer • Total Time: 5905 hours / Landings 4801 • Engines on MSP Gold / APU on MSP

Boeing BBJ/36714

Boeing • Smart Parts PlusBBJ/30076 • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS

• 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

Sikorsky S-76C++ Global XRS/9195

S/N: 760757. Reg: B-7336 Gulfstream G550/5025 • Make Offer • Low Time • Single Pilot IFR Equipped • EGPWS • CVR • Pop-out Float

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BG 1 Jan14_FinanceSept 18/12/2013 09:26 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Colgan Air 3407 What can a Board learn from a tragedy.

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

Aircraft accidents involving professional crews are rare, but each deserves a careful look by those responsible for the safety of a company’s flight department, asserts Jack Olcott. early five years have passed since Colgan Air Flight 3407, a deHavilland Dash 8-400 twin-engine turboprop aircraft on a scheduled flight from Newark Liberty International Airport to Buffalo, NY, crashed during the final phase of its nighttime approach to landing. Recently, however, additional information about the accident became available as the result of a law suit demanding that a private study for the commuter airline be made public. Previously, the NTSB conducted several days of hearing on the tragedy, which claimed the lives of all 49 people onboard the aircraft and one person on the ground.

Nothing about the aircraft or the weather conditions were deemed suspicious. According to safety experts from the National Transportation

N

Safety Board (NTSB), the aircraft was capable of coping with the light-to-moderate icing that existed at the time of its approach, which was about 10pm. Until just moments before the twin-turboprop diverged from controlled flight as the result of slowing to its stall speed, all conditions were normal.

CREW BEHAVIOR Significant, however, was the conduct of the crew—a 47-year-old captain and his 24-year-old co-pilot. Both aviators resided many miles from KEWR. The captain had flown from his home in Florida to Newark the previous evening, and he logged onto a computer at 3am the morning of the flight. Like his co-pilot, who commuted to Flight 3407 the day prior to the trip from her home in Seattle, WA, he was known to

“Significant, however, was the conduct of the crew—a 47-year-old captain and his 24-year-old co-pilot.”

20

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 Jan14_FinanceSept 17/12/2013 10:44 Page 2

What the Boardroom needs to know about Business Aviation

have used the crew lounge at KEWR for overnight stays, which was contrary to company policy but apparently not rigidly enforced.

En-route from Newark to Buffalo and during the approach to landing, the two pilots engaged in considerable conversation not directly associated with the flight; so much so that the NTSB felt their performance as a crew was compromised. The Safety Board asserted that the non-professional conversation delayed the completion of approach check lists and violated the requirement for a ‘sterile cockpit’ below 10,000 feet of altitude. [‘Sterile cockpit’ is the term used to denote no conversations or actions below the height of 10,000 feet unrelated to the takeoff, departure, approach and landing sequence.]

In essence, the Board claimed the captain failed to effectively manage the flight and allowed a cockpit environment that impeded timely error detection.

In accordance with established procedures for the weather conditions that were present that night in Buffalo, the captain set the aircraft’s reference speed switch for an approach and landing in icing conditions. His co-pilot, however, obtained approach and landing speeds for non-icing conditions and apparently transmitted that information to her captain. The mismatch in approach references resulted in a landing speed that was 13 knots lower than the speed at which the pilot would receive a physical warning of being too slow.

As a result of what the Safety Board suggested was a breakdown in monitoring the flight and maintaining situational awareness, the crew was startled when the autopilot disengaged and the aircraft gyrated in roll and pitch as a consequence of slowing to its stall speed.

The automatic stall warning system activated a nose-down movement of the control column three times - yet the captain failed to input the appropriate control action to recover. In fact, the Board noted that his actions exacerbated the aircraft’s stall condition and prevented the potential recovery. The copilot’s action also did nothing to improve the chance of recovery. The twin turboprop rolled onto Advertising Enquiries see Page 8

its back and crashed out of control from an altitude of about 1,000 feet.

PROBABLE CAUSE There was no specific reason given for why the captain and his co-pilot missed important cues that the aircraft was not properly configured for the approach and that it was approaching a stall.

Fatigue was considered a factor, as well it should considering the lack of quality rest each pilot had before they entered the cockpit. The Board stated that the pilots’ performance was likely impaired because of fatigue, but the extent of their impairment and the degree to which it contributed to the performance deficiencies that occurred during the flight could not be conclusively determined.

The Board also noted that the captain had several failed check rides during his career and that, in its assessment, had not established a good foundation of attitude instrument flying skills during initial training. The Board added that the crew’s employer did not proactively address those issues.

“Company flight departments are able to establish rules and procedures that exceed government standards, such as protocols related to rest practices before and after flights.”

THE MESSAGE FOR BOARDS Although exceedingly rare, aircraft accidents do happen. Certainly the Airlines, like Business Aviation, pay considerable attention to prevention, such as the need for in-depth screening of potential new hires and active personnel. Initial and recurrent training are also part of the safety culture of professional aviation.

Company flight departments are able to establish rules and procedures that exceed government standards, such as protocols related to rest practices before and after flights. Boards of Directors must apply that unique capability to assure a robust culture of safety.

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 26

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2014

21

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Project1_Layout 1 06/01/2014 11:29 Page 1

BG 2 Jan14_FinanceSept 17/12/2013 10:49 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Avoid Emergency Response Confusion.

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.

Do you understand the need for a specific BizAv ERP? Assuming that a Business Continuity Plan is sufficient when dealing with emergencies may leave your company, your people and your brand in unnecessary peril, says Pete Agur.

W

hen clients are asked if they have an Emergency Response Plan (ERP), the answer is almost uniformly, “Yes”. As I probe, I frequently find their ERP is

“ In any of these events, the three core competencies (taking care of the people, managing the information, and supporting the recovery and investigations) of an effective Business Aviation ERP can be applied to the great benefit of all.”

26

WORLD AIRCRAFT SALES MAGAZINE – January 2014

focused on Business Continuity. This is especially true when the company’s core business has little physical risk.

As you know, a Business Continuity Plan (BCP) protects the functionality of your business. But, a Business Continuity Plan is not the platform for responding to a Business Aviation event...or any of a myriad of other incidents that threaten your people and your brand. That is why having a specifically developed Business Aviation ERP is a great asset for the entire enterprise. An effective Business Aviation ERP addresses three specific arenas: 1. Taking care of the people.

2. Managing the information.

3. Supporting the recovery and investigations.

Over the past 20+ years, our firm has worked with over 600 companies in the development of their aviation-related emergency response capabilities. Thankfully, I can count on one hand how often those plans have been applied for a flying event. But, the processes, systems and training those companies developed for their aviation ERP have been used hundreds of times for other reasons (such as natural disasters, fires, automobile and motorcycle accidents, death in the workplace by natural causes and violence in the workplace). In any of these events, the three core competencies (taking care of the people, managing the information, and supporting the recovery and investigations) of an effective Business Aviation ERP can be U applied to the great benefit of all.

www.AvBuyer.com

Aircraft Index see Page 4

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BG 2 Jan14_FinanceSept 17/12/2013 10:49 Page 2

What the Boardroom needs to know about Business Aviation EXERCISING FULL CARE As a Board Member, simply declaring the need for an aviation ERP is not enough. In fact, doing only that may set the process up for failure. As important as it is, the Business Continuity Plan is usually “owned” by mid-level folks. But, an aviation ERP must be “owned” by a consortium of: • Senior management to provide strategic guidance, policy implementation and the authority of the corporation to effectively address the HR and communications issues; • The aviation services team to support the technical and investigative responses; and • The BCP team to leverage their systems, processes and resources in support of the aviation ERP itself.

WOULD YOU HIT THE GROUND RUNNING IF YOUR ERP WAS REQUIRED TOMORROW?

UNNECESSARY ERP POLITICS The goal of a rapid development of an aviation ERP is a motherhood and apple pie objective. Everyone will gladly embrace it in a team effort, right?

Unfortunately, personal considerations, political issues and administrative barriers can abound.

On the personal and political fronts, every company has territories with boundaries. For instance, we have seen the BCP managers demand ERP responsibility for a variety of reasons. Elsewhere, ambitious managers seized control of the ERP with the best of intentions, or so it seems. In either case, mid-level managers do not have the authority and rarely the perspective needed to guide an aviation ERP’s development.

Administratively, positioning the responsibility for aviation ERP development with a middle manager practically guarantees its delay. After all, a mid-manager must cajole collaboration from peers who are juggling numerous other priorities. By placing the development of the aviation ERP with a senior executive demonstrates the priority of the effort.

The executive to whom aviation reports is an excellent candidate as long as he/she is not the CEO. The CEO does not have the time to support the process.

Nevertheless, asking a senior executive to “reinvent the wheel” is not likely to be received with much enthusiasm. So, make the process easier: 1. Give him/her a template of a proven ERP process and document as a jump start.

The ERP document and processes are a chicken-egg opportunity. The “Easy Button” is to begin with a comprehensive template. Then modify it to your culture, organization and operations. You can push that “Easy Button” by asking me for a copy of our proprietary ERP template. It is free. Just contact me at pagur@vanallen.com.

2. Educate participants about their roles and the ERP’s processes.

Give them a common understanding of the context and issues involved in conducting an effective aviation ERP. The common three-step perspective mentioned at the beginning of this article streamlines the ERP development

28

WORLD AIRCRAFT SALES MAGAZINE – January 2014

process. The Flight Safety Foundation and the National Business Aviation Association host public workshops each spring and fall, respectively. VanAllen conducts in-house workshops.

3. Practice, practice, practice.

The time to become competent to fight fires is not after the fire has broken out. Develop your organization’s ERP competence in three stages, and you will truly be ready when the bell rings: A Start with a tabletop walkthrough.

Progress through the ERP checklist to troubleshoot the process. Confirm resources are in place, and educate the team on the big picture and their roles.

Then, amend your ERP based on the discoveries from the tabletop session. Repeat, if necessary. Then, B. Exercise. The ERP exercise is also a developmental part of the process. Conduct an off-the-clock “classroom” exercise based on a likely scenario. At each critical juncture, probe variables and issues. Amend your ERP based on the discoveries from the exercise. Repeat, if necessary. Then, C. Simulate. Keep the first one in a “class room” and off the clock to keep the pressure down and the learning up. If it goes well, graduate to a real-time simulation. Learn, adapt and repeat as necessary.

An aviation ERP simulation should be conducted annually to keep everyone fresh and introduce new members to the team and processes.

By following these steps your organization will have an Emergency Response Plan you can rely upon to support your company, your people and your brand.

“The goal of a rapid development of an aviation ERP is a motherhood and apple pie objective.”

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

Rolls Royce November_Layout 1 22/10/2013 10:27 Page 1

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F E A T U R E D

I N V E N T O R Y

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1989 CITAT LEARJET 1998 CITATION TA ATION31ER B BRAVO RAV AVO

2007 CITATION CIT TAT TION XLS

2009 CIT CITATION TAT TION SOV SOVEREIGN VEREIGN

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S/N 525B-0195

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1996 LEARJE T 60 LEARJET

2007 CIT TAT TION C J3 CITATION CJ3

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BG 3 Jan14_FinanceSept 17/12/2013 10:53 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Just like the rest of your Enterprise.

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

The importance of structuring the flight department as a business unit.

Corporations are well advised to manage and measure their Business Aviation assets as they would other essential elements of their enterprise, asserts David Wyndham. y enabling executives and specialists to use their time productively, Business Aviation can play an important role in the success of the corporation. Unfortunately, not all employees and shareholders appreciate just how important business aircraft can be to company profitability.

Aircraft and the employees who pilot and maintain them are based at an airport and therefore are geographically separated from the vast majority of the company.

Even an executive

B

helicopter seems remote sitting on the helipad at the corporate headquarters. Unlike other essential services such as Legal or Human Resources, the aviation department can easily be perceived as a separate entity rather than an important part of the corporation.

Corporations cannot function effectively without business units that reside within the corporate structure and are integrated within the daily functioning of the enterprise. Such organizational form is seen as fundamental and supportive of the mission.

A client of ours in the natural resources industry uses Business Aviation to travel between its remote operating locations, thereby saving countless hours of travel for senior leadership. Facing low prices for a primary raw material that it mines, the company is examining ways to cut costs.

One area of concern to the Board of Directors was how the business aircraft is perceived by the employees. Among the leadership and the Board, the aircraft is seen as a valued business productivity tool. But among the employees, some may see it as an executive perk, in part because the aviation department is managed as an ancillary function by a senior vice president. It is not seen as part of the company’s core structure.

US VS. THEM DON’T LEAVE THE FLIGHT DEPARTMENT OUT IN THE COLD

34

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

When aviation is seen as "them" and the rest of the company as "us”, it is easy to dismiss “them” as a perk or toy. If aviation is seen as an essential function in support of the corporation's goals, along the lines of HR, Legal and IT, the perception of aviation within U continued on page 38 Aircraft Index see Page 4

Eagle January 18/12/2013 10:08 Page 1

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BG 3 Jan14_FinanceSept 18/12/2013 09:28 Page 2

What the Boardroom needs to know about Business Aviation

the company is very different.

Aviation should be treated as a Strategic Business Unit (SBU). While difficult to manage as a profit center that focuses on product offerings with traditional profit goals, the aviation department is a Supporting Business Unit. Rather than generating profits for a specific market segment, it serves in a supporting role, enabling the professionals to be focused on their areas of specialization.

The aviation department needs to be structured along the same management lines as the other business units within a company, with clearly defined goals that support the overall corporate mission. It needs to have reporting appropriate to the department’s mission of providing safe, effective and efficient air transportation.

For example, if the aircraft is used for C-level executive transport, then the department’s management should be directly connected to those persons, not attached elsewhere within the corporation as an afterthought.

I have seen several examples where the corporate aircraft is part of HR or Legal, although no one from those departments ever uses the aircraft. This organizational structure makes it hard for HR to determine whether the aviation department is doing a good job, as they are not a stakeholder in the process.

ENLIGHTENED MANAGEMENT The entity that oversees the aviation function should have the following functions: • • •

38

Developing and maintaining the aircraft use policy; Scheduling the aircraft for the passengers, with oversight of the process; Internal accounting and billing for the use of the aircraft;

WORLD AIRCRAFT SALES MAGAZINE – January 2014

•

•

Developing and tracking performance metrics appropriate for the mission of the aviation department; Oversight and reporting for the aviation function.

Whatever entity manages the aviation function, it should have an understanding of the aviation mission and appreciate aviation's role in the execution of the corporate mission. It should also have a stake in the success of the aviation function. If the aviation department is a stepchild to its reporting parent, the nature of that relationship places those personnel responsible for providing aviation services in a difficult position.

The aviation department needs to have routine and direct contact with its reporting-manager. For larger organizations, we recommend that the aviation manager have an office "downtown" as that is where the department’s users reside. For Business Aviation operations involving multiple aircraft, day-to-day duties usually constitute a level of activity that demands full-time management rather than a dual assignment of pilot and manager.

In addition to typical budgets and reports of hours or passengers flown, the aviation department needs to be held to standards and performance metrics similar to other vital support functions. There needs to be a clearly defined, direct link between aviation and the department’s primary users if service levels are to be maintained and the mission of the corporation is to be efficiently served.

As we progress in this series of articles, I'll explore ways the aviation function can be a strong, supporting member of the corporate structure.

“For example, if the aircraft is used for C-level executive transport, then the department’s management should be directly connected to those persons, not attached elsewhere within the corporation...”

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

J Hopkinson 1 January 17/12/2013 16:18 Page 1

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Astra SPX SN 117, 3182 AFTT, Collins Proline IV, Color Weather Radar, TCAS II/w change 7, Airshow 400

King Air 350 Engines 1300/46 TSO, Props 726/726 TSN, EGPWS, TCAS II, CVR, 3 interiors Corporate, Medevac and Commuter

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

BG4 Jan14_FinanceSept 17/12/2013 10:59 Page 1

BUSINESS AVIATION AND THE BOARDROOM

And The Answer is... ...A Resounding ‘Yes!’ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales.

Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and is a member of EBAA and the Colorado Airport Business Association. Contact him via Jay@jetsales.com.

“Does strategic planning assist a potential buyer to develop perspectives that will be needed when it comes time to affect a transaction involving business aircraft?”

Jay Mesinger discusses... afe, effective and efficient transportation of personnel is an essential element of running a successful enterprise. Thus it is critical to look closely at business needs, mission profile, business competition, current market conditions and future plans for expansion when considering an acquisition, a replacement or a divestiture of a business aircraft.

(Strategic decisions affecting Business Aviation also include

S

“So, as a Board Member, how do you vote with respect to entering a marketplace whose bottom is not yet clearly defined?”

charter, card programs, fractional ownership and dry lease situations.) Independent of the delivery system, business aircraft give the user the advantages of private air transportation.

We have spoken often about the challenges of when to enter into aircraft ownership or other forms of Business Aviation during uncertain times.

The latest aviation transaction guides report a 26th consecutive quarter of declining aircraft sales. What should a governance body do with this information? Might it keep a company from entering this marketplace? Might it at least delay the entry point?

Transactional activity has picked up in spite of the pricing trends, and this fact is significant. So far that increase has only slowed, not stopped the downward trend in pricing. How should a Board interpret this imbalance? The answer is clear.

There is still too much inventory remaining unsold regardless of the increase in activity.

Such news is actually more good than bad, because in the very recent past activity remained slow and prices were still falling. Now the marketplace is experiencing increased demand. So, as a Board Member, how do you vote with respect to entering a marketplace whose bottom is not yet clearly defined?

I recommend focusing on the side of need. If the company can put a business aircraft to work and its benefits are clear, the few points remaining in downward pricing will easily be overcome by having access to this powerful tool sooner, rather than later.

PLANNING

DOES YOUR ‘NEED’ GIVE YOU A GREEN LIGHT THAT THE TIME IS RIGHT TO BUY?

40

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Internal drivers within the company should be watched closely. Develop a metric that can be adjusted regularly and can be applied to track missed sales or service opportunities that could have been accomplished had you had the ability U continued on page 46 Aircraft Index see Page 4

Charlie Bravo January_Layout 1 16/12/2013 15:07 Page 1

Avjet multi January_Layout 1 19/12/2013 10:21 Page 1

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

2009 Airbus A318 S/N 3985

1999 BBJ S/N 29149

2008 Lineage 1000 S/N 19000140

2001 BBJ S/N 32774

1989 Challenger 601-3A S/N 5045

2000 Global Express S/N 9010

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

Avjet multi January_Layout 1 19/12/2013 10:22 Page 2

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

2010 Lineage S/N 19000261

1999 Learjet 60 S/N 172

2001 Gulfstream GIVSP S/N 1462

2002 Learjet 60 S/N 245

1999 Global Express S/N 9031

2009 Legacy 600 S/N 1451089

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

JetBrokers January 18/12/2013 10:02 Page 1

2008 Citation Encore+, S/N 560-0798, 511 TT, Power Adv Plus, Pro Parts, XM Wx, Collins FMS-3000 w/ WAAS, Single Pt. Refueling, Like New!, Asking $5,750,000.00

2005 Hawker 400XP, S/N RK-411, 731 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,495,000.00

2000 Citation Bravo, S/N 550B-0935, 4548 TT, On Power Adv, Pro Parts, TCAS II, Mk-VII EGPWS, EU-Ops, Phase 1-5 c/w 11/12, Price Reduced to $1,950,000.00

1991 Citation V, S/N 560-0112, 6824TT, 3186 SMOH, 5-Tube EFIS, Freon Air GNS-XLS, Price Reduced to $950,000.00 – Make Offer!

1999 Citation Bravo, S/N 550B-0871, 1890 TT, Garmin GTN750/650, TCAS 2, New Paint & Interior, Current 135, Wifi, Available for Long-Term Lease!

2011 Citation Mustang, S/N 510-0391, 362 TT, Chartview, Sat Phone, Current 135 – Available for Long-Term Lease!

1981 Citation II, S/N 550-0295, 8505 TT, 1956/2210 SMOH, 162/425 SHSI, TR’s, Freon, Aft Bag, Garmin 530/430, Phase 5 c/w 12/12, Asking $575,000.00

1991 Beechjet 400A, S/N RK-7, 5920 TT, 2210/2210 SMOH, New Paint and Interior, TCAS 2, Mk-V EGPWS, AMS-5000, Asking $995,000.00

Also Available Beechjet 400A, S/N RK-84 Beechjet 400, S/N RJ-47 Citation CJ2, S/N 525A-0016 Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326 Citation II, S/N 550-0216 Citation III, S/N 650-0132 Falcon 2000, S/N 8

Sabreliner 65, S/N 465-45 Sabreliner 65, S/N 465-36 Cheyenne IIXL, S/N 31T-8166017 King Air C90, S/N LJ-869

JetBrokers January 18/12/2013 10:03 Page 2

2006 Bombardier Global 5000 S/N 9190, 1603 TT, Corp Care, Smart Parts, 5200nm Range, SATCOM, High Speed Data w/ WIFI, Asking $29,250,000.00

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, Dual NZ-2000’s, Landing Gear O/H c/w 12/13, G Insp c/w 5/12, Price Reduced to $1,495,000.00

1993 Learjet 31A, S/N 65, 6967 TT, Engines on JSSI Plus, TCAS 2, UNS-1C, TRs, Big Door, Single Point Refueling, 12 Yr due 5/17, Asking $1,195,000.00

2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity, UNS-1E, Enh Mode S, On CAMP, Asking $3,995,000.00

2008 Learjet 40XR, S/N 2102, 2358 TT, Smart Parts, Airshow, Iridium Phone, Steep Approach, Belted Lav, Dual UNS-1E’s, Asking $3,695,000.00

1975 Falcon 10, S/N 54, 8556 TT, 1634/1535 TSC, 189/189 TSMPI, On JSSI, TR’s, UNS-1L, MFD, TCAS I, 3C c/w 11/10, Asking $575,000.00

2010 King Air 350i, S/N FL-689, 646 TT, ESIS, Collins Venue, AirCell Axxess Satcom, TCAS 2, Nine Passsenger, Price Reduced to $4,995,000.00

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH, Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Annual c/w 4/13, Price Reduced to $1,225,000.00

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

CHICAGO

DETROIT

DENVER

FARNBOROUGH

+1-630-377-6900 Phone

+1-248-666-9800 Phone

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+44 (0)1252 52 62 72 Phone

Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG4 Jan14_FinanceSept 17/12/2013 10:59 Page 2

What the Boardroom needs to know about Business Aviation

to get to the customer or prospect quicker than your competition.

Are you starting to see a pattern of missed sales and service outcomes? Do you hear more and more frequently that your competition is breaking ground in new service areas that your company is slated to enter? Do you see new product offerings that you want to make not being embraced by the customer because the needed method of face-to-face selling is just too hard to complete?

If the answer to any of these questions is ‘yes’, the instability still remaining in the Business Aircraft marketplace is small compared with the instability being created in your market for your company’s products.

It is worth asking if there are aspects of longrange planning for acquisitions that differ from planning for replacement or divestiture. The answer is ‘yes and no’. Knowing the marketplace and understanding the trends both from an activity standpoint as well as from a pricing standpoint

are important external drivers regardless of whether you are a buyer or seller. When to say ‘yes’ to a buyer that is trying to purchase your aircraft is as important as when to say ‘yes’ to your own purchase of an aircraft. One must be keenly aware of the drivers.

Strategic planning will give the Board its tools to evaluate the missed opportunities as well as a means for placing a cost on those missed opportunities.

In the next several articles we will delve deeper into the internal and external drivers affecting aircraft decisions and the balance needed to make the right decisions. A message will emerge. Plan early, assemble your sources of information and cadre of trusted advisors, rethink often, and have confidence in a well-orchestrated plan.

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 50

“ It is worth asking if there are aspects of long-range planning for acquisitions that differ from planning for replacement or divestiture.”

BOARDROOM LETTERS Dear David, In your recent laudable article outlining the ways that management companies can improve ownership economics, you state categorically that charter income is passive income. This is not always true. In fact, with proper structuring, passive treatment can be avoided except in the rarest cases.

Best regards, Rex Reese Global Corporate Aviation Specialist, Jetviser 46

WORLD AIRCRAFT SALES MAGAZINE – January 2014

Dear Rex, To clarify, this was not meant to be categorically an "always". A better way to state this is that charter revenue could be passive income. The next sentence in the article does recommend to consult tax authority.

Background from the IRS (http://www.irs.gov/publications/p925/ar02.html #en_US_2012_publink1000104565) outlines

that there are two kinds of passive activities: www.AvBuyer.com

•

Trade or business activities in which you do not materially participate during the year; and • Rental activities, even if you do materially participate in them, unless you are a real estate professional.

I hope this clarifies the matter to our readership.

Best Regards, David Wyndham

Aircraft Index see Page 4

Elliott Aviation January_Layout 1 16/12/2013 15:13 Page 1

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Falcon

Hawker

2001 Falcon 50EX • 308

1984 Hawker 800A • 258008

Also Available: 900C-197, 50-99

Citation 111

Citation XLS

1985 Citation III • 650-0077

2006 Citation XLS • 560-5631

Learjet

Citation 11

1980 Citation II • 550-0116

1984 Learjet 35A • 35A-600

For full specs & additional photos, please visit our website at www.BellAviation.com

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

King Air 350

1998 King Air 350 • FL-199

King Air B100

1980 King Air B100 • BE-97

Pilatus PC-12/45

1995 Pilatus PC-12/45 • 103

King Air B200

1981 King Air B200 • BB-894

Conquest

1985 Conquest II • 441-0339

Meridian

2006 Meridian • 4697225 Also Available: 4697284

BG 5 Jan14_FinanceSept 17/12/2013 11:08 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Tax Considerations: When Depreciation Begins.

Troy A. Rolf, a business aviation and tax attorney, manages the Minnesota office of GKG Law, P.C. Contact him via email at trolf@gkglaw.com.

What constitutes placing an aircraft “In Service” for tax purposes? Simply taking a business flight at the end of the tax year may not be enough, warns attorney Troy Rolf.

n aircraft used for business can be depreciated only after it has been placed into service for its intended purpose. While such guidance seems sufficiently clear, a recent Tax Court case issued on December 3, 2013 reveals that the devil is in the detail.

Just prior to final delivery, a successful salesman purchased a factory-new aircraft that was configured as specified in a purchase agreement between the OEM and the original buyer, which subsequently dropped out of the sale. While not a party to the original purchase agreement and its completion specs, the new buyer accepted delivery even though the aircraft was not precisely configured as needed for the desired mission. The sooner the new aircraft was placed in service, the sooner the buyer could begin depreciating the aircraft for tax purposes.

The changes desired by the new owner were small—replacing two passenger seats with a con-

A

“...a recent Tax Court case issued on December 3, 2013 reveals that the devil is in the detail.”

50

WORLD AIRCRAFT SALES MAGAZINE – January 2014

ference table, and swapping existing monitors with larger units—but the completion center would have been unable to complete the alterations and still deliver the aircraft by December 31, 2003. The owner considered a delivery in December to be essential in order to qualify for bonus depreciation in 2003.

Consequently, the new owner agreed to take delivery of the aircraft in December in the configuration as originally spec’d out by the original buyer, and signed a separate contract to have the modifications made to the aircraft shortly after the first of the year. Taking delivery of the aircraft in Oregon, the owner immediately conducted flights on the aircraft to Seattle and Chicago for meetings with business associates before returning the aircraft to the completions center.

TAX COURT CONCERNS The Tax Court determined that IRS regulations require that property cannot be considered to have U continued on page 54

www.AvBuyer.com

Aircraft Index see Page 4

General Aviation January_Layout 1 16/12/2013 15:16 Page 1

Project1_Layout 1 06/01/2014 11:37 Page 1

Project1_Layout 1 06/01/2014 11:38 Page 1

BG 5 Jan14_FinanceSept 17/12/2013 11:08 Page 2

What the Boardroom needs to know about Business Aviation

been “placed in service” for tax purpose before the aircraft is “first placed in a condition or state of readiness and availability for a specifically assigned function”. The Tax Court held that the taxpayer had not met that standard and ruled in favor of the IRS. Several principles can be gleaned from the Tax Court’s explanation and reasoning for its ruling:

taxpayer. However, since the taxpayer who actually bought the aircraft desired that two modifications be made in order for the aircraft to perform the intended mission in the way the owner intended, the Tax Court determined that the aircraft could not be considered to have been placed in service before such modifications were complete.

LESSONS LEARNED •

•

First, nothing in the “placed in service” test actually requires that a flight be conducted for an aircraft to be considered “placed in service.” Rather, the test only requires that the aircraft be in a condition or state of readiness to do so. Since there is no requirement to take an actual business flight, the fact that a business flight may or may not have actually occurred is not necessarily dispositive.

Second, in determining whether an aircraft is in “a condition or state of readiness and availability for a specifically assigned function,” the IRS and the courts may look at the condition or state of readiness desired by individual taxpayers and the functions specifically assigned by the taxpayer.

It’s interesting to note that the case did NOT involve a green aircraft, or even an aircraft that was only partially complete, but rather an aircraft that was complete and finished as originally spec’d. It seems clear that the aircraft could have been put into service in that condition by another

So what can this case teach us about placing an aircraft in service at the end of the year? Clearly, an aircraft buyer who, near the end of one tax year, takes title to a green aircraft or an aircraft that otherwise is not yet complete in order to claim depreciation deductions (bonus or otherwise) in the year before all work on the aircraft is actually complete, does so at his or her own peril.

The case also shows that the specific mission that the taxpayer has in mind for the aircraft can impact when the aircraft may be considered placed in service.

Consequently, before accelerating delivery of an aircraft that is not yet FULLY complete in order to place the aircraft in service before the end of a tax year, an aircraft buyer should consult with an aviation tax attorney or another knowledgeable aviation tax advisor regarding in-service issues.

“The case also shows that the specific mission that the taxpayer has in mind for the aircraft can impact when the aircraft may be considered placed in service.”

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 56

COMPARE AIRCRAFT FOR SALE USING OUR

Aircraft Comparative Facility at www.AvBuyer.com

Whilst selecting from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 54

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Aircraft Index see Page 4

Tempus December_Layout 1 18/11/2013 15:01 Page 1

Exceptional E xceptional P Pre-Owned ree-O Owned O Air Aircraft craft F For or SSale ale 2000 Bombardier Global Express Serial Number: 9002

FEATURES INCLUDE: t $BQBDJUZ 1BTTFOHFST

t )JHI 4QFFE *OUFSOFU

t 3BOHF /.

t "JSTIPX (FOFTZT

t 4MFFQT

t %7% $% 1MBZFS

t -FBUIFS 4FBUJOH

t 'PSXBSE (BMMFZ

t 8J 'J %BUBMJOL

t 5XP &ODMPTFE -BWBUPSJFT

t 8PSMEXJEF #SPBECBOE

t 5ISFF .POJUPST

1989 Astra 1125 Serial Number: 035

FEATURES INCLUDE: t $BQBDJUZ 1BTTFOHFST

t 374. $PNQMJBOU

t 3BOHF /.

t 'VMMZ #FSUIBCMF QMBDF

t -FBUIFS 4FBUJOH

EJWBO PS TJOHMF TFBUT

t &OHJOFT PO )POFZXFMM .41

t - ) &YUFOEFE 3BOHF (BMMFZ

t "JSGSBNF PO (VMGTUSFBN $.1

CONTACT: 1IJM +PSEBO $IBSMFT $VOOJOHIBN

XXX UFNQVTBJSDSBGU DPN

TBMFT!UFNQVTBJSDSBGU DPN

BG 6 Jan14_FinanceSept 17/12/2013 11:11 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Managing Expectations: Aviation Insurance Claims 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

Some rational expectations at the beginning of the claim can go a long way toward understanding the process of aviation insurance, notes Stuart Hope.

o one thinks they will be involved in an aircraft accident – and the odds are that they won’t be. But then it happens! It could be a bird strike to the leading edge of a wing, a gear collapse on landing, a runway excursion, or worst case - a catastrophic event.

Everyone has heard a horror story involving an insurance claim from someone who was less than satisfied with the way the insurance process was settled.

Maybe the claim was even denied. We all pay insurance premiums over the years, and the perceived expectation is that when/if we ever have a claim, it will be totally covered regardless of the circumstances. That’s not quite the way it works.

The first thing is admitting to yourself that some claims will NOT be 100% covered, and acknowledg-

N “The first thing is admitting to yourself that some claims will NOT be 100% covered, and acknowledging that the claims process will require a good bit of your time.”

ing that the claims process will require a good bit of your time.

WHAT TO EXPECT Once a claim has been reported, an adjustor will be assigned to handle your case. Typically he/she will ask the policy holder to complete a company loss report and document several items including the aircraft registration, airworthiness certificate, and applicable information from the aircraft and/or engine(s) logbooks (including confirmation that required FAA maintenance intervals have been completed). You will also be required to fully document pilot credentials, including logged hours, specific pilot training and/or checkout requirements, and verification of a current FAA flight medical and flight review.

U continued on page 60

WHAT CAN YOU REASONABLY EXPECT OF AN INSURER WHEN YOUR AIRPLANE IS DAMAGED?

56

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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.

1984 Challenger 601-1A

s/n 3024

Universal EHFI 640 Five Display EFIS, Dual UNS 1 FMS, 100% JSSI, Gear Overhaul July 2012

2011 Citation CJ3

s/n 371

425 Total Time. Collins ProLine 21 EFIS. TCAS 4000.

XM Weather. Seven Passenger Interior. One Owner.

1989 Astra 1125

s/n 31

Collins ProLine 21 EFIS 3 Displays. Astra SP Modifications.

Dual Universal UNS-1D +FMS. Custom G100 Interior.

2001 Astra SPX

s/n 135

4,356 Total Time. TFE731-40R-200G Engines on MSP. Collins FCC 4000 Dual Flight Director, 4 Display EFIS.

2006 Gulfstream G450

s/n 4039

2,575 Total Time. 1,330 Landings. BBML and Direct TV. Excellent Maintenance and Care.

2005 Citation Sovereign

s/n 18

4,100 Total Time. Primus EPIC EFIS. Dual FMS. Nine Passenger Interior. One Fortune 500 Owner Since New.

2006 Citation CJ2+

s/n 525A-0316

1,831 Total Time. Aircraft on U.S. Registry.

Excellent Cosmetics. HF-900.

1985 Falcon 50

s/n 145

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

+1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 12_11_13.indd 1

12/17/2013 10:41:57 AM

Corporate Concepts 2 January 17/12/2013 17:10 Page 1

Immediately Available – Large Cabin Aircraft All Offers Considered Green BBJ ■ Immediately Available ■ Seven Long Range tanks ■ Low Cabin Altitude – Alternative Navigation ■ Immediate Completion Slots Available ■ Attractively Priced – Call for Details

New To The Market-Global Express ■ Sale, Lease, Financing Available - Some trades considered ■ Colors and materials for exterior and interior can be selected ■ 8C and landing gear inspection in progress ■ Batch 3 avionics upgrades with FANS-1/A and WAAS/LPV ■ High speed Internet and Iridium phone

Gulfstream G-450 ■ Satellite phone and Swift Broadband ■ 14 passenger interior – Forward and Aft Lavatories ■ Enhanced Vision system ■ Enrolled on Corporate Care, MSP and HAPP plans ■ New Price $23,495,000

McDonnell Douglas DC-8-62 VIP ■ 26 passenger VIP configuration ■ Complete new interior and exterior refurbishment in 2007 ■ Updated avionics and cabin entertainment systems ■ Low time aircraft - Delivered with fresh inspections ■ Attractively Priced at $3,595,000

Please contact us or visit www.flycci.com for more information on these or our other aircraft Corporate Concepts International, Inc.

Member NBAA, NAFA, ISTAT, AOPA

Corporate Concepts 1 January 17/12/2013 17:09 Page 1

Corporate Concepts International, Inc.

Falcon 900B

Falcon 2000

■ Highly desired ten passenger configuration ■ Upgraded entertainment system with six individual monitors ■ Ultra Mid-Class cabin with over 3,000 mile range ■ For Sale or Lease – Some Trades Considered – Financing Available - Motivated Owner ■ EASA compliant – Currently operating under a EASA commercial certificate

■ New paint in January 2013 ■ EASA compliant – Currently operating under a EASA commercial certificate ■ Thirteen passenger configuration with forward and aft lavatories ■ Financing Available – For Sale or Lease – Some Trades Considered – Financing Avialable - Motivated Owner

Gulfstream G-IV SP

2007 Citation Sovereign

■ New Price - $6,995,000 ■ Recent 5,000 landing inspection including landing gear and Thrust reverser overhaul ■ 16 passenger / Forward Galley ■ Forward and Aft Lavatories ■ On Condition engines ■ ASB 469 complied with ■ Current FAR Part 135

■ JAR Ops 1 (EASA) compliant ■ Less than 750 hours ■ ProParts, Power Advantage, Aux Advantage ■ TOLD database, Electronic Charts, Graphical Weather ■ Iridium phone

2005 Lear 45XR ■ Exceptionally maintained – Always hangered ■ Enrolled in Smart Parts for airframe ■ Engines and APU enrolled in Honeywell MSP ■ Nine passenger seating configuration

Boeing Super 727 VIP ■ Price reduced to $5,995,000 USD ■ 4,000 NM range ■ 32 seats / 2 sleeping areas ■ SkyTheater in-flight entertainment system ■ More cabin space than BBJ2

OFF MARKET: BBJ-3, G-550, BBJ, Boeing 747-8 and coming CJ2.

See www.flycci.com for details and photos

Dennis Blackburn +1 832 647 7581

Fernando Garcia Latin & S. America +52 55 54077686

Chris Zarnik +1 919 264 6212

Larry Wright +1 704 906 3755

Shailon Ian South America +55 (21) 8201-0605

Austin • Charlotte • Raleigh • Las Vegas • Sao Paulo • Bangkok Corporate Concepts International, Inc.

Member NBAA, NAFA, ISTAT, AOPA

BG 6 Jan14_FinanceSept 17/12/2013 11:12 Page 2

What the Boardroom needs to know about Business Aviation

YOUR ADJUSTOR IS NOT PRIMED TO DENY COVERAGE, BUT COMMUNICATION IS KEY.

Depending on the amount and severity of the damage, the adjustor may or may not physically inspect the aircraft. Often you will be asked to provide photographs of the damage, including a complete photo of the aircraft to document the FAA registration number.

Once the insurance company is reasonably satisfied the claim is covered under the terms of the policy, adjustors typically require estimates to repair the damage. Often more than one estimate is needed, which may be difficult depending on the circumstances of the loss.

While the aircraft owner is ultimately responsible for authorizing any work order, the adjustor will want to review the estimates and discuss the repairs with you before the work is commissioned.

Understand that the insurer’s goal is to put you back where you were before the loss—no better, no worse.

For example, if it becomes necessary to disassemble your engine as a result of a prop strike or ingestion of a foreign object, some insurance companies routinely reimburse for the cost to remove, disassemble, inspect and reassemble the engine. Damage resulting from ingesting a foreign object is covered, but routine wear and tear discovered during disassembly and items deemed un-airworthy due to causes unrelated to the ingestion are not allowed as part of the claim.

The insurance company cannot reimburse the cost of repairing or replacing parts unrelated to the accident/incident, therefore those costs become the owner’s responsibility.

BETTERMENT When propellers and limited-life components are damaged and repaired or replaced, often they are

returned in a “zero-time” condition. Since manufacturers routinely recommend a time limit between overhauls on such items, insurance companies calculate pro-rated depreciation based on a flat-rate overhaul cost of the propeller or component part had it not been damaged. (For example, a $1,000 component damaged at “mid-time” would result in a $500 reimbursement from the insurance company.)

Occasionally during the repair process non-accident work is commissioned, in which equipment is upgraded or appearance enhanced. In these cases, obviously only the repairs associated with the damage will be reimbursed by the insurance company.

For example, a damaged component may require repainting to match its appearance prior to the claim, but the accident/incident does not warrant painting the entire aircraft. If a complete refinishing is desired, the cost will be pro-rated.

“Understand that the insurer’s goal is to put you back where you were before the loss—no better, no worse.”

NOT THE ENEMY Be sure to communicate with the adjustor throughout the process. He/she has a job to do and (contrary to popular belief) is not primed to deny coverage. I have worked with some excellent adjustors over the years; the best are truly diplomats. Some claims inevitably will be sticky, but if the situation is explained properly upfront, all parties normally will understand and accept the settlement.

Also engage your aviation insurance broker, who should act as your advocate throughout the process.

Remember: Communication is Key! 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 62

COMPARE AIRCRAFT PERFORMANCE USING OUR

Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 60

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Aircraft Index see Page 4

Jeteffect Inventory January 16/12/2013 15:21 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

BOSTON 617.820.5268

Year

Model

Serial No.

1999

Challenger 604

5421

1997

Citation X

750-0016

1999

Citation X

750-0101

2008

Citation X

750-0283

1988

Falcon 900B

30

2000

Gulfstream GIV/SP

1433

1998

Gulfstream GV

545

2003

Gulfstream G550

5029

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

2002

Hawker 800XP

258562

2010

Hawker 4000

RC-55

2002

Learjet 31A

239

1998

Learjet 31A

165

2008

Learjet 45XR

383

1999

Learjet 60

168

2007

Learjet 60XR

320

2002

Premier I

RB-50

1997

Bell 407

53121

BG 7 Jan14_FinanceSept 17/12/2013 11:15 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Large Cabin Jet Choice.

Many missions demand more than a Light or Medium jet. It takes a Large Cabin jet to handle a large job - hence the ongoing appeal of the upper echelons of the purpose-built Business Aviation arena… ize is often used as a measure of desirability and status. However, there are occasions, when the mission dictates an aircraft of larger capacity. What constitutes small to one may appear large to another; what amounts to huge on my scale might only tip the scales toward medium for you. In aviation, one usually deals in such relativities with reference to weights.

For the purpose of this month’s focus on Large Cabin jets we categorize purpose built business aircraft with MTOW roughly above 38,000 pounds.

The advent of the additional, more niche-focused BusinessLiner segments are not included in our guide.

S “ Seats-full range capabilities typically up to, and into the 6,000-nautical mile range make Large Cabin jets effective non-stop continent and ocean-crossing machines...”

62

PERFORMANCE CONSIDERATIONS Large Cabin jets have much in their favor. First, however, if there’s one defining negative element of the Large Cabin jet and its upsize kin it’s in the runway lengths they typically require. Runways longer than 6,000 ft (ideally longer than 7,000 ft) make access comfortable, particularly when the airport elevation is high or on days when the temperature

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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is warm. As density altitude increases, so do runway requirements, but that’s not unique to this category of jets.

Many paybacks counter-weigh the runway numbers. The key elements of this category’s appeal include speed, range and cabin size.

Speed & Range: The main differentiator between Large Cabin jets and their purpose-built Ultra-LongRange counterparts (included in this guide) generally stem from the larger fuel capacities and the higher gross weights, allowing the latter category to go enormous distances.

Otherwise, the average Large Cabin and UltraLong-Range airplanes share more in common than they differ, with similar cabin sizes and comparable cruise speeds. Speeds ranging roughly between 450 and 500 ktas are the overall trend for the Large Cabin segment.

Seats-full range capabilities typically up to, and into the 6,000-nautical mile range make Large Cabin jets effective non-stop continent and ocean-crossing machines: and the fewer the stops, the shorter the U overall trip time.

Aircraft Index see Page 4

JSSI January_Layout 1 17/12/2013 16:22 Page 1

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BG 7 Jan14_FinanceSept 18/12/2013 09:29 Page 2

What the Boardroom needs to know about Business Aviation

Size: Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin for this category of jet typically will stretch from around 30, into the 40 feet range (or slightly more), enabling operators to enjoy a wider array of finishing options and office-like features than jets in the smaller segments can provide.

Cabin heights in excess of 6 feet is the norm, and seating capacity (depending on configuration) of eight to eighteen is typical for this category of aircraft.

BUDGET Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply; you’ll need a larger fuel budget, more hangar space, a larger maintenance budget and, for safety and utility, a crew of three: two on the flight deck, and a professionally trained Flight Attendant for the cabin.

Essentially, for the company with the need and budget, the Large Cabin business jet will rarely - if ever - prove too small, and will only occasionally be too large for an airport you’d prefer. In these situations, charter can be the answer.

LARGE CABIN JET PRICE GUIDE The following Large Cabin jets Average Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1994 through Winter 2013 (20-year period).

Values reported are in USD millions. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Bombardier Challenger 300 values reported in the Winter 2013 edition of the Bluebook show $15.5m USD for a 2010 model, $19.0m USD for a 2012 model and so forth.

Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 36 aircraft models in the following Large Cabin average price guide, however, for additional assistance and interest, Conklin & de Decker Performance and Specification data for these Large Cabin models can also be referred to, beginning on Page 80 of this issue.

U

“A cabin for this category of jet typically will stretch from around 30, into the 40 feet range (or slightly more), enabling operators to enjoy a wider array of finishing options and office-like features...”

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 64

WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

www.AvBuyer.com Aircraft Index see Page 4

Avpro Heliasset January_Layout 1 17/12/2013 10:47 Page 1

Retail Price Guide Jan14_PerfspecDecember06 17/12/2013 11:20 Page 1

BUSINESS AVIATION AND THE BOARDROOM

LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE

WINTER 2013

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

BOMBARDIER CHALLENGER 850ER

31.981

22.0

19.5

18.5

17.5

16.5

15.5

14.5

BOMBARDIER CHALLENGER 605

31.023

22.0

19.5

18.0

17.0

16.0

15.0

YEAR OF MANUFACTURE $ MODEL

BOMBARDIER CHALLENGER 604

2005 US$M

2004 US$M

12.5

11.5

10.5

9.5

10.5

BOMBARDIER CHALLENGER 601-3R BOMBARDIER CHALLENGER 300

24.853

19.0

BOMBARDIER GLOBAL 6000

60.485

49.0

BOMBARDIER GLOBAL 5000

48.963

BOMBARDIER GLOBAL EXPRESS XRS

17.0

15.5

14.5

13.5

12.5

11.5

11.0

39.0

35.0

46.5

41.5

32.5

31.5

29.5

26.5

24.5

22.0

39.5

37.5

34.5

31.5

29.5

28.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

52.3

DASSAULT FALCON 2000S

27.1

DASSAULT FALCON 2000LX

32.4

44.0

41.0

27.5

23.5

DASSAULT FALCON 2000DX EASY

37.0

35.0

33.0

31.0

22.5

20.2

19.0

17.7

17.5

15.5

14.5

19.5

18.5

DASSAULT FALCON 2000EX EASY

17.0

15.8

25.0

22.0

15.2

14.3

DASSAULT FALCON 2000EX

12.9

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

42.2

35.0

33.0

DASSAULT FALCON 900EX EASY

11.5

11.0

10.5

10.2

20.5

30.5 29.0

27.5

24.5

23.5

22.5

21.5

22.0

20.5

19.5

18.5

17.5

16.5

DASSAULT FALCON 900EX DASSAULT FALCON 900DX DASSAULT FALCON 900C

16.0

15.0

10.2

9.8

9.2

DASSAULT FALCON 900B EMBRAER LINEAGE 1000

53.0

42.0

41.0

39.0

EMBRAER LEGACY 650-135BJ

31.6

24.0

23.0

21.0

EMBRAER LEGACY 600-135BJ

26.0

20.0

19.0

18.0

38.0

14.5

12.5

11.2

EMBRAER LEGACY 135BJ GULFSTREAM G650

64.5

61.0

GULFSTREAM G550

58.5

48.0

43.0

41.0

39.0

37.0

35.0

33.0

32.0

30.0

40.0

37.0

35.0

32.0

31.0

28.0

25.0

24.0

23.0

33.0

29.0

27.0

25.0

24.0

21.0

19.5

18.5

17.5

GULFSTREAM G500 GULFSTREAM G450

41.0

GULFSTREAM G400

15.0

GULFSTREAM G350

27.0

24.0

22.0

21.0

20.0

17.0

GULFSTREAM G300 GULFSTREAM G280

15.0

14.0

13.0 11.0

24.0

21.0

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Jan14_PerfspecDecember06 18/12/2013 09:31 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

8.5

7.8

7.0

6.7

6.2

6.0

5.6

5.2 3.8

BOMBARDIER CHALLENGER 604 3.7

3.5

10.250

BOMBARDIER CHALLENGER 601-3R BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000 BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS

20.5

19.0

17.5

17.0

16.5

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X DASSAULT FALCON 2000S DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

11.9 9.2

DASSAULT FALCON 2000EX 8.8

8.3

7.8

7.3

6.8

6.4

6.0

5.6

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

19.5 16.850

DASSAULT FALCON 900EX EASY 15.750

15.0

14.350

13.850

13.250

12.750

11.750

11.0

DASSAULT FALCON 900 EX DASSAULT FALCON 900DX

14.0

13.5

13.0

12.0

11.0

10.0

13.0

11.5

10.5

DASSAULT FALCON 900C 10.0

9.5

9.0

8.5

DASSAULT FALCON 900B EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ

8.7

8.2

EMBRAER LEGACY 135BJ GULFSTREAM G650

29.0

GULFSTREAM G550

22.0

GULFSTREAM G500 GULFSTREAM G450

14.0

GULFSTREAM G400 GULFSTREAM G350

10.0

GULFSTREAM G300 GULFSTREAM G280 22.0

21.0

19.0

18.0

17.0

16.0

15.5

15.0

12.2

11.2

10.2

9.7

9.2

8.6

8.0

7.4

GULFSTREAM GV 7.0

GULFSTREAM G1V SP

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

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67

Flight Dept Mng1A_FinanceSept 17/12/2013 11:39 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Planning Techniques For Managers.

by Jack Olcott he days of selecting the sharpest pilot or the best engine diagnostician to head the flight department are disappearing. While not gone entirely, the practice of promoting the best operational person to the ranks of management is no longer in vogue.

Individuals are more likely to move into the corner office based on knowledge of management techniques and skills in organizing programs and motivating people, rather than achieving a long list of

T

68

WORLD AIRCRAFT SALES MAGAZINE – January 2014

technical accomplishments. Personnel departments and other overseers realize that too often selecting the best practitioner results in a department losing its best pilot or maintenance specialist in return for obtaining an unqualified manager.

Conversely, too many great pilots and mechanics have found the move to management unsatisfactory, in part because their concept of the job was incomplete or flawed. Had they been better informed, they might have realized that their interests and skills were better aligned with www.AvBuyer.com

their current duties and responsibilities.

More germane to this article and others within World Aircraft Sales Magazine’s section on Flight Department Management Skills, by examining basic techniques of management they might have a better appreciation for the knowledge and skill needed to succeed in a managerial role.

ACTION PLANS Whereas pilots and mechanics deal basically with objects—aircraft transiting weather systems; care and feeding of Aircraft Index see Page 4

Flight Dept Mng1A_FinanceSept 17/12/2013 11:41 Page 2

sophisticated engines and airframes, for example—managers deal with people.

Thus managers must master many management concepts and techniques—some sophisticated and possibly outside their comfort zone, and others that seem rudimentary but are essential. A subject that falls into this latter category of ‘basic but essential’ is the art and science of planning—especially the need to develop specific plans in writing that apply the best attributes of staff to the task at hand.

Fortunately, aviators have an appreciation for planning—plan your flight; fly your plan, so to speak. In concept, planning techniques applied to piloting and maintenance tasks also apply to managing staff. In practice, however, the planning process for managing people to accomplish specific tasks is unique.

Managers identify an objective—possibly one that has been assigned by a superior—and develop a written plan for achieving that goal. The manager selects a staff, communicates the goal to be accomplished and the measures by which progress toward that goal will be assessed, and then proceeds with monitoring progress and modifying the work flow to achieve the desired results.

The successful manager motivates his or her staff, reviews their actions and rewards behavior that supports the task at hand. In the parlance of checklists, the basic action plan has the following form: • • • • • •

• • •

Specify the Mission to be accomplished; Identify and make available the Means to accomplish the Mission; Establish the Measures by which progress toward meeting the Mission will be assessed (such as the timeline and budget for accomplishing the Mission).

While these outlines for an Action Plan differ, note that each starts with an objective to be achieved.

WRITTEN PLANS Action Plans must be in writing, regardless of what form the manager selects.

When plans are condensed to written form, they can be communicated to staff with less possibility of confusion or misunderstanding. Properly conceived, documented and implemented, action plans enable managers to focus the best talents of their people to achieve specific tasks.

In the words of the late business guru and teacher Peter Drucker, “Management is doing things right.”

Steven Covey, author of The Seven Habits of Highly Effective People and other books on management, said that “Effective management is discipline, carrying [the

plan] out.” Having a written Action Plan is a basic element in being an effective manager.

Action plans serve as a structure for working with people, but they do not guarantee success. The secret ingredient to success is the people who implement the plan. Colin Powell, Former Chairman of the US Joint Chief of Staff and Secretary of State during the first presidential term of George W. Bush said, “Endeavors succeed or fail because of the people involved.

Only by attracting the best people will you accomplish great deeds.”

The team that is tasked with meeting the plan’s objective must be motivated to do its best work. It is the role of the manager to provide leadership that inspires.

Planning is basic—a necessary skill.

Leadership shapes how well the plan is fulfilled.

Subsequent issues of World Aircraft Sales Magazine will address motivation, teamwork and the every-present need for leadership. We look forward to your reaction to this series on Flight Department Management Skills.

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 ■

Establish the objective to be accomplished; Develop a plan to accomplish the objective; Select the staff to implement the plan; Organize the staff according to their attributes; Communicate with the staff to assure alignment and understanding; Motivate participants, review results, and reward success.

SMART PLANNING Although the need to plan is universal, individual managers often develop their own planning methods and action plans.

Consider the points that some managers call the “SMART” way to plan, which contains the following elements: • • • • •

S M A R T

= Specific goal(s) to be accomplished. = Measurable tasks. = Achievable interim and final goals. = Realistic work assignments. = Time allocation to meet goal(s) to be accomplished.

A simple memory jogger for planning is the “3M” approach, in which the three Ms are Mission, Means and Measures: Advertising Enquiries see Page 8

PLANNING AND COMMUNICATION ARE KEY TO MANAGEMENT

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

69

Flight Dept Mng2 Jan_FinanceSept 18/12/2013 09:34 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Management Perspectives: Anatomy of the Team. anagement covers a broad spectrum of activities, ranging from self-discipline to leading an entire company. Mostly, management focuses on teams and the best means for achieving appropriate results from groups of individuals. The manager’s role is to lead his or her team to fulfil the desired action plan.

A team consists of employees, each with unique strengths and weaknesses, who are organized to apply their individual talents collectively to achieve a common goal. Parse key words, such as unique strengths and weaknesses, organized, individual talents, and common goal, in that definition. They have specific meaning and significance.

A team’s effectiveness stems from the tools each employee is capable of providing and the manager’s ability to focus those strengths while minimizing the weakness and biases that everyone possesses, to achieve the purpose of the team’s mission.

Addressing several basic characteristics of team structure and team dynamics assists the manager in fulfilling his/her leadership role.

WHAT IS THE TRUE STRUCTURE OF A SUCCESSFUL TEAM?

M

TEAM FUNDAMENTALS Selection of team participants is basic to the likelihood of success. Managers often have limited choices, however. Not every team consists of superstars, nor should it. In fact, there is no place for super egos on teams. In the parlance of the sound bite—“There is no ‘I’ in ‘Team’”. Thus managers need to use the talent available from individual team members, and structure goals and means of oversights with careful attention to setting realistic individual goals as well as realistic team goals.

Collaboration among team members is essential to achieving success. Individuals are more likely to work collaboratively for a common solution when the team’s goal is clearly identified and understood to be U

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

www.AvBuyer.com

Aircraft Index see Page 4

Aradian November 23/10/2013 14:25 Page 1

2005 Citation XLS

2004 Global 5000

2700TT. Beige leather. ESP Gold. ProParts.

Satcom. EU Ops

2550TT. EVS & HUD. Satcom. Airframe on SmartParts. Engines on Rolls Royce Corporate Care

2008 Hawker 900XP

2013 Gulfstream 450

1850TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2006 Citation CJ1+

Several aircraft including 2013

1200TT. Blue leather. Sat datalink. TAP Elite. ProParts

McDonnell Douglas MD 600N

2007 Eurocopter EC135P2+

Three MD600N available

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

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www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com

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

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Flight Dept Mng2 Jan_FinanceSept 18/12/2013 10:08 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS

achievable. It is the manager’s responsibility to maintain an atmosphere of mutual respect and collaboration. Setting realistic goals at all levels is an effective tool for such co-operation.

While easier said than done, teams benefit from participating in self-appraisal as well as self-management. Objectively accessing one’s own actions is subject to many cognitive biases, however. The manager responsible for team performance needs to create and nurture a culture of constructive introspection, aimed at fulfilling the team’s objectives.

Focusing on what the team is attempting to achieve is a powerful management tool in such situations. As a reminder, look for a FOTO finish: Focus On The Objective.

Communications between team members and between the team and management is another essential element for achieving success. Clear channels for the flow of information must exist at all levels of the team: horizontally between team members, vertically up the chain of command as well as down the team structure. All parties must understand what is expected, and they should know were the team is positioned in its quest to fulfil the mission. Failure to communicate is a recipe for failure.

72

WORLD AIRCRAFT SALES MAGAZINE – January 2014

Listening to what team members say is a powerful means for communicating effectively. Conversely, not listening is a path to distorted and potentially dangerous communications. Too often we have a mindset that hears only what we want to hear. Such a cognitive bias is a risk for managers.

Candor among all parties is a must for achieving clear communications. While addressing issues resulting from the questionable actions of a co-worker is difficult, not doing so impacts the success of the entire team. A small misunderstanding easily becomes a large obstacle. The object is a team victory, and there are no losers on a winning team. Nor are there any winners on a losing team. Focusing on the team’s goal requires candor and corrective action that is positive rather than accusatory or punitive.

Constructive descent is a worthwhile means for obtaining the best that each team member has to offer. A manager is wise to encourage contrarian points of view within the culture of supporting the team’s objective and the spirit of candid, open communications among all parties. Beware, however, of the contrarian whose primary purpose is gaining attention at the expense of other team members or is seeking to be noticed. www.AvBuyer.com

TRUST AND LEADERSHIP To achieve maximum results from a team, a manager must motivate individuals to set aside their personal agenda and work on behalf of the team’s goal, and thus the company’s goal. Such motivation requires that team members trust their manager.

Following the fundamentals of team management creates such an atmosphere of trust, but mechanics alone are not enough.

The key ingredient in managing a team is leadership—that special, multi-dimensional quality that all managers strive to achieve but many experts find difficult to proscribe in detail.

General Eisenhower, Supreme Commander of Allied Forces in World War II and 34th president of the USA, summarized leadership as “The art of getting someone else to do something you want done because he wants to do it”. A successful manager leads his/her team by understanding team anatomy and leveraging the team’s characteristics to fulfill the defined action plan.

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

PremiAir November_Layout 1 21/10/2013 16:33 Page 1

AirCompAnalysisJan14_ACAn 17/12/2013 16:10 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CITATION BRAVO

HAWKER 400XP

Cessna Citation Bravo

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on the Cessna Citation Bravo. 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 Hawker 400XP. The Citation brand encompasses six distinct families of aircraft. The Bravo came from the Citation II family and the first flight of the Citation Bravo took place on April 25, 1995. The last Citation Bravo rolled off the production line over a decade later in 2006. During that time, a total 336 Citation Bravo aircraft were built from 1997 to 2006.

The 100th Bravo was delivered in December 1999 at a time when the Wichita production line was producing an aircraft every three days, and of the 6,700+ business jets built by Cessna, the Citation Bravo currently ranks ninth on the OEM’s list of indi-

I

74

WORLD AIRCRAFT SALES MAGAZINE – January 2014

TABLE A - PAYLOAD & RANGE Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

Max Payload Range (nm)

Bravo

14,800

4,824

152

1,925

801

1,720

907

H400XP

16,300

4,912

199

2,015

603

1,519

750

Data courtesy of Conklin & de Decker, Orleans, M.A. USA; JETNET; B&CA May & Aug. 2013 Operations Planning Guide: Aircraft Cost Calculator

vidual models built (by units) behind the Citation II, Mustang and CJ3 among others.

As the successor to the Citation II, the Bravo features more powerful and more fuel-efficient PW530A engines, resulting in a higher MGTOW, a faster cruise speed and longer range. An advanced avionics suite includes a Honeywell Primus 1000 flight guidance system and AlliedSignal CNI-5000 Silver Crown panel-mounted radios. This www.AvBuyer.com

aircraft can be RVSM certified when Service Bulletin SB-550-34-70 is complied with. The Bravo can climb to a maximum flight level of 45,000 feet.

PAYLOAD & RANGE The data contained in Table A (above) is sourced from Conklin & de Decker with elements also published in the B&CA May ❯ 2013 issue. A potential operator should Aircraft Index see Page 4

Dominion January 16/12/2013 15:56 Page 1

Comprehensive Services 1977 Falcon 20-5BR-2C

S/N: N 366 - Reg: N100AQ TTAF: 8816 - MSP - Honeywell 150 APU 300/300 CZI/MPI - MSP GOLD - Aft Baggage - External Lav Mod - Single point refueling - TCAS II & EGPWS - 15 Year Gear c/w MCI, C, 2C & Insp 02/2011 c/w ‘Z’, ‘A’, 2A & 2A+ & Feeder Tank 02/2013

Make Offer

2008 Gulfstream G-150

S/N: 272 - Reg: N399SC TTAF: 2448 - Universal 7 Passenger Interior plus Belted Lavatory Microwave and Seat Storage Drawers XM Radio - Wood Veneer Handrails Honeywell Laseref V IRS - Dual IFIS Dual Cursor Control Device - XM Cockpit Weather Graphics - Collins Electronic Checklist - Engines & APU on Honeywell MSP

Make Offer 1986 Lear 35A

S/N: 620 - Reg: N500CQ MSP - Universal Synthetic Vision 1 4 Tube Universal EFIS - TCAS I - TAWS Dual Universal UNS 1 FMS w/Universal MFD-640 Raisbeck Aft Locker & Raisbeck ZR Lite Avcon Ventral Fins Honeywell DEEC 3rd VHF-22A Comm Exec Door - Freon AC - Aux Heat Argus 7000 CE Moving Map - WX-500 Stormscope - 12 year due 2023

Make Offer

AirCompAnalysisJan14_ACAn 18/12/2013 09:23 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CITATION BRAVO

CABIN DIMENSIONS

focus on payload capability as a key factor.

As shown, the Citation Bravo’s ‘Available payload with Maximum Fuel’ (801 pounds) offers more payload capability than the Hawker 400XP, at 603 lbs. Also, depicted, according to Aircraft Cost Calculator the Citation Bravo burns 152 gallons per hour (GPH) which is 47 GPH - or 24% - less fuel than the Hawker 400XP (199 GPH).

According to Conklin & de Decker, the cabin volume of the Citation Bravo at 278 cubic feet is nine percent smaller than that of the Hawker 400XP aircraft (305 cu ft.). As depicted in Chart A (below), the cabins have a major difference in that the Hawker 400XP is designed with a flat floor. The cabin cross-section illustrations are provided

by Upcast Jetbook, the bizjet comparison app for the iPad.

POWERPLANT DETAILS Each of the Citation Bravo’s Pratt & Whitney Canada PW530A engines offer a thrust rating of 2,887 pounds. The Hawker 400XP, meanwhile, is also powered by Pratt & Whitney Canada powerplants – this time a pair of JT15D-5R engines, each with a thrust rating of 2,965 pounds.

COST PER MILE COMPARISON CHART A - CABIN DIMENSIONS

Volume 305 Cu ft

Volume 278 Cu ft

SOURCE: UPCAST JETBOOK, www.upcast-media.com

CHART B - COST PER MILE*

TOTAL VARIABLE COST COMPARISON $3.68

Bravo

$3.43

H400XP

$0.00

$2.00

$1.00

Using data published in the May 2013 B&CA Planning and Purchasing Handbook and the August 2013 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost in the August 2013 edition was $6.08 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

Note: Fuel price used from this source does not represent an average price for the year.

Chart B (below, left) details ‘Cost per Mile’, and compares the Citation Bravo to the Hawker 400XP factoring direct costs, and with each aircraft flying a 1,000 nm mission with 800 pounds (four passengers) payload.

The Citation Bravo cost at $3.68 per nautical mile is higher than the Hawker 400XP at $3.43 by 25 cents per mile (or 7.3%).

$3.00

$4.00

$5.00

The ‘Total Variable Cost’, illustrated in Chart C (bottom, left), is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense, and Miscellaneous Trip Expense. The total variable cost for the Citation Bravo at $1,256 is 13% lower per hour compared to the Hawker 400XP ($1,448).

US $ per nautical mile

PRODUCTIVITY COMPARISON The points in Chart D (top, right) center on the Bravo and Hawker 400XP aircraft.

Pricing used in the vertical axis is as published in Vref. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors.

* 1,000 NM, 800 LBS PAYLOAD MISSION COSTS

CHART C - VARIABLE COST

H400XP

Bravo $0

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.

$1,448

$1,256 $1,000

$2,000

US $ per hour

The result is a very large number so for the

76

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Aircraft Index see Page 4

AirCompAnalysisJan14_ACAn 18/12/2013 09:20 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CITATION BRAVO

CHART D - PRODUCTIVITY $4.0

Price (Millions)

purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business jet buyers are usually impressed with price, range, speed, and cabin size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation Bravo, as shown in productivity index Chart D, is productive compared to the Hawker 400XP. In spite of its higher cost per mile, the Bravo has a lower variable hourly cost, lower fuel usage and greater payload capability which many operators value. This comes at a higher retail cost, however, and with a smaller cabin volume.

Table B (right) represents the average preowned retail price from Vref for each aircraft a 2006 model Citation Bravo costs $3m, whereas a 2006 model Hawker 400XP retails for $1.8m (as represented in the Productivity Chart). 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 333 aircraft inoperation today, 13.2% of the Citation Bravo fleet is currently for sale (traditionally a buyer’s market). The Hawker 400XP is in a traditional ‘seller’s market’ position with just 8.7% of the fleet for sale.

Bravo $3.0 $2.0

H400XP $1.0 $0.0 0.050

0.100

Advertising Enquiries see Page 8

0.200

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

TABLE B - COMPARISON TABLE Long Range Cruise Speed

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Bravo

335

278

907

$3m (2006)

333

13.2%

H400XP

410

305

750

$1.8m (2006)

242

8.7%

Model

B&CA Eqpd Price $

In Operation

% For Sale

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; Vref: 2013 Operations Planning Guide B&CA Aug13

CHART E (a) & (b) ASK PRICE TRENDS

1

1

2

ASKING PRICES VS MAKE OFFER Chart E (right), sourced from the Multidimensional Economic Evaluators (MEE) Inc., (www.meevaluators.com), shows a scatter chart of Asking Price vs Airframe Total Time (TTAF) vs Days on the Market for the Citation Bravo. The current pre-owned market for the Bravo has 44 aircraft ‘For Sale’. However, 25 out of the 44 are ‘Make Offer’ with 19 showing actual asking prices. Charts E(a) and E(b) are two charts representing average asking prices compared to the TTAF (Chart E(a)) and average asking prices compared to the average days on the market (Chart E(b)).

Within our analysis of Chart E(a), the red trend line and four red dots represent 15-year old Bravos. Two red dots are right on the line, two are higher. Points 1 and 2 (as indicated) are $500k and $400k higher than the trend line and may be overpriced. The red trend line in Chart E(b) and four red dots again represent 15-year old Bravos. Here, three aircraft are above the trend line and one is below. Point 1 is the same airplane in both charts, and will continue to remain on the market (almost two years now) until the price is reduced and a ❯ buyer is attracted.

0.150

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

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

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

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

Source: NBAA

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77

AirCompAnalysisJan14_ACAn 17/12/2013 16:14 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CITATION BRAVO

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT Aircraft that are used in a trade, business, or for the production of income that are primarily operated domestically, and not used in common or contract carriage may be depreciated over a five-year Modified Accelerated Cost Recovery System (MACRS) schedule.

Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under sevenyear MACRS, see Table C (previous page).

Table D (right) shows an example of using the MACRS schedule for a 2006 Cessna Citation Bravo in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods assuming a Vref retail value of $3.0 million.

LOCATION BY CONTINENT Broken down by continent, North America is home to the majority of the fleet of Citation Bravos (203 units, or 65%), followed by Europe (50 jets, 16%). Currently, ten Citation Bravos are in shared ownership, and 11 are in a fractional-ownership arrangement.

These are not included in the fleet breakdown.

TABLE D - MACRS DEPRECIATION SCHEDULE, $3.0M 2006 MODEL BRAVO 2006 Cessna Citation Bravo - Private (Part 91) Full Retail Price - Millions $3.0 Year 1 2 3 4 5 6 Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% 5.8% Depreciation $0.6 $1.0 $0.6 $0.3 $0.3 $0.2 Depreciation Value $2.4 $1.4 $0.8 $0.5 $0.2 $0 Cumulative Depreciation $0.6 $1.6 $2.2 $2.5 $2.8 $3.0 2006 Cessna Full Retail Price - Millions $3.0 Year 1 Rate (%) 14.3% Depreciation $0.4 Depreciation Value $2.6 Cumulative Depreciation $0.4

Citation Bravo - Charter (Part 135) 2

3

4

5

6

7

8

24.5% $0.7 $1.9 $1.1

17.5% $0.5 $1.4 $1.6

12.5% $0.4 $1.0 $2.0

8.9% $0.3 $0.7 $2.3

8.9% $0.3 $0.4 $2.6

8.9% $0.3 $0.1 $2.9

4.5% $0.1 $0.0 $3.0

Source ACC – www.aircraftcostcalculator.com

CHART F - RANGE COMPARISON

RANGE COMPARISON Chart F (right) shows the circle ranges from Kansas, USA for both the Bravo and Hawker 400XP. The Bravo shows greater range coverage than the Hawker 400XP (data from Aircraft Cost Calculator).

Note: For Jets & Turboprops ‘Seats Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200 nautical mile alternate. The lines depicted do not account for winds aloft or any other weather related obstacles.

SUMMARY Within the preceding paragraphs we have touched upon several of the key attributes that business jet operators value. However, there are often other qualities such as service and support that factor in a buying decision, but which are beyond the scope of this article.

The Citation Bravo business jet has its advantages - so those operators in the market should find the preceding comparison of value. The aircraft is very popular and operated by private individuals, companies, fractional and charter operators and aircraft management companies. Our expectations are that the Citation Bravo will continue to do very well in the pre-owned market for the foreseeable future.

78

WORLD AIRCRAFT SALES MAGAZINE – January 2014

Source ACC – www.aircraftcostcalculator.com

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

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THE WORLD’S FINEST BUSINESS JETS, TURBOPROPS & HELICOPTERS FOR SALE AT

www.AvBuyer.com Aircraft Index see Page 4

Boutsen January_Layout 1 16/12/2013 15:51 Page 1

ACSpecs IntroJan14_AC Specs Intronov06 17/12/2013 16:27 Page 1

AIRCRAFT SPECIFICATIONS: LARGE CABIN JETS

FEBRUARY ISSUE: Medium Jets MARCH ISSUE: Light & Entry Level Jets APRIL ISSUE: Turboprops MAY ISSUE: Large Cabin 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 Large Cabin Jets – appears opposite, to be followed by Medium 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

80

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Aircraft Index see Page 4

BO MB AR DIE RC HA LLE BO NG MB ER AR 30 DIE 0 RC HA LLE BO NG MB ER AR 35 DIE 0 RC HA LLE BO NG MB ER AR 60 DIE 1-3 RC R HA LLE BO NG MB ER AR 60 DIE 4 RC HA L LEN BO GE MB R6 AR 05 DIE RC HA LLE BO NG MB ER AR 85 DIE 0 RG LO BA LE BO XP MB RE AR SS DIE RG LO BA BO LE MB XP RE AR SS DIE XR RG S LO B AL GL OB 50 AL 00 60 00

AircraftPer&SpecJan14_PerfspecDecember06 17/12/2013 16:40 Page 1

LARGE CABIN MEDIUM JETSJETS $3,281.73

$3,311.16

$4,383.45

$3,903.40

$3,628.17

$3,855.07

$5,718.91

$5,690.67

$5,457.39

$5,506.33

CABIN HEIGHT FT.

6.08

6.08

6.1

6.08

6.08

6.08

6.25

6.25

6.25

6.25

CABIN WIDTH FT.

7.17

7.17

8.2

8.17

8.17

8.17

8.17

8.17

8.17

8.17

CABIN LENGTH FT.

28.6

28.6

28.3

28.4

28.4

48.4

48.35

48.35

42.47

48.35

CABIN VOLUME CU.FT.

860

860

1035

1150

1150

1990

2140

2140

2022

2140

DOOR HEIGHT FT.

6.22

6.22

5.83

5.83

5.83

5.8

6.16

6.17

6.17

6.17

DOOR WIDTH FT.

2.5

2.5

3

3.08

3.08

3.08

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

106

106

115

115

115

202

190

195

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

9

10

10

15

13

13

13

13

MTOW LBS

38850

40600

45100

48200

48200

53000

95000

98000

92500

99500

MLW LBS

33750

34150

36000

38000

38000

47000

78600

78600

78600

78600

B.O.W. W/CREW LBS

23850

24800

26250

27100

27150

34618

50300

51200

50861

52230

USEABLE FUEL LBS

14045

14150

17635

19850

19852

18274

43158

44642

38959

44716

PAYLOAD WITH FULL FUEL LBS

1105

1800

1365

1263

1298

358

1792

2408

2930

2804

MAX. PAYLOAD LBS

3350

3400

4750

4815

4850

9382

5700

4800

7139

5770

RANGE - SEATS FULL N.M.

3065

3200

3380

3756

3756

2456

5940

6055

5200

5890

MAX. RANGE N.M.

3340

3600

3590

4119

4123

3096

6125

6226

5350

6080

BALANCED FIELD LENGTH FT.

4810

4853

6500

5765

5840

6305

6170

6170

5540

6476

LANDING DIST. (FACTORED) FT.

3833

3850

4500

3833

3833

4120

3667

3667

3667

3667

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

4240

-

4259

4345

4345

3395

3450

3300

3450

3300

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

474

-

1207

680

581

443

522

474

704

474

MAX. CRUISE SPEED KTAS

470

470

459

488

488

459

505

511

511

511

NORMAL CRUISE SPEED KTAS

459

459

443

459

459

442

488

488

488

488

L/RANGE CRUISE SPEED KTAS

459

459

425

425

425

425

459

471

471

471

2

2

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

CF34-3A1

CF34-3B

CF34-3B

CF34-3B1

BR 710A2-20

BR 710A2-20

BR 710A2-20

BR 710A2-20

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

Advertising Enquiries see Page 8

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81

AIRCRAFT SPECIFICATIONS

DA SSA UL TF AL CO N2 00 DA 0 SSA UL TF AL CO N2 00 DA 0D SSA X UL TF AL CO N2 00 DA 0E SSA X UL TF AL CO N2 00 DA 0E SSA XE UL AS TF Y AL CO N2 DA 00 0LX SSA UL TF AL CO N2 00 DA 0LX SSA S UL TF AL CO N2 00 DA 0S SSA UL TF AL CO N9 DA 00 B SSA UL TF AL CO N9 00 C

AircraftPer&SpecJan14_PerfspecDecember06 17/12/2013 16:41 Page 2

LARGE CABIN JETS $4,108.69

$3,387.22

$3,483.69

$3,353.13

$3,298.15

$3,298.15

$3,369.32

$4,314.33

$4,119.65

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

31

31

31

31

31

31

31

33.2

33.2

1024

1024

1024

1024

1024

1024

1024

1264

1264

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.6

5.6

5.7

5.7

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.6

2.6

2.6

2.7

2.7

BAGGAGE VOL. INT. CU.FT.

134

131

131

131

131

131

131

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

10

10

10

10

10

10

10

12

12

MTOW LBS

35800

41000

42200

42200

42200

42200

41000

45500

45500

MLW LBS

33000

39300

39300

39300

39300

39300

39300

42000

42000

B.O.W. W/CREW LBS

22750

23190

23190

23190

24440

24440

24750

25275

25275

USEABLE FUEL LBS

12155

14600

16660

16660

16660

16660

14600

19165

19165

PAYLOAD WITH FULL FUEL LBS

1095

3410

2550

2550

1300

1300

1850

1260

1260

MAX. PAYLOAD LBS

5910

6510

6510

6510

5260

5260

4950

2945

2945

RANGE - SEATS FULL N.M.

2841

3378

3878

3878

3817

3817

3613

3450

3450

MAX. RANGE N.M.

3130

3440

4045

4045

4255

4255

3681

4080

4080

BALANCED FIELD LENGTH FT.

5440

5300

5585

5585

5850

5850

4652

5144

5144

LANDING DIST. (FACTORED) FT.

4333

4333

4333

4333

4450

4450

4450

3633

3633

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

3730

4575

4375

4375

4350

4350

4350

3755

3755

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

377

490

490

490

490

490

490

645

645

MAX. CRUISE SPEED KTAS

475

482

482

482

482

482

482

500

500

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

459

459

466

466

L/RANGE CRUISE SPEED KTAS

430

442

442

442

442

442

442

428

428

2

2

2

2

2

2

2

3

3

CFE 738-1-1B

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

TFE 7315BR-1C

TFE 7315BR-1C

VARIABLE COST PER HOUR $

CABIN VOLUME CU.FT.

ENGINES # ENGINE MODEL

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

82

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Aircraft Index see Page 4

DA SSA UL TF AL CO N9 00 DA DX SSA UL TF AL CO N9 00 DA EX SSA UL TF AL CO N9 00 DA EX SSA EA UL SY TF AL CO N9 00 DA LX SSA UL TF AL CO N7 EM X BR AE RL EG AC Y6 00 EM BR AE RL EG AC Y6 50 GU LFS TRE AM G2 80 GU LFS TRE AM G3 00

AircraftPer&SpecJan14_PerfspecDecember06 17/12/2013 16:42 Page 3

LARGE CABIN JETS $3,857.39

$4,111.87

$3,787.44

$3,734.94

$4,131.24

$3,999.90

$4,143.21

$3,246.54

$5,293.75

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6

6

6.25

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7

6.9

7.2

7.3

CABIN LENGTH FT.

33.2

33.2

33.2

33.2

39.1

49.8

49.8

32.25

45.1

CABIN VOLUME CU.FT.

1264

1264

1264

1264

1552

1650

1650

935

1525

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.6

5.6

6

5

DOOR WIDTH FT.

2.6

2.26

2.6

2.6

2.6

2.5

2.5

2.75

3

BAGGAGE VOL. INT. CU.FT.

127

127

127

127

140

286

286

34

169

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

120

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

12

12

13

13

8

13

MTOW LBS

46700

48300

49000

49000

70000

49604

53572

39600

72000

MLW LBS

42200

44500

44500

44500

62400

40785

44092

32700

66000

B.O.W. W/CREW LBS

25800

24700

24700

26400

36600

30081

31217

24150

43700

USEABLE FUEL LBS

18830

21000

21000

21000

31940

18170

20600

14600

26700

PAYLOAD WITH FULL FUEL LBS

2270

2800

3500

1800

1660

1507

1910

1000

2000

MAX. PAYLOAD LBS

5064

6164

6164

4464

4400

5193

4939

4050

5300

RANGE - SEATS FULL N.M.

4100

4500

4500

4800

5490

3091

3661

3387

3486

MAX. RANGE N.M.

4290

4725

4725

5000

5870

3485

3980

3690

3820

BALANCED FIELD LENGTH FT.

4890

5215

5215

5215

5600

5614

5741

4750

4700

LANDING DIST. (FACTORED) FT.

3633

3750

3750

3833

3583

3850

3927

5083

4417

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

3880

3880

3880

3880

-

2639

3022

5000

3805

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

796

755

703

703

615

761

757

844

767

MAX. CRUISE SPEED KTAS

482

482

482

482

-

455

459

482

500

NORMAL CRUISE SPEED KTAS

459

459

459

459

488

447

447

470

476

L/RANGE CRUISE SPEED KTAS

430

430

430

430

459

424

425

459

445

3

3

3

3

3

2

2

2

2

TFE 731-60

TFE 731-60

TFE 731-60

TFE 731-60

PW307A

AE 3007A1E

AE 3007A2

HTF 7250G

TAY 611-8

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

83

AircraftPer&SpecJan14_PerfspecDecember06 17/12/2013 16:42 Page 4

G6 50 GU LFS TRE AM

GU LFS TRE AM

GV

G5 50 GU LFS TRE AM

GU LFS TRE AM

G5 00

GIV -SP GU LFS TRE AM

G4 50 GU LFS TRE AM

GU LFS TRE AM

GU LFS TRE AM

G3 50

G4 00

AIRCRAFT SPECIFICATIONS

LARGE CABIN JETS VARIABLE COST PER HOUR $

$5,125.00

$5,296.63

$5,138.92

$5,463.26

$4,947.92

$4,973.94

$5,631.48

$5,364.27

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.4

CABIN WIDTH FT.

7.3

7.3

7.3

7.3

7.3

7.3

7.3

8.5

CABIN LENGTH FT.

45.1

45.1

45.1

45.1

50.1

50.1

50.1

53.6

CABIN VOLUME CU.FT.

1525

1525

1525

1525

1669

1669

1669

2373

DOOR HEIGHT FT.

5

5

5

5

5

5

5

6.28

DOOR WIDTH FT.

3

3

3

3

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

169

169

169

169

226

226

226

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

14

13

14

13

18

18

13

18

MTOW LBS

70900

74600

74600

74600

85100

91000

90500

99600

MLW LBS

66000

66000

66000

66000

75300

75300

75300

83500

B.O.W. W/CREW LBS

43000

43700

43200

43700

47900

47900

48400

54000

USEABLE FUEL LBS

25807

29281

29281

29281

34940

41000

41000

44200

PAYLOAD WITH FULL FUEL LBS

2493

2019

2519

2019

2660

2500

1500

1800

MAX. PAYLOAD LBS

6000

5300

5800

5300

6600

6600

6100

6500

RANGE - SEATS FULL N.M.

3680

3880

4100

3880

5620

6490

6250

-

MAX. RANGE N.M.

3900

4166

4400

4166

5991

6950

6675

-

BALANCED FIELD LENGTH FT.

5065

5700

5770

5700

5385

6200

6200

-

LANDING DIST. (FACTORED) FT.

4417

4417

4417

4458

3667

3667

3750

4167

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

3960

3640

3760

3640

3950

3650

3610

-

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

736

701

712

701

707

594

820

-

MAX. CRUISE SPEED KTAS

500

500

500

500

508

508

508

516

NORMAL CRUISE SPEED KTAS

476

476

476

476

488

488

488

-

L/RANGE CRUISE SPEED KTAS

445

445

445

445

459

459

459

488

2

2

2

2

2

2

2

2

TAY 611-8C

TAY 611-8

TAY 611-8C

TAY 611-8

ENGINES # ENGINE MODEL

BR 710-C4-11 BR 710-C4-11 BR 710-A1-10 BR 725 A1-12

■

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.

84

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Pre-OwnedJan14_Pre-Owned Sales Jan06 17/12/2013 11:54 Page 1

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends

by Fletcher Aldredge s a participant and observer of this marketplace for nearly thirty years, let me pass on some observations. I’ve seen General Aviation grow from a small, Midwest-centered industry into an international arena. Airplanes once considered to be benchmarks (20-series Learjets, V-tailed Bonanzas or rag-winged Pipers) are merely happy memories in today’s complex, global world.

Airplanes I would have given a left body part to fly a few decades ago have given way

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

to the inevitable. Bombardier now has a Mach 0.85 jet on the drawing board with a near-8,000-mile range. That’s without the help of a KC-135. It is appropriately called the Global 8000. And, one of the best-selling piston singles, Cirrus, is not even made from aluminum – it’s carbon fiber.

Yep, the Times, They are a-Changin’. Just as striking (some would say alarming) is the way airplanes are bought and sold. The observations that follow might partially explain the current market woes and provide an eye to the future. www.AvBuyer.com

PISTON SINGLES & TWINS No one is getting rich selling Cessna Cardinals or Piper Aztecs, but business is reported as steady, and prices are stable. This is not another way to say stagnant because trading happens if pricing is realistic. A shortage of good training aircraft worldwide is actually putting upward pressure on Cessna 172Rs and 172Ss. The array of airplanes available and their condition is staggering. Who would have thought it still possible to buy a restored Bonanza built while Harry Truman was Aircraft Index see Page 4

Pre-OwnedJan14_Pre-Owned Sales Jan06 17/12/2013 12:02 Page 2

PRE-OWNED A/C SALES TRENDS President, and fly it to Grandma’s house for Christmas dinner? Of course, there are others so full of neglect that their next trip will likely be on a flatbed trailer.

TURBOPROPS It would be easy to lump this group in with other propeller-driven (piston) airplanes, but that would be ignoring the awesome capabilities of even the lowliest turboprop.

Interest among buyers has remained constant throughout this long economic calamity.

King Air demand is strong. PC-12 values have actually moved up. Nothing in this segment is intercontinental at Mach anything, but do the math. King Airs, Conquests, TBMs and just about any turboprop make a lot of sense in today’s world.

JETS Actual selling prices for many jets continue to fall. A few asking prices might have inched up, but not every airplane ‘for sale’ is really for sale.

Activity is strong for G450s and most priced-right jets. The very tight G550 market is expected to stabilize soon. However, availability continues to grow for some, and it’s not just the 30-year-old out-of-production types. Some big movers this quarter (in the wrong direction) include the Global 5000 and the GIV-SP, perfectly excellent airplanes in every way, but good examples of a market that can’t seem to gain traction.

According to JETNET, in November of 2012 10.5% of the Global 5000 fleet was ‘for sale’. This has increased to more than 12%. A mere 8.5% of the GIV-SP fleet was ‘for sale’ a year ago, climbing to 12.5% now.

Declining prices officially move the Gobal 5000 and GIV-SP into an overcrowded ‘Best Buy’ category – along with Global XRSs, Challenger 604s, Legacy 600s, Hawker 800s, Lear 60s, and many others.

THREE OBSERVATIONS We’ve all complained about burdensome regulations for pilots and airplanes, but there are relatively few that govern dealers, brokers and the trading of airplanes. While this laissez-faire environment frees us from unnecessary government intervention, it removes most barriers of entry.

Unlike realtors and fishing guides, no license is required to be an aircraft broker.

Anyone with a cell phone can play; no need to have skin in the game. This has increased

competition in the marketplace – good for the consumer, bad for airplane prices.

Another chronic burden for the industry is economic jitters. This might be somewhat politically-based, but it seems we have more than our share of Doomsday-Preppers. While the economy is slowly mending, there are many who still believe ‘the other shoe is about to drop’.

One final negative and then we’ll get to the good news: Thank you to the dealer who gave us this quote, “Too expensive to fly – too strong to die”. Some say the manufacturers built too many airplanes. I say they built lots of strong, long-lasting airplanes.

From those of us who have blundered into weather we shouldn’t have – I thank you!

Airplanes like the Citation 550, Lear 55 and Hawker 700 will probably be in service decades from now. The same is true in the piston market. Who would have believed the Cessna 310 I used for my multi-engine rating in 1977 would still be training pilots today?

THE FUTURE MARKET We have been critical of those who try to predict the future. It probably has something to do with a bad palm reading experience I had on Mallory Dock in Key West… Nevertheless, here we go.

There is a lot of optimism... if you can get past the pessimism. According to The Wall Street Journal, the ranks of the “super rich” are expected to grow between seven and 24 percent in Europe and North America, 60 percent in Latin America, 76 percent in Russia, and more than 100 percent in China and India.

This is projected to happen in the next three years. No matter what your politics, this bodes well for General Aviation, especially the jet market. More importantly, the industry has done a great job of adapting, even without – especially without – government intervention.

We rarely talk with a dealer who hasn’t figured this marketplace out. Sure, a scant few still blame ‘The Services’ for low prices, or some broker for ‘dumping’ an aircraft. But, knowing the market and pricing airplanes accordingly, keeps inventory moving.

H. G. Wells wrote, “Adapt or perish, now as ever, is nature’s inexorable imperative”. It sounds like he would have been a very successful aircraft dealer.

❯ More information from www.vrefonline.com

A COUPLE OF USED AIRCRAFT MYTHS… •

•

Myth Number 1: “Nothing is selling at Retail; it’s all Wholesale.” Not true! Every serial number is unique due to times and condition. If an airplane is in good condition with average times and no looming maintenance events, we expect it to sell near our Vref Retail number. Some very low time airplanes with excellent pedigrees have even sold above Retail. Conversely, it doesn’t take a rocket scientist to figure out that ‘high-time charter dogs’ in need of everything can be below wholesale. Ok, enough stating the obvious.

Myth Number 2: “You can’t tell what an airplane is worth because so few have sold.” Wrong! Throughout this recession there has been activity, especially now.

What the last one sold for is important unless that sale happened six months ago.

In that case, there are always indicators or deals pending. No phone calls on a ‘drastically reduced asking price’ can be one of the most important indicators.

COMPARE AIRCRAFT FOR SALE USING OUR

Aircraft Comparative Facility at www.AvBuyer.com Whilst selecting from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

87

JMesinger Jan13_JMesingerNov06 17/12/2013 10:27 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

Taking Registrations Could Be Risky Business here are a few signs that the deal you hoped for in an aircraft transaction may not be all it’s cracked up to be. This article highlights one of the ways to detect that. If you are representing an aircraft for sale and you get a call from another broker or person who says they have a customer and then go on to say that they would like to register that customer with you, alarm bells should be sounding in your mind.

Why? Let’s take a step back and dissect what this usually means.

First of all, if the person calling really had a relationship with the possible buyer, there would be no need to register the prospect with you. Registering the prospect in this scenario means that you would take the name of the prospect and protect the broker/caller if, in fact, the prospect buys the airplane.

Here’s the problem for you and the client whose airplane you are representing for sale.

Let’s imagine you agreed to take the registration. The next thing that would typically happen is you’d receive an email from the registering broker with the prospect’s name.

Assuming you agree by return email to accept it, one hour to a week later someone calls and says, “I would like to find out about the airplane you have for sale”.

No problem so far until they introduce themselves to you and you say, “I spoke to your broker last week and sent him all the info on the airplane for you,” to which the caller replies, “I don’t have a broker!”

What just occurred to you (and more importantly the seller you work for) is that a potentially very real prospect has been removed from play because you agreed to not work with that prospect around the person/broker who you took the registration from. Worse still is that if you really started to work with that prospect through the person/broker from whom you took the listing, the chances are that you would find the deal being transacted in what is called a ‘Back-toBack’ transaction.

This brings about very complicated

T

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

maneuvering to get a deal done. Since the biggest part of this whole need for the registration or the Back-to-Back is about undisclosed economic issues, your seller may have to contract and pass title through a party who is not really the ‘ultimate’ buyer. Also tricky is following the trail of the deposit given. Often the broker or the person standing in the middle will sign the contract as the ‘buyer’, however the deposit will have been paid to the escrow company by the ultimate buyer.

No problem, of course… unless there is a problem. Let’s say the ultimate buyer decides to reject the aircraft or just pull out of the deal: The title company will look at the contract and say the remitting party of the deposit is not party to the contract so the title company will send the deposit back with no discussion, and your seller will be stuck with a transaction that has fallen apart with no real recourse since the contractual ‘buyer’ was a person with no financial means or skin in the game. All of this is being done just to hide a commission or fee that the ultimate buyer never contractually committed to pay to the person throwing his or her name around.

This registration process can work in the opposite direction as well. Let’s say you call a broker that says he/she represents an offmarket aircraft. They say they will not tell you anything about the specifics of the plane unless you register your client with them.

They will want full name, company, and other pertinent info about your client. In this scenario what is happening is that someone without any real contractual relationship with the seller or the aircraft is just out fishing for a buyer. Once they have a name of your customer they will then go to the owner and try to get a listing to sell it to them.

If you have a real buyer for a plane like the one you called on, and you do your job correctly by advising the market of your need by sending out communiques to the world, talking to all the touch points (aviation attorneys, other brokers, etc.) no doubt anyone with an aircraft that has not come to the market yet but was just about to will find you. www.AvBuyer.com

Either they will legitimately hire a broker and give them an exclusive listing to market the airplane or they will see your need and contact you directly.

Stay away from what are called ‘Off-Market Opportunities’ where you are asked to give your client’s name to just get specifications on the mystery airplane. If you got caught in this reverse trap you might also find yourself in what could be a Back-to-Back transaction and not be contracting directly with the real seller. One of many hazards with this scenario is that the one big survivable rep and warranty that a buyer gets when buying an airplane - the rep of Clear Title - will not be given by the real owner who can make that rep and really stand behind it.

Our industry is full of wonderful professionals who make their living every day representing their clients and aircraft either as buyers or sellers on an exclusive basis. If you are an owner or prospective buyer, support what is a tried and true process and a recipe for success. Hire a professional, give them your exclusive mandate to buy or sell and then let them go to work for you. ❯ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com.

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

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Dealer Broker Mkt Update Jan14_Gil WolinNov06 17/12/2013 14:24 Page 1

DEALER BROKER MARKET UPDATE

Dealers, Brokers & The Year 2014: ow you feel the impact of our ongoing economic recovery probably reflects where you are in the economy. How you expect business jet sales to go in 2014, from the view of dealers and brokers, reflects at what level you're trying to sell...and to whom.

“We're not making the number of converts we used to,” lamented one Midwestbased broker in an operation affiliated with a full-service FBO and flight school. “The bulk of the transactions we're seeing come from repeat-customer churn. They're already members of the congregation, if you will, part of the choir, and an update was needed – not generally a step up, just an update.”

However, he continued, the sales concen-

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WORLD AIRCRAFT SALES MAGAZINE – January 2014

tration centers on operators flying mid-sizeand-up jets and, increasingly, turboprops.

“The smallest percentage of our business comes from the converts – the new members of the choir.”

He echoed others in the community, who observe they see fewer first-time buyers compared to even two years ago, let alone five.

They all note ‘new blood drives market expansion’.

“Market expansion in the light-end is what we're going to continue to miss. So how next year looks right now depends on at what level you're selling, and to whom.”

Governments remain viable customers; corporate operators continue to provide some movement. “The real gift to this market is the continuing strength of sales among www.AvBuyer.com

High Net Worth Individuals – people whose wealth suffered little-to-none during the downturn, and for whom satisfying personal need is merely a matter of deciding to spend the funds.”

But beyond these narrow market confines, this Mid-West executive (and others) offered little-to-no encouragement for the prospect of a noteworthy upswing in new jet sales – particularly within the light segment (new and pre-owned, alike). All that could change, most predict, if the economic recovery started to float more boats than those that stayed afloat during the downturn, explained an eastern-seaboard dealer who works across several southeastern states.

Noted the eastern seaboard dealer, “It's back to the consumer to bail us out – preAircraft Index see Page 4

Dealer Broker Mkt Update Jan14_Gil WolinNov06 18/12/2013 09:17 Page 2

DEALER BROKER MARKET UPDATE

He echoed others in the community, who observe they see fewer first-time buyers compared to even two years ago, let alone five. They all note ‘new blood drives market expansion’.

A little gain, a little flat, a little retreat... by Dave Higdon suming the consumer can play without his own bailout.”

NO TROUBLE WITH THE NUMBERS There are good numbers, great numbers, and on the opposite end of the scale, not-so-good numbers, and outright-lousy numbers. These aggregate to what many brokers and dealers expect to be another lackluster year for the sales of pre-owned business-turbine aircraft.

If you're investing in Wall Street equities these days your portfolio should be looking pretty good. The market edged into record territory in November 2013, and as of this writing in December no retreat was in sight.

Your mutual funds should be doing fairly well, too, thanks to the juicy profits reported Advertising Enquiries see Page 6

last year by most of the Fortune 500 and thousands of smaller concerns. Profits add to dividends which add to the holdings – or the bank account. Even the economy seems cooperative in the economic boost, albeit without much enthusiasm at the GDP level.

Growth in 2013 was looking to come in at about 1.7 percent – short of the healthier 2.5 percent of a couple of years ago, and well short of the 4 percent needed to make investors reach for their bibs.

The only numbers not favoring businesses and their investors right now focus on employment, jobs growth and real-income changes. Two of these three aren't encouraging: Unemployment is still too high for comfort and jobs growth, steady though it is, isn't making an appreciable dent in the ranks of www.AvBuyer.com

those who stopped looking for work months, even years ago.

Worst is the real-income figure – with real purchasing power hurting, despite the helpful declines in energy costs and the slowed growth of food and health-care costs. But job growth continues to occur, with ever-soslightly stronger numbers – more than 220,000 new jobs alone in November 2013, above analysts' expectations, as unemployment fell to its lowest level in five years, at 7 percent.

Corporate profits have been solid - and in some cases of certain industries at record, or near-record levels in the past year. Share prices are up; inflation is low to non-existent; and sales are up over the holiday season just ended. Today's Dow Jones industrial average of top stocks regularly closes above 16,000.

That's up more than 20 percent from the 13,300 level at which the Dow Jones opened 2013.

“It's something of a minor miracle to us,” observed a West Coast broker who frequently works with finance houses to structure aircraft acquisitions. “All these signs of prosperity for some, widespread stagnation for others, and most businesses are booming. So why aren't pre-owned (business-turbine aircraft) selling better?

“The people already operating don't need to replace their aircraft just to get a nice interior on a 10-year-old (light jet); they're not candidates for bigger jets; and unless their businesses grow beyond their current aircraft needs, they're not likely to replace until it’s ❯ WORLD AIRCRAFT SALES MAGAZINE – January 2014

91

Dealer Broker Mkt Update Jan14_Gil WolinNov06 17/12/2013 14:51 Page 3

DEALER BROKER MARKET UPDATE

absolutely necessary. These are not like big companies or corporations, but small outfits in which the boss may still fly the airplane – but no doubt, the boss is still the boss.”

OPERATIONAL STAGNATION? “Don't get me wrong,” contributed the eastern-seaboard dealer. “I want to see things better, even for my competitors. That would mean the whole market is growing again – but that's not what we're seeing.”

Indeed, in some terms General Aviation is showing signs of some serious shrinkage.

New pilot starts are down according to FAA records; the population of pilots is down, too, as is the number of aircraft registered.

And these are not wholly new issues. The pilot population has been declining for more than a 25 years and took one of its steepest drops in 2012. The number of aircraft registered is sliding.

Conversely, membership in the National Business Aviation Association achieved a new record in November, exceeding 10,000 for the first time; charter hours were up, as were business-flying hours. “The new people have long been how we get small and medium business owners into airplanes and airplanes into their companies,” exclaimed the West Coast broker. “New people offered us new customers for pre-owned jets and, in turn, old customers for new jets.

“It's a problem down in the piston-single segment, the light-business aircraft operator,

which makes it a downstream problem for selling light jets and, eventually, everything else upstream.”

AGAINST ALL ODDS Strong auto sales; a modest gain in holiday sales year-over-year; strong profits; a booming stock market… “It sounds like a prescription for better times, doesn’t it?” noted the eastern-seaboard dealer. “But there are still too many people out of work, too many people needing assistance, and too many large corporations sitting on large piles of cash.

The two perspectives seem to almost cancel each other out.”

But as the West Coast Broker noted, the pool of available aircraft remains good, prices – particularly on light jets and everything older than 15 years – still make the market a buyer's-choice proposition for much of Business Aviation. “We still offer ‘killer-low’ interest rates, albeit those start disappearing for aircraft 15-years and older – save something rehabilitating.”

There's renewed competition for some pre-owned aircraft in the re-manufacturing movement (reference the 400XTi jet and King Air G90XTi projects of Nextant Aerospace, and a couple of other similar efforts in the pipeline).

“There's no shortage of viable, affordable options for anyone wanting to add private flying to their business-travel mix,” noted the eastern seaboard dealer. “There is, frustrat-

ingly, still a shortage of the new blood needed to propel real sales growth by buying some of these bargain opportunities, however.”

When will that happen? According to our Midwest-based broker, probably not until consumer business moves the economy into growth levels closer to traditional. “When we start to see solid 3-3.5 percent GDP growth or better, and new-hiring numbers consistently are above 350,000 a month there is not going to be the kind of confidence and cash flow to make Business Aviation look attractive again and start growing the community at all levels.”

For now, then, upgrades and replacement sales will continue to drive the market for new medium-and-larger business jets.

The consensus of our dealers’ and brokers’ opinions: Charter, Fractional and Commercial Aviation will all continue to absorb the travel needs Business Aviation requires to keep growing and driving aircraft sales, particularly at the lighter end of business-turbine ownership and flying. Until the economic tides rise higher, sales of new and pre-owned light jets look to be the segment that will continue to struggle – and with it, the overall growth of Business and General Aviation will remain anemic.

❯ 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 ■

The world’s finest Business Jets, Turboprops & Helicopters

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2006 TBM 850

S/N 435 ONE OWNER AND ONLY 665 HOURS SINCE NEW! Garmin G1000 Full Glass Panel Flight Deck with Synthetic Vision, Owner will consider a LEASE or outright SALE! Please contact us for further information.

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1983 PIPER CHEYENNE IIXL, HB-LNX

S/N 90 Only Three Owners and 2,832 Hours TTSN, Garmin GNS-530W, Argus 7000 Moving Map, 2-Tube EFIS, WX-1000E, No Damage History, Presently completing the Annual Inspection, Landing Gear Actuators/Propeller Overhaul and 5-Year Structural Inspection.

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WichitaJan14_Gil WolinNov06 17/12/2013 10:33 Page 1

WICHITA INSIDER

Movers & Shakers The cost and effect of the loss of Boeing.

by Dave Franson BOEING’S SPLIT FROM WICHITA WILL LEAVE A HUGE VOID IN KANSAS

he coming of a New Year usually brings some significant changes, but one that’s looming large in 2014 in Wichita, Kansas is the disappearance of The Boeing Company from the local landscape. After 84 years, the ‘Air Capital of the World’ will be without one of its biggest aviation entities. The company’s decision to move the last vestiges of what was once a dominant industrial presence in the middle of the US gives new, and unwelcome, meaning to the terms ‘Movers & Shakers’.

The move has definitely shaken Wichita and Kansas.

When Boeing originally determined that it would relocate its operations to Oklahoma, Texas and Washington state, it pointed to the vast number of suppliers and subcontractors that will remain in the community. But, Wichitans (and by extension Kansas) still felt betrayed. The state’s congressional delegation and the Governor all voiced a sense of dismay over "broken promises" from Boeing that were made during the competition for a new Air Force Tanker, the K-46. Boeing trumpeted the number of additional jobs that the contract would mean for Wichita, and leaned heavily on local officials to support that message.

The impression Boeing cultivated during the run-up to the tanker award was that it considered Wichita a key part of the equation, what with its experienced workforce, efficiencies and established costconscious culture.

The irony of the situation was that Boeing utilized the clout and voice of the state of Kansas, its state and federal political leaders and the commitment of its workforce to influence the eventual decision...and then took the company in another direction. It was a great disappointment to the community and aviation industry, because Boeing's considerable presence in Wichita and Kansas is impossible to replace.

Wichita’s charitable organizations took a tremendous hit. The city's reputation as the Air Capital of the World lost some of its

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luster and the state's major educational institutions now face the loss of a key collaborative partner. Boeing's assurances notwithstanding, the local economy is already being severely impacted in a negative way, too...not to mention its (former) employees who were faced with the prospect of relocation (the best alternative in most cases), retirement (for those who could qualify), or joining the ranks of Wichita’s unemployed.

ANGER TURNS TO DISMAY Anger over the decision was the initial reaction, but that gradually morphed into dismay. The workers who gave their professional lives to Boeing, and who identify strongly with the company don't have that relationship anymore. Loyalty to the company, once a powerful force in motivating people, is no longer reciprocated - and it’s a huge deflator! As many of the lifelong employees noted, “When you've worked most of your life for one company it never feels right to work elsewhere”.

The government officials who worked tirelessly and took a lot of heat for their support of Boeing were initially overjoyed by the positive outcome that promised more jobs in Kansas. They felt they could trust Boeing as much as they long to be trusted themselves! The silence that followed the awarding of the contract, whether prudent or not on the company's part, turned out to be part of a deception that left a sour feeling in the minds of those who considered Boeing and Wichita inseparable.

Finally, even though it’s not a widelyheld sentiment, it’s impossible not to sympathize, at least a little, with Boeing where the costs of doing business are a huge consideration.

It had to walk a fine line as studies were undertaken, alternatives considered, and decisions made. Timing, as always, was everything. It was imperative that it be revealed in a proper and appropriate way.

Like a physician with an ominous test result, though, Boeing found itself with no really good way to utter the bad news. www.AvBuyer.com

Now, with the arrival of 2014 there’s the promise of potentially positive developments in the local business community, but seeing the ‘FOR SALE’ sign on 96 acres of prime industrial real estate on the city’s south side is a very graphic reminder of the void we all feel at the loss of Boeing in Wichita. ❯ Dave is a veteran communications executive with more than 35-years’ experience in corporate management and consulting roles. Former employers include NBAA; AlliedSignal; Cessna; and Bombardier Aerospace, and today he is Principal of The Franson Consulting Group, a PR and Marketing Communications firm serving a variety of domestic and international clients, and is Executive Director of the Wichita Aero Club. ❯ Contact Dave via dave@fransonconsulting.com Aircraft Index see Page 4

AIC Title October_Layout 1 23/10/2013 11:05 Page 1

MiddleEastTravelWatch_Bradley 18/12/2013 09:32 Page 1

MIDDLE EAST TRAVEL ALERT

Middle East Travel Alert: Traveling to Dubai Next Year?

Take Note...

by Mike Vines

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n 80-day ban on all General Aviation (GA) activity at Dubai International Airport (DXB) from May 1-July 20 while the airport’s two runways are resurfaced is causing business jet operators to rethink their Gulf travel strategy. Some have been using Dubai’s new mega airport, Al Maktoum International Airport at Dubai World Central (DWC), since January 2012 and activity there is accelerating.

The move to DWC has become urgent as DXB is reaching full capacity, and there is already a major slot problem for GA aircraft with none available after 08.00 until around 14.00. FBO aircraft parking is at a premium so slots must come with a space.

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In the period following the DXB runway closures (August onwards), Mike Berry, MD ExecuJet Middle East, expects General Aviation to return to the International Airport but with volumes down on previous levels.

“After those 80 days, and when people have become familiar with the set up in DWC, I don’t believe DXB [authorities] will want to take business aircraft back,” added Michael Rücker, the recently retired Senior VP and General Manager at Jet Aviation Dubai.

Presently movements at DWC are running at a respectable 300 per month and climbing.

Handling these are Jet Aviation, ExecuJet and Jetex from the temporary General Aviation Terminal (GAT) at DWC’s Airline passenger terminal. The only company to have its own Aircraft Index see Page 4

MiddleEastTravelWatch_Bradley 17/12/2013 12:08 Page 2

MIDDLE EAST TRAVEL ALERT

Advice to operators planning to fly into Dubai in the near future is to shop around for best value through flight planning and support companies.

HANDLING AT DWC Jet Aviation was the first to open a satellite operation from DWC’s GAT in January 2013 and has extensive FBO/Maintenance facilities at DXB. ExecuJet, with a major investment in two FBOs and a large maintenance operation at DXB, opened at DWC in April, with Jetex opening just a few weeks ago and a fourth operation, XJet, opening soon.

Line maintenance is currently supplied by Jet Aviation and ExecuJet with roving maintenance personnel from their respective bases at DXB. Jet Aviation plans to move the whole of its FBO operation from DXB to DWC in 2015 and its total maintenance operation in 2018.

The present GAT at DWC is temporary as part of the Airline passenger terminal (which is relatively small by Dubai standards and designed to handle only seven million passengers annually).

A planned larger GAT building will take two years to complete.

DC Aviation Al Futtaim (DCAF) is approximately half a mile from the GAT and offers line maintenance for Bombardier Challenger- and Global-types as well as for ACJ and Gulfsteam aircraft. The aim eventually is to offer maintenance on all aircraft types covered by DC Aviation’s Approvals in Germany.

private access and purpose-built hangar facility so far is the joint venture between Germany’s DC Aviation and the UAE-based Al-Futtaim Group (branded DC Aviation AlFuttaim, pictured).

CAPABLE ALTERNATIVES DWC is a more-than-adequate alternative for those visiting Dubai, particularly because it is brand new and only opened its doors to Airline passenger traffic within the last two months. It currently has one runway but when completed will have five parallel 4.9 kilometer runways and be ten times larger than the current Dubai International Airport (DXB). The airport already has vast acreages of ramp space available and is virtually slot free, Advertising Enquiries see Page 8

making it ideal for non-scheduled operations.

While some detractors say that DWC is too far away from the center of Dubai, Ali Al Naqbi, founding chairman of the Middle East Business Aviation Association counters, “Road traffic congestion makes travelling times much the same from either airport and in fact DWC has the advantage of being closer to the Jumeira area.”

SHOP AROUND Undoubtedly during the runway closure at DXB, DWC will become increasingly busy and possibly stretch the FBO handling facilities and infrastructure to the limit. Some aircraft operators might find it appropriate to use Al Bateen Executive Airport, Abu Dhabi www.AvBuyer.com

International or Sharjah International Airports during this time.

Advice to operators planning to fly into Dubai in the near future is to shop around for best value through flight planning and support companies. Check out your destination hotel and plan to arrive at the most convenient airport to it (e.g., if you are staying in the Jumeira area, Abu Dhabi Executive Airport (ADEA) could be an alternative. Drive time from ADEA to the Jumeira area is around 45 minutes and around 20/25 minutes from DWC. If your destination is downtown Dubai, Gama Aviation’s Executive Aircraft Flight Centre at Sharjah is only a 20 minute drive away with helicopter connections also available.

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Safety Matters Jan14_Gil WolinNov06 17/12/2013 12:33 Page 1

SAFETY MATTERS: STAYING ALERT

The Yoke of Fatigue.

Cockpit fatigue topic resurrected

by FAA.

by Dave Higdon aise your hand if you've never nodded off flying back home after a long day of travel punctuated by interrupted sleep patterns and irregular mealtimes.

Nobody? Not to worry – it happens to the most-seasoned of business road warriors, in cabs en route to the airport; on Airliners; in private aircraft. So imagine the challenge for flight crews supporting your travels.

Do you think they get good rest during those “standby time” periods when you're laboring away at the business of the day?

Maybe... when they’re not prepping for the next leg of the trip; attending to the aircraft refueling and re-provisioning; briefing the weather; filing their flight plans and checking

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in with the company dispatcher or home base - whichever applies.

The crew often turns in last and rises first on schedules driven by the needs of those traveling in the back cabin. And when finally at work attending to the aircraft, even those periods create challenges to human circadian rhythms, with periods of intense focus and steady action sandwiching an expended and irregular period of doing little more than monitoring computer systems, answering occasional radio calls and, for the most part, passively engaging in “turning a knob here or pushing a button there”.

When you stop and consider the routine, you’ll understand that the flight crews face the same fatigue-inducing challenges as most of www.AvBuyer.com

the passengers: long days of travel punctuated by interrupted sleep patterns, time-zone shifts, irregular mealtimes and unproductive rest periods often at strange hotels. Thus it is little wonder that one of mankind's oldest challenges manifests itself too often in aircraft cockpits: Fatigue, and the risks it imposes on its sufferers.

However, just as companies and safety authorities finally start to apply measures they recognize will fight fatigue and its insidious effects, the chief air surgeon of the Federal Aviation Administration raised the specter of imposing a new medical standard he says will help avert fatigue where there was no prior record of the condition creating an unsafe situation in aircraft cockpits.

Aircraft Index see Page 4

Safety Matters Jan14_Gil WolinNov06 17/12/2013 12:38 Page 2

WOULD YOU DRIVE A CAR RUNNING ON EMPTY? WHY FLY AN AIRPLANE WHEN YOU’RE RUNNING ON EMPTY YOURSELF?

No wonder fatigue also brings on feelings of “weariness and tiredness.” The body is tired – and the brain suffers from the physical lack of rest, even when ‘jazzed’ by stimulant beverages.

The issue of fatigue can be of particular concern in single-pilot operations, where no second-in-command pilot exists to work with the pilot-in-command...

THE WAGES OF FATIGUE According to “Fatigue in Aviation”, an FAA pilot-safety brochure of medical facts for pilots, fatigue: • Is characterized by increased physical discomfort; • Manufactures a lessened capacity for work; • Leads to reduced efficiency of accomplishment; and • Creates a loss of capacity to respond to stimulation.

Advertising Enquiries see Page 8

No wonder fatigue also brings on feelings of “weariness and tiredness.” The body is tired – and the brain suffers from the physical lack of rest, even when ‘jazzed’ by stimulant beverages.

Far from being an abstract concept, ample evidence exists of fatigue's impact. A case study exists of a business jet crew who showed signs of fatigue through a bout of cockpit confusion that had the two pilots acting in opposition to one another after each had separately misunderstood the other – and controllers' instructions.

Another features an Airliner crew that over-ran their landing runway, badly damaging the Airliner they were flying. The investigation concluded that fatigue contributed to www.AvBuyer.com

the crew's failure to calculate properly its runway needs that snowy April day. After fussy mental states kept the pilots from performing routine runway calculations their restdeprived state contributed to their slow awakening to their situation. Fortunately, the event caused no injuries to the 49 passengers, two pilots and flight attendant.

The pilots of another Airliner over-flew its destination by many minutes and miles. The cockpit voice tapes helped confirm that the flight crew had nodded off for an ad hoc nap when they should have been descending for an approach into the airport they flew past.

Fortunately, the two pilots ultimately awoke from their involuntary slumbers, returned to the intended destination and landed normally – though lighter on fuel than usual.

NO HARM, NO FOUL...RIGHT? Not so fast. Each save portends the potential for the fatigue-inspired event to become injurious, even deadly. And we're addressing only a scant few well-known incidents. Evidence shows the occurrence of far more fatiguerelated events than these well-publicized few.

NASA's Aviation Safety Reporting Service and its CallBack newsletter regularly relate pilots' tales of close calls stemming from them flying too tired for safety's sake.

Only survivors who came up short of causing damage or incurring injury are eligi❯ ble to file a report with the ASRS, for which WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Safety Matters Jan14_Gil WolinNov06 17/12/2013 12:41 Page 3

SAFETY MATTERS: STAYING ALERT they can get a pass on many enforceable events. What makes fatigue a special challenge arises from its impact on both the pilot and the party responsible for weighing a pilot's readiness for duty... Yes, that same pilot.

PILOT, HEAL THYSELF...

DAYLIGHT HOURS AND POTENTIAL FOR TRAVELING MULTIPLE TIMEZONES CAN HAVE A SIGNIFICANT EFFECT ON PILOT FATIGUE

According to the FAA, medical specialists and fatigue researchers, the one person least able to judge a pilot's readiness is the fatigued pilot themselves. Put simply, the individual aviator is neither capable of reliably diagnosing the degree of fatigue felt nor judge the degree of impairment resulting from that fatigue. To make matters more challenging, fellow crew may be in no better a position to judge the impact of others' fatigue.

Adding to the complication can be the time of year and the hemisphere flown in, melatonin levels in the body, and the amount of sunshine available – which can flip in a day flying from one side of the equator to another.

Let’s not neglect Seasonal Affective Disorder, which works its own dark magic on the human body when the days reach their shortest.

True, summer's long days can exacerbate fatigue problems because of the prevalence of daylight, but winter's long nights can contribute to the challenge of staying awake and alert in the cockpit. Even down in the ‘Lower 48’ work days can start hours before sunrise and continue well past sunset, not even allowing for a time-zone shift.

With days ranging from a maximum of about 10 hours, 30 minutes, to a minimum of 8 hours, 45 minutes in the Continental U.S., and the ability to move multiple time zones in a couple of hours, there’s no wonder crew and passengers struggle with their work, rest and sleep routines. Fatigue, it seems, has a particular penchant for a perverse impact on pilots.

Since private aviation operations aren't regulatory-bound to follow pilot rest rules as Airline and charter pilots must, the question becomes one of finding ways to identify and obviate the occurrence of any fatigue-related events.

FAA AC-120-103 START-POINT With so many factors in play the question inevitably becomes one of finding a way to judge when a pilot goes beyond tired into fatigue – and where fatigue results in pilot impairment. Start with the acknowledged factors contributing: •

•

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www.AvBuyer.com

The amount, timing and quality of daily sleep (i.e. the sleep/wake schedule with an assessment of the quality of the sleep); The time elapsed since the last sleep period (i.e. the length of time the pilot has been awake); Aircraft Index see Page 4

Safety Matters Jan14_Gil WolinNov06 17/12/2013 12:42 Page 4

SAFETY MATTERS: STAYING ALERT • •

Time of day/circadian rhythm; and The workload and time on task.

Out of this a crew can use a data-based system to mitigate the possibility of a pilot spending too long on duty with too little rest... at least, to the extent that a pilot's flying day is controllable and predictable. A company's Safety Management System can provide the foundation for company-wide policy and practices designed to avert situations that produce a pilot who is too fatigued to be safe.

That approach, however, is of little help to the single-plane operation staffed by one or two pilots – or by an owner/pilot operator.

And in some ways, experts stress, the different ebb and flow of corporate flying can challenge the demands of scheduled flying – particularly when (a) schedules go out the window for both types of flying and (b) pressure builds to complete the day's flying.

For the commercial pilots there are new Part 117 rules scheduled that go into effect on January 4, 2014. For Business and General Aviation, there's only common sense and a strong sense of self-preservation and self-regulation to deploy. The FAA's guidance is available on-line in Advisory Circular 120-103:

www.faa.gov/documentLibrary/media/ Advisory_Circular/AC%20120-103.pdf.

THE AVIATION FATIGUE METER Electronic Flight Bag users, tablet totters and smartphone fans saw plenty of new products and tools debuted at the 2013 National Business Aviation Association Convention, but one in particular aims to expand its role as a fatigue-mitigation tool by moving into Business Aviation.

Pulsar Informatics showed off a free beta version of its new crew fatigue evaluation web application: the Aviation Fatigue Meter.

The application works for every type of Business Aviation operation, Pulsar said, regardless of its size, scale, or how complex the operation may – or may not – be. The appeal is its easily interpreted method of showing how any particular schedule is impacted by human fatigue factors.

The ten-year-old company already has a track record for developing fatigue-assessment tools for the National Aeronautics and Space Administration (NASA), the Department of Transportation (DoT), and the Defense Department (DoD), for workers ranging from astronauts to surgeons. Previous

users of the company's fatigue-assessment tools include such schedule-challenged workers as truck drivers, submariners aboard U.S. Navy nuclear boats and astronauts on the International Space Station.

This program was still available for free at www.fatiguemeter.com as of this writing. The company continues to work on its effort to massage the program into something useful and effective for the Business Aviation community, building on the programs already written for those previously mentioned areas.

Such a tool could not only help flight departments and pilots better assess their fitness to fly, but the tool could also be helpful when the need arises to enlighten passengers and bosses why a crew is exercising a captain's prerogative and standing down for a good night's sleep.

After all, it's not as if anyone is immune, and the pilot who refuses to face the fatigue is a candidate to have it surprise him upon waking from an unwelcome cat nap.

❯ 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

Not just a tug.

8800 Series

It’s a

.

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

Advertising Enquiries see Page 8

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Fuel Saving Strategy_Gil WolinNov06 17/12/2013 15:21 Page 1

FUEL & SAVINGS STRATEGIES

Avoiding Fuel-Cost Faux Pas Strategies favor planning, programs & detours.

by Dave Higdon recent session of hangar flying with a collection of corporate pilots devolved from whimsical wondering about the strangest things passengers wanted to bring onto the airplane to sharing tips on the best FBOs for courtesy cars, hotel deals, restaurant access, pilot services, and one sure to warm the hearts of CFOs and flight-department managers everywhere… the best Fuel deals.

Defining the “best” fuel deals involved significant ancillary issues beyond pure price-per-gallon/liter considerations, to encompass the varying tangibles such as frequent-buyer points and rewards, crew freebies and sundry perks. Also worth note with this discussion group, the lowest per-

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unit costs often lost out to other fiscal factors not always prominently present in FBO promotions and program websites.

“A lot of variables can come into play,” explained the part-time captain of a Cessna Citation XLS+. “Sometimes we make a decision we later have to explain to Accounting, when they only notice the price-per-gallon and not other factors in play at that same stop. We have to occasionally enlighten them about the world beyond unit costs and preferred-vendor declarations that can be linked to benefits for others who are not involved in the flight department or transporting our people.”

In his view, perks that benefit others come second behind attending to the fiscal and operational decisions impacting the www.AvBuyer.com

flight department. “Sure, it might make the CFO look good if we use an FBO that gives the company points for our use of its special credit card or loyalty program. But not at the expense of several thousand more in fuel costs that will get charged to Flight – and that the same CFO would criticize at audit time.”

Thus a crew can face numerous elements in making a decision about where, when and how to handle fuel purchases.

MISSION CRITERION & FUEL PLANNING Today it's rare for a pilot not to indulge in a bit of fuel-cost research before finalizing plans for a trip. Thanks to a plethora of research tools available online – both publicly or via Aircraft Index see Page 4

Fuel Saving Strategy_Gil WolinNov06 17/12/2013 15:22 Page 2

One of the other appeals of the fuel contract or advance-purchase comes into play on legs that allow the crew to tanker fuel sufficient for the entire trip. In detail, that means fuel enough to start, taxi, take-off, climb, cruise, descend, approach and land – out and back.

Sometimes it can be worth differing a couple of shorter trips and tackling them all in a day that allows the multiple stops using tankered fuel – purchased at the guaranteed home-field discount price. Of course, this requires a little research to be sure the crew isn't missing an opportunity to tank up on fuel at even lower prices than home field. And don't forget to check other factors that can add costs.

…THOSE OTHER FACTORS…

private services on-line, the smartphone, or tablet, these air crew (and dispatchers for that matter) are well equipped to understand that a little knowledge-based tweaking to the flight plan can produce big savings at the fuel pump.

There may be some trade-off – and that's where weighing considerations comes into play. Consider the gold-standard outcome of a business aircraft flight: To land at an airport literally at the doorstep of the passengers' destination. More often, the passengers face some surface ride, so when another airport within a reasonable car ride offers lower fuel costs that trade-off (e.g. passengers taking a 20-40minute ride), fuel prices need not be hugely lower to produce three, even four-figure fuelcost savings.

Consider the following example: A light jet burning 190 gallons hourly at cruise, flying a 500-mile one-way trip. According to the data, you're looking at about 250 gallons of fuel, per data for a popular light jet. Stretch the trip to 1,000 miles and the fuel used rises to about 410 gallons. And if fuel costs $0.57 per gallon less at an airport on the opposite side of town, then refueling at that second airport offers a savings of a modest $143 versus the preferred Advertising Enquiries see Page 8

FBO at the preferred airport. (And at 50 cents less per gallon, fuel at the non-preferred FBO at the preferred airport still saves about $125.)

Note: The preceding example uses prices for December 2013 in the Midwest; the savings cited, however, pale compared to other regions where a 30-minute car trip can produce a whopping dollar-a-gallon saving, and the savings in our example go up to $250 and $410, respectively, for the 500- and 1,000-mile legs. The bucks, of course, get bigger with price difference, leg length and aircraft size!

Another area worth checking to best align fuel costs and flight planning is another FBO-level piece of research to examine ancillary items: Ramp fees, courtesy- and crewcar access, restaurant and hotel deals.

We know of many an airport that exempts aircraft from its usual ramp fees – those money-making charges some FBOs levy for the privilege of your aircraft gracing their ramps. Some of those same airports flatly charge the fees, period. Others exempt part, or the entire fee when the aircraft buys fuel (with some applying a sliding scale that only exempts the entire fee when fuel purchases run into the hundreds of gallons); and still more exempt the fee for any level of purchase.

The best practice - one corporate-flight consultant advises - is to do the research and be vocal about why you won't grace the ramps of those who tell you they exempt no one, or set a very high bar for full exemption from their ramp fees. “You want $250 to park and $7 a gallon? Thanks, but no.”

Of course, that trite statement can work only when you know of a suitable alternative. And, it should go without saying that no alternatives are eligible unless the runway meets the aircraft's needs.

HOME FIELD ADVANTAGE

PRICE CLUBS, PROGRAMS & PAYBACKS

It's a rare FBO that doesn't value a businessturbine owner's custom to the level of negotiating a fuel contract with a set discount.

Almost as common is a contract-based fuel pre-purchase plan: The aircraft owner agrees to buy bulk fuel, in advance, at a set discount.

Protection against price increases can add to the appeal of such contract arrangements; some FBOs will even offer to recalibrate the fuel due should their costs drop.

Either approach can provide significant savings to the based-aircraft owner, and in the case of some chain FBOs they can deliver benefits at locations other than the home field.

Air BP has recently started its first loyalty program, but the genre has been around for a while: Join a program, use a specific payment card or method and earn points useable toward gifts, prizes, lowered fuel costs or some other tangible “reward”. What they really do is reward your loyalty to them, sometimes at a price and sometimes at a discount.

The key to this, mainline operators urge, is multiple memberships in as many programs as are practicable for the operation – particularly if the operation flies a far-flung map with little-to-no repeats or routine ❯

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FUEL & SAVINGS STRATEGIES patterns. However, advisers caution that crew rewards – versus fuel-cost discounts – can become a decision driver beyond economic sense. That begins to happen when the reward's recipient spends more than necessary to add points to the rewards or loyalty program rather than to get the best deal for the company.

An important element of enrolling in these reward programs is clarity between company and crew about who exactly is signing up and where any perks or benefits go. This varies by company, with some insisting on retaining any benefits resulting from company spending, while others leave the perks to the crew as a reward for smart decision-making.

Clarity up-front is important, legal authorities counsel. Conversely, research shows that discount-fuel programs, when consistently used to gain the best discounts, can save a jet operation solid four-figures per month and five-figures in a year.

Dispatch operations, for those companies that employ them, can take all this research and work off the hands of flight crew and, at the same time, help assure consistent use of discount and loyalty programs, thus maximizing savings and perks.

For companies lacking a dispatch department another over-arching option is using a flight-planning service to plan flight, paperwork and fuel arrangements to the same end as dispatchers. These folks can help crew maximize winds, which can maximize savings on fuel and maintenance. Ultimately, though, no program or club can take the place of awareness and consistency in finding the sweet spot for minimizing fuel costs.

NBAA TOP TEN TIPS Among the many services that drives operators to join NBAA is its vast library of resources crafted to help business aircraft operators get the most out of their aircraft for the least cost. Beyond those resources NBAA publishes a wealth of useful information through a series of white papers developed around specific topics. Among them, “Ten Critical Strategies for Long-term Fuel Savings” is available (http://www.ascendwithnbaa.org/fuelwhitepaper).

By way of summary, following is a quick rundown of those strategies, many of which we've reviewed above.

Negotiate fuel discounts at your home base: Most business aircraft operators find their best price leverage exists at their home field and many FBOs offer tenants discounts based on the operator's fuel purchase volume at the home base. If such discounts are not advertised, as is often the case, be sure to request it.

Compare fuel prices at alternative desti-

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...research shows that discount-fuel programs, when consistently used to gain the best discounts, can save a jet operation solid four-figures per month and five-figures in a year. nation airports and FBOs: Anytime the destination offers multiple options, operators should compare fuel prices at competing locations. Additionally, as noted above, it only makes sense to consider alternate airports whenever the price spread between the FBOs at the various airfields in a location area is substantial. Essentially, the bigger the area population, the higher the prospect will be for finding cheaper fuel.

Fuel contract programs and credit-card rebates: Enroll in contract fuel programs with frequently used FBO chains and nationwide fuel suppliers. An online search will reveal which suppliers serve the destinations you most frequently visit. Alternatively, use a credit card that offers discounts or rebates for fuel purchases.

Consider self-service fueling: Typically sold at a discount, self-serve fuel can save up to $0.50 per gallon – as much as $500 per fillup for a medium jet.

Modify the way you fly: The best approaches are often the simplest, such as minimize use of engines and APU unit while on the ground; seek higher altitudes and direct routes from ATC; and several other similar minor changes.

Carefully calculate on-board fuel requirements: Calculating fuel needed for any given mission makes sense beyond range and reserve issues, to a point. Buying more discounted fuel at home base may help keep down your average fuel costs but the extra weight can initially impact climb and total fuel burn. Calculate the fuel need both ways. www.AvBuyer.com

Weight reductions: Cutting aircraft operating weight lowers the amount of fuel used, saving money. Regularly inventory all items routinely carried, both in the cockpit and cabin.

The effort may reveal ways to cut weight by eliminating non-essential items or changing to lighter essential items. For example, carbon-fiber auxiliary oxygen tanks can weigh as much as 60 percent less than aluminum tanks.

Aircraft maintenance and fuel efficiency: It's no secret that well-maintained, properly rigged aircraft use less fuel. Be sure to check aircraft control rigging, especially after painting or major maintenance. And both piston and turbine engines get dirty inside, warranting fuel-saving cleanings.

Aerodynamic maintenance and improvements: How well fairings fit, gear doors mate and panels seal impacts even the cleanest aircraft's aerodynamics. There are a number of maintenance procedures and aerodynamic improvements that can improve fuel efficiency – saving you money.

Finally, is a private or co-op fuel farm an option for you? If your flight department operates a larger fleet of business aircraft – or if you can partner with other major operators at your home base – you might realize significant savings by building your own fuel farm stocked with fuel purchased wholesale.

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

Static Display of Aircraft, Exhibits and Education Sessions – One Day Only, In Your Backyard!

ATTEND THE NBAA BOCA REGIONAL FORUM January 30, 2014 | Boca Raton, FL

Learn more at

www.nbaa.org/forums

Singapore Airshow_FinanceSept 17/12/2013 12:11 Page 1

SINGAPORE AIRSHOW 2014

Singapore Airshow 2014 Changi Exhibition Centre, 11-16 February. ingapore Airshow is one of the few multi-faceted events held in the Asia-Pacific region combining Military, Commercial and Business & General Aviation in one strategic location. This year the Airshow will be held from 11-16 February at Changi Exhibition Centre.

With a successful track-record of bringing together high-level military delegations and leading industry players from the national Airlines, Airport Operators, as well as top Government Officials, Singapore Airshow continues to attract more than 60 of the top 100 aerospace companies from around the globe.

Giving testament to the show’s relevance to the world’s aviation industry, as at early December 2013, 95% of the available outdoor and indoor exhibition space had been booked.

S

INCREASED ASIAN PARTICIPATION In line with the growing importance of Asia within global aviation, February’s installment

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of Singapore Airshow will see increased participation from Japan. Other than the Japan External Trade Organisation (JETRO), the Tokyo Metropolitan Government and the Chubu region will also be setting up pavilions that will occupy twice the floor space of the previous edition.

And for the first time, the Hong Kong Aerospace Industry Association will have a Pavilion while an increase in the number of SMEs represented in the China pavilion will also be notable. Significant participation from Indonesia through PT Dirgantara Indonesia offers further evidence of the increased participation from the Asia Pacific contingent.

BUSINESS AVIATION PARTICIPATION Based on trade attendees, which Singapore Airshow categorizes by ‘industry interest’, the Business Aviation community proved to be the second largest group of visitors attending the previous Singapore Airshow 2012.

The 2014 show is expected to be no different, backed by the presence of all the major OEMs. Aircraft Index see Page 4

Singapore Airshow_FinanceSept 19/12/2013 10:19 Page 2

Airbus; Beechcraft; Boeing; Bombardier; Cessna; Cirrus; Dassault Falcon; Embraer; Gulfstream; Hawker Pacific; Mitsubishi Aircraft; Piaggio Aero; Pilatus; Piper; Ruag Aviation; and Viking Air will all participate in the show, and on top of the major OEMs, Singapore Airshow also welcomes a new exhibitor in the shape of ExecuJet - one of the world’s leading Business Aviation services companies. Other major Business Aviation services providers - including Alpha Star Aviation Services, BBA Aviation, Jet Aviation, MAJ Aviation and WingsOverAsia – will also be present.

HIGH-LEVEL CONFERENCES Aside from the display of the latest stateof-the-art systems and equipment, and products and services by top aerospace and defense companies from around the world, the event also features a series of high-level conferences.

Running the theme “Shaping the Next Century of Commercial Aviation”, the Singapore Airshow Aviation Leadership Summit (SAALS 2014) will focus on the key issues affecting Commercial Aviation, including the need to strike a new balance

on how the industry is regulated; the various factors that could change global connectivity and opportunities; and the next steps for building a sustainable industry following the climate change discussions at the 38th ICAO General Assembly in September 2013.

Adopting the theme “Asian Security Dynamics and the Role of Airpower”, the Asia Pacific Security Conference (APSEC 2014) will discuss several trends, including the emergence of China as a regional military power and the uncertainty that this injects into the regional security calculus; the growing volatility in the East and South China Seas; the on-going nuclear crisis in the Korean peninsula; and the as-yet unknown repercussions of the US rebalancing towards Asia.

The A*STAR Aerospace Technology Leadership Forum, meanwhile, will see leaders from aerospace companies share their insights on the challenges and directions of research and development in Commercial Aviation.

More information from www.singaporeairshow.com

QUICK FACTS ABOUT SINGAPORE AIRSHOW 2012 I 900 exhibiting companies from 50 countries I 274 delegations from 70 countries I Over 20 airline and industry association CEOs in attendance, including the heads of IATA and ICAO I 60 of the top 100 aerospace companies represented I 44,801 trade delegates from 134 countries/regions, with over 30% from overseas I 872 accredited media representing 270 media outlets I A comprehensive mix of exhibitors I Sold out public day weekend with over 90,000 visitors over two days.

■

Security. Trust. Confidence.

ASTRA SPX | S/N 102 4050 TSN, MSP GOLD APU, DUAL UNS 1C, IRS, TCAS II P135 Qualified, FRESH C c/w SEPT/2013

1997 FALCON 900EX | S/N 012

PHONE FAX

HOUSTON: 1 . 713 . 681 . 0075 1 . 713 . 681 . 0035

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Years

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as

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8232 TSN, 2867 TL, MSP GOLD, HUD, SATCOM, SATPHONE, FDR, EASA/EU OPS 1 APPROVED, 14 PAX, FWD/AFT LAV, 2C/GEAR OVH c/w SEPT/2009 FRESH Z INSPECTION c/w SEPT/2013

2003 CJ2 | S/N 169 2645 TSN, 939 SH, JSSI 100%, PROPARTS 3-TUBE EFIS, [D]GARMIN 530As, UNS-1L PROV FOR HF, DOC 10 c/w SEPT/2012

2006 CJ3 | S/N 117 1718 TSN, TAP ELITE, SATPHONE, DFDR CVR, PROV FOR HF, PROPARTS BELTED LAV, BRAVO STYLE ENTRY STEPS DOC 8 c/w NOV/2010, EU OPS 1 APPROVED

2007 CJ3 | S/N 200 2178 TSN, 178 SH, TCAS II, SAT WX RADAR, FDR, CVR, STORMSCOPE GPS-4000S (WAAS), BELTED LAV BRAVO STYLE ENTRY STEPS, EU OPS 1 APPROVED

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

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BizAv Round-Up

01.14

NEWS ROUND-UP

PHOTO: DUNCAN AVIATION

AgustaWestland is to deliver one AW189 twin engine helicopter to the Dubai Air Wing to perform VIP transport missions.

This contract is the first order for a VIP transport-configured AW189 and marks the entrance of the AW189 into the United Arab Emirates. / More from www.agustawestland.com

CEPA (Central Europe Private Aviation) Expo 2013, held in Prague

/ More from www.cepa.aero

▼

recently, attracted record delegate numbers to what was the fourth and most successful event to date. Following the opening introductions by CEPA Chairman Philippe Lienard, the Director of Foreign Trade at The Ministry of Industry & Trade of the Czech Republic welcomed attendees and confirmed its commitment to help grow Business Aviation in the region.

CEPA Founder Dagmar Grossmann revealed that the location for the 2014 Expo would be Prague Airport and that, for the first time, a static display of Business Aviation aircraft would be featured as part of the show agenda. Jiri Pos, CEO of Prague airport, gave a presentation detailing the Master plan for the growth of the airport and reinforced its commitment to CEPA. Amongst the attendees at this year’s event were aircraft operators, the key MROs, leading banks and financiers, aircraft brokers, lawyers as well as local government departments and airport operators. Some of the main themes generated from the panels and presentations included the concern over increasing bureaucracy of taxation and regulation, the desire for the whole of Europe to adopt the Cape Town Convention and how the industry needs to work together to grow the market instead of fighting for the same business.

LEFT TO RIGHT - CEPA CHAIRMAN, PHILIPPE LIENARD, CEPA FOUNDER, DAGMAR GROSSMANN AND SECRETARY OF STATE FOR FOREIGN AFFAIRS OF THE CZECH REPUBLIC, DR JAN KOHOUT

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GOLDEN ANNIVERSARY FOR DUNCAN MRO GIANT LOOKS BACK ON FIVE DECADES OF EXCELLENCE  Duncan Aviation, the largest family-owned aircraft support facility in North America, recently celebrated its 50th anniversary. From a family farm, selling surplus government airplanes and car dealership in Clarinda, Iowa to a Beechcraft distributor in Omaha, Nebraska, Donald Duncan saw prospects everywhere.

He started the roots of Duncan Aviation in Omaha in 1956. And when he decided to open a second facility in Lincoln in 1963, he chose the location because he saw opportunity within the community. When Donald’s son, Robert Duncan, joined the company two years later, change happened even more rapidly. As the business grew, adding services, capabilities, selling aircraft parts, opening satellite locations, Robert also added hundreds of new team members to take on these endeavors.

www.AvBuyer.com

Today, Duncan Aviation operates under the direction of its third Duncan family member, Chairman Todd Duncan, and Duncan Aviation’s list of capabilities is vast, including airframe; engine maintenance; interior; paint; avionics systems installation;

modification; repair; overhaul; accessory repair and overhaul; parts and components; aircraft acquisition and consignment; fuel and pilot services; government programs; and support services. / More information from www.DuncanAviation.aero

(LEFT-RIGHT) CHAIRMAN EMERITUS ROBERT DUNCAN, PRESIDENT AND CEO AARON HILKEMANN, CHAIRMAN TODD DUNCAN

Aircraft Index see Page 4

APRIL 15, 16, 17, 2014

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI — MAKE PLANS TO BE THERE

WWW.ABACE.AERO

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BizAv Round-up Dassault Aviation’s next-generation Falcon 5X has performed its first simulated flight, completing an important milestone in the development program. The “flight” was performed on the Falcon Simulation Bench at the company’s design office in St Cloud, France. Philippe Deleume, Dassault Aviation's chief test pilot, and Philippe Rebourg, test pilot, were at the controls. The 5X will feature a brand new wing and be equipped with an enhanced version of the pioneering digital flight control system on the ultra-long-range 7X, designed to command all flight control surfaces, including slats and flaps. It will become the first business jet fitted with flaperons - active deflection control surfaces that can act both as flaps, ailerons or airbrakes. / More from www.dassaultfalcon.com FALCON 5X

Guernsey, one of the Channel Islands located in the English Channel, has launched its much anticipated aircraft register under the brand name ’2-REG’. The first aircraft bearing the island’s unique registration mark ’2-’ followed by four letters was unveiled as 2-PLAY (a TBM 700), while other registrations include 2-HIGH and 2-OFUS. At the present time Guernsey is the only member of the Channel Islands with its own aircraft register. It was originally hoped that Guernsey would, together with its sister island of Jersey, create a combined Channel Islands Aircraft Registry but the two islands have decided to go it alone. And recently Jersey announced that it would launch its own separate aircraft register this year in direct competition to Guernsey.

LEARJET 75 RECEIVES FAA CERTIFICATION Bombardier announced that Learjet has been awarded Federal Aviation Administration (FAA) Certification for its Learjet 75 aircraft. The aircraft offers enhanced performance through an engine thrust increase with an improved Honeywell engine, offering improved take-off field length performance over its predecessor.

With a maximum range greater than 2,000 nautical miles at cruise speeds up to Mach 0.81, the Learjet 75 aircraft will be able to fly four passengers and two crew members non-stop from Los Angeles to Toronto.

Additionally, it will be able to handle a range close to 1,950 nautical miles with eight passen-

gers. Bombardier outlines that overall up to a nine percent improvement in field performance under hot and high conditions and up to a four percent improvement in fuel efficiency are expected.

Based on the Learjet 85 aircraft interior design and technology, the Learjet 75 includes improved comfort and styling of the seats; a Cabin Management System featuring individual touchscreen monitors with full audio and video control; and LED lighting throughout the entire aircraft.

Up front in the cockpit, meanwhile, Vision Flight Deck is designed to deliver a completely new cockpit experience. By combining the best in

technological advancements with superior design aesthetics. The Vision Flight Deck features the fully integrated Garmin G5000 digital avionics suite that is designed with leading edge technology and one of the most intuitive crew interfaces available.

The aircraft will be supported by a maintenance program designed to allow customers to operate to a generous 600 flight-hour fixed inspection interval at Bombardier's worldwide Customer Services infrastructure. In addition, direct operating costs will be reduced as a result of performance efficiency gains. / More information from www.bombardier.com

/ More from www.oceanskies.com

Gulfstream recently celebrated the 10th anniversary of its service center at London Luton Airport in the United Kingdom. The facility, located at one of Europe’s leading Business Aviation hubs, was the company’s first international service center. The facility is a certified European Aviation Safety Agency (EASA) and U.S. Federal Aviation Administration (FAA) repair station and EASA Part 21 design organization, which includes installation and repair capability for avionics and interiors. The facility also holds 13 other civil aviation authority approvals. / More from www.gulfstream.com

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Aircraft Index see Page 4

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BizAv Events

Kevin Brink

David Edwards

Scott Clarey

Kevin Brink is the new Gulfstream sales director, North American Sales, Northwest. He reports to Brent Monroe, vice president, North American Sales, West Division.

Jay Mesinger

Ralph Leach joined the FlightSafety Academy in Vero Beach, Florida, recently as managing director, marketing and sales.

Jay Mesinger - Received NBAA’s Silk Scarf Award in recogni-

Hardy Bütschi has been appointed by Jet Aviation as vice president and general manager of Jet Aviation’s facilities in Dubai and Abu Dhabi, effective this month.

Scott Clarey was recently appointed sales director, North American Sales, Southwest, on behalf of Gulfstream.

David Edwards joins Qatar Airways as executive vice president to lead the growing business of its corporate jet arm, Qatar Executive. Launched in 2009, today Qatar Executive operates a fleet of seven wholly-owned Bombardier aircraft of which a brand-new Global 5000 Vision was delivered as recently as October. Prior to joining Qatar Executive, Edwards was managing director, Middle East and Asia for Gama Aviation.

Chafik Hilal has been named managing director, Middle East, Turkey and Africa, on behalf of Rockwell Collins. He succeeds Yves Gallety who retired at the end of December.

Craig Hutchison is appointed vice president operations at Private Jet Services Group.

tion of his exemplary efforts on behalf of NBAA and Business Aviation. In particular, the award honors Mesinger's grassroots advocacy work, his expertise in the international arena and his strong leadership as chairman of NBAA’s Associate Member Advisory Council.

Mesinger is the CEO and founder of Mesinger Jet Sales.

John B. Mowell now becomes chairman of Aspen Avionics having served on the board as a director.

Justin Roberts has joined ARGUS International as marketing manager, based in the Cincinnati office.

Ken Sewell has been named head of aircraft transactions at the UK-based International Bureau of Aviation.

Robert Smith becomes president of Jet Aviation. He will report to Joe Lombardo, executive vice president of parent company, General Dynamics’ aerospace group. Smith succeeds Daniel Clare, who becomes Gulfstream CFO. Capt. Mike Watt has been appointed chief pilot and director of flight operations at Twinjet Aviation, based at London Luton Airport.

BizAv Events 2014 Events in RED indicate Business Aviation related.

NBAA: SCHEDULERS & DISPATCHERS CONFERENCE MIDDLE EAST BUSINESS AVIATION CONF (MEBAC) BAHRAIN INT’L AIRSHOW U.S. SPORT AVIATION EXPO NBAA: BUSINESS AVIATION REGIONAL FORUM AIRCRAFT INTERIORS MIDDLE EAST (AIME) NBAA: BUSINESS A/C FIN-REG-LEGAL CONF SINGAPORE AIRSHOW US CORPORATE AVIATION SUMMIT NBAA: LEADERSHIP CONFERENCE HAI HELI-EXPO AVIONICS INTERNATIONAL ABU DHABI AIR EXPO WOMEN IN AVIATION CONFERENCE AEA (AIRCRAFT ELECTRONICS ASSOCIATION CONVENTION) INDIA AVIATION 2014 NBAA: INTERNATIONAL OPERATORS CONFERENCE BUSINESS AIRPORT WORLD EXPO BUSINESS JET INTERIORS AVIATIONPROS LIVE FIDAE Advertising Enquiries see Page 8

If you would like your event included in our calendar email: sean@avbuyer.com

Jan 14 – 17 Jan 15 Jan 16 – 18 Jan 16 – 19 Jan 30 Feb 5 - 6 Feb 6 – 7 Feb 11 - 16 Feb 14 Feb 19 – 20 Feb 24 – 27 Mar 4 - 5 Mar 4 - 6 Mar 6 – 8 Mar 12 – 15 Mar 12 – 16 Mar 17 – 20 Mar 19 - 20 Mar 19 – 20 Mar 25 – 26 Mar 25 – 30 www.AvBuyer.com

New Orleans, LA, USA / www.nbaa.org Bahrain / www.mebaa.com Bahrain /www.bahraininternationalairshow.com Sebring, FL, USA / www.sport-aviation-expo.com Boca Raton, FL, USA / www.nbaa.org Dubai World Trade Centre, UAE / www.aime.aero St. Petersburg, FL, USA / www.nbaa.org Changi Center, Singapore / www.singaporeairshow.com.sg Miami, FL, USA / www.aeropodium.com Atlanta, GA, USA / www.nbaa.org Anaheim, CA, USA / www.rotor.com/heliexpo Abu Dhabi, UAE / www.avionics-event.com Abu Dhabi, UAE / www.adairexpo.com Orlando, FL, USA / www.wai.org Nashville, TN, USA / www.aea.net Hyderabad, India / www.india-aviation.in Tampa, FL, USA / www.nbaa.org Farnborough, UK / www.businessairportworldexpo.com Farnborough, UK / www.businessjetinteriors.com Las Vegas, NV, USA / www.aviationproslive.com Santiago, Chile / www.fidae.cl WORLD AIRCRAFT SALES MAGAZINE – January 2014

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N

- IO O T - IBIT E E H FR D EX N TE

AT

2014 PLUS: Exclusive BBGA training sessions for executive jet owners and operators The 2014 exhibition also plays host to the BBGA training and conference sessions, with topics including but not limited to: Ground operations and the development of common standards to save organisations from suffering due to human factors issues • HF engineering and what we can learn from that approach to adopting HF in a maintenance context • CRM and how it is developing • Dispatch training • Aircraft performance • Don’t view SMS as a requirement, use it as a business improvement tool • Delivering customer service • Maintaining a safe and secure environment • Permits and access • IT and how it can support us in a modern operation...

FULL PROGRAMME AND EXHIBITION DETAILS ONLINE

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DISCOVER NEW FBO AND MRO PARTNERS! The international exhibition and training exposition 26-27 MARCH 2014 - LONDON FARNBOROUGH, UK www.BusinessAirportWorldExpo.com

MarketIndicators Jan14_Layout 1 17/12/2013 16:16 Page 1

Market Indicators ARG/US View BizAv Flight Activity - US & Canada Reviewing flight activity year-over-year (November 2013 vs. November 2012); TRAQPak data shows November 2013 posted a year over year decrease of -2.0%. The results by operational category continue to follow the recent trends with Part 135 flight activity posting a year-over-year increase of 3.7%.

The Part 91 and Fractional segments finished the month down -4.3% and -5.4% respectively.

Looking at activity by aircraft category the Large Cabin segment continued its recent growth trend, up 5.3%. Small Cabin aircraft finished flat for the period, while Mid-Size Cabin aircraft declined -2.3%. The Turboprop industry posted a year-over-year decrease of -6.0% (down in both the Fractional and Part 91 segments). The largest growth for an individual segment occurred in the Large Cabin fractional market, with an increase of 15.7%.

Comparing January-November 2013 vs. the same period in 2012, flight activity has seen an overall year-over-year decrease of -0.8% in 2013.

November 2013 vs October 2013 Part 91 Turboprop -11.7% Small Cabin Jet -11.2% Mid-Size Jet -12.6% Large Cabin Jet -8.8% All Combined -11.3%

Part 135 -8.4% -8.0% -10.3% -4.7% -8.4%

Fractional -14.2% -6.7% -5.9% -4.2% -6.5%

All -10.7% -9.6% -10.1% -7.2% -9.8%

November 2013 vs November 2012 Part 91 Part 135 Turboprop -8.0% 2.8% Small Cabin Jet -4.8% 7.0% Mid-Size Jet -5.1% 5.4% Large Cabin Jet 8.6% -5.2% All Combined -4.3% 3.7%

Fractional -38.2% 3.4% -5.5% 15.7% -5.4%

All -6.0% 0.0% -2.3% 5.3% -2.0%

Market Indicators - January 2014

/ More from www.argus.aero

PMI MEDIA View VLJ Market to Enter New Dynamic Phase ernment of the People's Republic of China.”

The report – the fifth in a series of focused studies on this sector that PMI has published since 2006 – examines the shape, extent and dimension of the re-emergent VLJ market.

Demand for these aircraft collapsed with the banking crisis of 2008, but recent years have seen two established manufacturers develop a successful line of mature programmes. By the end of 2013, more than 1,000 VLJs will have been delivered.

One of the major changes to market over the coming years, according to the report, will be demand for new VLJs from customers in the Middle and Far East, while the VLJ sales to aircraft operators in Latin America will fall from the current 21% of global de-

Market Indicators - January 2014 Advertising Enquiries see Page 8

mand to 15% by 2019, behind Europe. “We still have yet to see whether affordable jets can really take root in the General Aviation market,” said Philip Butterworth-Hayes. “We believe they can and will – though it will take longer than predicted.”

New models recently entering, or about to enter, the market include the Cirrus Vision SF50, the HondaJet and the Eclipse EA 550.

What will the future hold for this market and what is it really worth? How will Cessna and Embraer respond to the developing competition? PMI Media Limited’s The Market for Very Light and Personal Jets 2013-2019 is available as an electronic publication of 95 pages, priced at US$720.

▼

A second phase in the development of the Very Light Jet (VLJ) market is about to get underway, according to a new study by aerospace consultants, PMI Media Limited, and more than 1,700 aircraft of this type will be delivered in the next seven years.

“This is a market defying logic,” according to report author Philip ButterworthHayes. “The most innovative and market-changing aircraft concepts are coming from companies with their roots in the Far East. And the most exciting new personal jet concept, an aspirational aircraft aimed at wealthy personal jet owners wanting to trade up from their piston or turboprop aircraft to a single-engined jet, is being pioneered by a company owned – ultimately – by the gov-

/ More from Philip Butterworth-Hayes, email: Philip.butterworth-hayes@pmi-media.com

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SA14_WAS_205mmx270mm.pdf 1 17/11/2013 9:32:59 PM

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MarketIndicators Jan14_Layout 1 17/12/2013 15:43 Page 2

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Market Indicators

JP MORGAN View Young Aircraft Inventory Dwindles, Prices Still Declining The latest business jet monthly update from JP Morgan released in December indicates that the above trends have been in place since mid-year and they remained so in November. Used prices fell 90 bps sequentially in aggregate, though there were wide variations among models, and only half declined.

More encouragingly, JP Morgan estimates that used inventory of 0-5 year old aircraft fell 30 bps to 6.0% - the lowest level since July 2008, and 70 bps below the eight-year average.

JP Morgan sees stabilizing and then improving used prices as a pre-condition for a genuine pick-up in new jet demand.

Nonetheless, the optimistic interpretation of these recent trends is that there is finally a

market clearing bottom in pricing taking place.

Used jet inventory fell by 30 bps m/m in November. Aircraft for sale reached 10.3% of the fleet, returning to the 10.1-10.3% range observed from January-September. Medium jets drove the decline, with six of seven models falling, for an aggregate decline of 75 bps.

As noted above, toddler and Pre-K inventory fell again and is now down 140 bps since June.

Average asking price decreased 0.9% m/m. Heavy jet prices fell 2.8%, partially offset by increases of 4.5% and 0.5% for Medium and Light Jets, respectively. A 28% increase for the G200 drove Medium jet prices higher.

Overall, prices are now down 13% y/y.

Market Indicators - January 2014

US flight ops continue growing The FAA reported that US flight ops increased by 4.4% y/y in October. Flight ops flattened out in 2H11 and exhibited little growth though 1Q13 but they have picked up this year with growth ranging from 1.6% to 5.0% in the seven months ending in October. The 12-month moving average growth of 1.9% is now at the highest level since February 2012.

Ultimately, the combination of improving flight ops and the inventory trend among young jets suggests demand conditions are improving, while weak used prices are the main evidence to the contrary. European flight ops are still declining, falling 1.0% y/y in November. / More from www.jpmorgan.com

AVINODE View A Positive 2014 BizAv Market Forecast mixed bag for the two regions that make up the European continent. Northern Europe, which tends towards business travel, is forecast to experience a -0.9% decline in actual flights during 2014. The more leisure traveloriented southern region is predicted to see a flight activity increase of 0.7% next year.

After several years of decline this should be a welcome break for southern Europe, though it will not bring the region back to the previous high water mark.

On the aircraft side, Avinode projects that some of the current trends will continue with minor variations, while others will see an about-face next year. In Europe, the Light Jet category (Entry Level, Light and Super Light jets), will experience a slight decline of -0.5%, brought on primarily by the market share losses in the Light Jet sub-category. Entry Level jets, however, are projected to continue their upswing with a 2.3% increase.

/ More from www.avinode.com

Market Indicators - January 2014 Advertising Enquiries see Page 8

In the United States, the Light Jet category is expected to see a marginal 0.5% increase in activity, driven mainly by growth in Entry Level jets. Avinode projects the class will grow by 5.3% in the region over the course of 2014.

Moving up the weight categories, Avinode projects European declines in the Midsize jet category (including Super Midsize jets) will continue into 2014 with a loss of -3.6% in flight activity. The Heavy Jets (including Ultra Long Range) will grow by 3.6% in Europe.

In the U.S. Medium jets are expected to grow by 0.7% during 2014 and the Heavy Jet category will grow 1.2%, while the Ultra Long Range sub-category is forecast to grow by 3.1%.

In Europe, where the Ultra Long Range class appears to be largely unaffected by general market trends, they are expected to perform 8.6% more flights.

â–ź

Avinode Business Intelligence forecasts a positive year ahead for the Business Aviation markets in Europe and the United States. The company projects a 0.7% increase in business jet flights in the U.S. next year, with positive numbers across most of the regions. In Europe, despite several years of negative growth, Avinode predicts that the market will remain flat in 2014 with a marginal 0.1% growth.

Looking more closely at the individual regions in the United States reveals some mixed fortunes. While most of the regions are predicted to fare well over the coming year, the South and West are expected to, once again, lead the pack with 1.0% and 0.9% growth respectively. The Midwest is projected to remain fairly level with a -0.1% decline in flight activity, while the Northeast is forecast to see an increase of 0.4% during 2014.

Avinode predicts that 2014 will be a

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HAI HELI-EXPO is the annual event where we can meet with our industry friends and suppliers in a single location.

— Paul Spring President, Phoenix Heli-Flight

Engage in the Future of Vertical Flight February 24–27 • Anaheim, CA Exhibits open February 25–27

Plan Now to Attend. Register at rotor.org/heliexpo

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Market Indicators

AEA View > $1.72bn Avionics Sales in Q3 2013 The Aircraft Electronics Association (AEA) announced its third quarter Avionics Market Report for 2013. In the months of July, August and September 2013, total worldwide avionics sales amounted to $1,721,888,397.14, as reported by the 20 aviation electronics manufacturers participating in the report.

The extent of the quarterly report simply is one total number: the collective sales figure, both forward-fit and retrofit, for the

current time period sales, as received from the participating manufacturers. The dollar amount (using net sales price, not manufacturer's suggested retail price) includes all aircraft electronic sales (including all component and accessories in cockpit/cabin/software upgrades/portables/noncertified aircraft electronics); all hardware (tip-to-tail); batteries; and chargeable product upgrades from the participating manufacturers. The amount does not

Market Indicators - January 2014

include repairs and overhauls, extended warranty or subscription services.

The third quarter sales of $1,721,888,397.14 were the most robust of the three quarters reported thus far for 2013.

(1Q sales = $1,706,006,894.49; 2Q sales = $1,620,201,160.49). The 2013 total worldwide avionics sales to date is $5,048,096,452.12.

Last year's total year-end sales for 2012 amounted to nearly $6.3 billion.

/ More from www.aea.net

FORECAST INTERNATIONAL View Bizjet Market Gaining Traction Forecast International predicts that manufacturers will build 9,575 business jets during the 10-year period between 2013 and 2022. The Connecticut-based market research firm estimates the value of this production at $235 billion in constant 2013 U.S. dollars. For perspective, we reported last month that Honeywell projects 9,250 jets worth $250bn between 2013 and 2022 while JETNET iQ expects 9,094 units worth $255bn will be built between 2013 and close of 2022.

Business jet production has declined each year since 2008, when manufacturers produced more than 1,300 business jets. Production totaled some 670 business jets in 2012 and, according to Forecast International, output will be at slightly below this level in 2013.

However, the company expects production to increase in 2014 (with 708 aircraft forecast to be built that year) and continue to rise steadily each year through 2020. In 2020, the peak production year of the forecast timeframe, a total of 1,166 business jets is expected to be produced. A minor cyclical downturn is anticipated for the 2021-2022 timeframe.

The business jet market is finally gaining some traction after suffering a significant downturn that had its beginnings in the global economic and financial collapse of the second half of 2008. After 2008, demand for larger business jet models held up fairly well, but demand for small and medium jets was devastated. More recently, demand for larger jets has further strengthened, while demand for small and midsize models has improved somewhat but remains fragile.

Forecast International does not expect annual business jet production to return to the 2008 level of more than 1,300 aircraft at any time during the 2013-2022 forecast period.

According to senior aerospace analyst Raymond Jaworowski, "All signs point to the upcoming recovery in business jet production rates being relatively gradual and measured. Most market indicators, such as economic growth rates, flight activity and used inventories, are somewhat mixed. “On the positive side, corporate profits are strong but, amid economic and regulatory uncertainty, corporations are holding onto their money rather than spending it on new assets such as aircraft. Continuing economic improvement, however sluggish, will help unlock underlying demand in the market."

At least initially, the recovery is expected to vary considerably in strength from region to region. Demand is already growing strongly in emerging markets in Asia, Latin America and Russia. The large North American market is showing signs of life. The European market, though, continues to be moribund.

Forecast International's market forecast indicates that, in terms of unit production, Cessna, Bombardier and Embraer will be the top three business jet OEMs during the 20132022 time period. When the market is calculated in terms of the monetary value of production, the top three companies are expected to be Gulfstream, Bombardier and Dassault.

Market Indicators - January 2014 Advertising Enquiries see Page 8

/ More from www.forecastinternational.com

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Market Indicators

ASSET INSIGHT View Technical Condition of Aircraft Listed ‘For Sale’ In-Service Aircraft Technical Condition and Price: Maintenance status for the 73 fixed-wing models and 1,572 aircraft listed ‘For Sale’ researched on October 30 evidenced the following changes since our previous analysis, published in the December edition: Maintenance Condition (ATC Score): evidenced a slight degradation, with the average Asset Technical Condition Score falling 8.2 AI2 basis points to 5.374 – still above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

Large Jets

Medium Jets

Small Jets

Turboprops

Financial Condition (ATFC Score): the average Asset Technical Financial Condition Score fell slightly, decreasing 2.7 AI2 basis points this month, but still registered above the Mid-Time/Mid-Life 5.000 level, at 5.070, on the zero to 10 ATFC Score scale.

Financial Exposure (ATFE Value): Asset Technical Financial Exposure Value (accrued/future maintenance expense) worsened by over $93k, increasing the average aircraft’s ATFE Value to $1.240 Million.

While not as strong as last month’s figures (the best overall Asset Insight Index figures for the year), the maintenance quality of aircraft available ‘For Sale’ continues to be good. Large and Medium jets registered a healthy overall Asset Technical and Financial Figures, and maintenance quality for Small jets and Turboprops has improved sufficiently for us to wonder how much longer values will continue to favor Buyers.

Maintenance Exposure vs. Ask Price Ratio Spread in the Ratio of maintenance Financial Exposure to aircraft Ask Price (“ETP Ratio”), which achieved its narrowest band of the year in our September survey, widened in October.

The weighted average for aircraft tracked by Asset Insight increased to 39.3% from 37.1%.

Anything over 40% to be an excessive ATFE Value in relation to the Aircraft Ask Price.

Of the assets we track, 23% of the aircraft listed for sale (versus last month’s 29%) generated an ETP Ratio of 40% or more. However, the weighted average increased to 39.3%, from September’s 37.1% (the best ETP Ratio this year).

Market Outlook With October’s overall market figures continuing to demonstrate improved asset quality, three months of Technical and Financial Scores above 5.000, and average ask price (for the models we track) decreasing $250k, Buyers seeking good ‘value’ would be well advised not to wait.

Aircraft prices have hovered around the same level for the past three months, while asset technical condition has generally improved. Owners, seeking to optimize their aircraft’s selling price, may soon find more than one offer on the table – and act accordingly. / More from www.assetinsightinc.com

Market Indicators - January 2014

MARKET PUBLISHERS View Commercial Helicopter Market Poised for Growth copters market; this sector is expected to record a 1.49% CAGR through 2023. Meanwhile, the light helicopter and heavy helicopter sectors are forecast to register a 2.46% CAGR and a 5.26% CAGR, respectively, during 2013-2023.

Published in October and priced at US$4,800, the research report provides a comprehensive analysis of the global market for commercial helicopters. It sheds light on the historical and current industry performance, examines the actors influencing the market growth, outlines the main market challenges and opportunities, and highlights the recent

/ More from www.marketpublishers.com

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industry news. The study benchmarks the industry against key global markets, delves into the competitive landscape, profiles the leading companies, evaluates the investment climate, and traces the recent industry developments.

The report contains a SWOT analysis of the industry, offers different country market overviews, and also discloses details on the major commercial helicopter programs. In addition, the report presents extensive forecasts for the global commercial helicopters market through 2023, including detailed expectations of growth rates and projected total expenditure.

■

The worldwide market for commercial helicopters is poised to witness healthy growth at a 3.08% CAGR through 2023, driven mainly by the offshore oil and gas exploration, rapid growth of the light helicopter sector and burgeoning demand from Asia and Latin America. Currently, Europe captures the dominant share of the overall market and is expected to maintain its leadership during 2013-2023.

The developing markets of APAC, Latin America and Africa are forecast to experience robust growth in the upcoming years.

Medium helicopters are likely to account for the largest share of the world commercial heli-

www.AvBuyer.com

Aircraft Index see Page 4

J Hopkinson 2 December 19/11/2013 16:57 Page 1

Cessna Citation Ultras

AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

EXTERIOR Recently completed Permaguard sealed Exterior

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

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Northern Jet Lear 40XR September 17/12/2013 11:30 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 2763 2230

• Extended Range Fuel • Fresh A-D check at Bombardier Wichita Airframe Factory Warranty Smart Parts Engines Left Engine 2575 / Right Engine 2567 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 Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 462 7709 Direct: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

Northern Jet Lear45 September 17/12/2013 11:27 Page 1

S H O W C A S E

2006 Learjet 45XR Serial Number: Registration: Airframe TT: Landings:

45-298 N191TD 2500 1678

Northern Air Inc is pleased to offer this 2006 Lear 45 to the marketplace for immediate sale.

Features of this aircraft include: • Management Services Available • Maintenance performed through Learjet factory authorized service centers since new.

• Fully paid MSP Gold engine plan for engines and APU • Honeywell Primus II 1000 package • Duel FMS/GPS/8.33 • Duel UNS1-E • Air Show 4000

Avionics Honeywell Primus II 1000 package, Duel FMS/GPS/8.33, Duel UNS1-E, AFIS, TCAS-II w/ ch7, EGPWS, 880 weather radar – upgrade, SELCAL, HF, 406 ELT. Interior Condition Excellent. 8 place double club, belted lavatory, forward and aft, 10.4 monitors, 10 Disc CD, DVD player, Air Show 4000, Satellite telephone system, lighted vanity mirror, premium wood package, premium carpet, locking package.

Exterior Condition Excellent.

Inspection Status Current: 2400 major inspection performed in October 2012.

Airframe & Engines 2500 hours, 1678 Landings. Engines: (2) Honeywell TFE731-20BR-1B, 3500 lbs Thrust each, extended TBO, (1) APU. Fully paid MSP Gold engine plan for engines and APU.

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net WORLD AIRCRAFT SALES MAGAZINE – January 2014

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IAG Bombardier Challenger January 17/12/2013 15:43 Page 1

S H O W C A S E

Fresh 96 Month and Gear Inspections

Photos FGL Associates

2005 Bombardier Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20059 N659JF 1998 1079

• Freshly Completed at Bombardier Tucson: • Fresh 6/12/24/48/96 Month inspections • Fresh Landing Gear Overhaul • Fresh 2000 Hour Engine Inspection and New On condition Combustion Liners Airframe & Engines Engine Plan MSP. Engine Model 2 x HTF7000 Engine #1 Engine #2 Serial Number: P-118233 P-118229 TSN (HRS): 1998 1998 CSN: 1089 1086 TS MPI (HRS): On Condition On Condition MPI Due (HRS): On Condition On Condition Time Since CZI hrs On Condition On Condition CZI Due (HRS): On Condition On Condition MPI/CZI Intervals hrs On Condition On Condition Auxiliary Power Unit APU Plan MSP Honeywell GTCP 36-150 Type BD Serial Number P-154 Time Since New (HRS) 1302 Avionics Avionics Suite / EFIS 1 Collins Flight Management System (FMS) 2 Collins Air Data Systems (ADS) 2 Collins NAV Radio (NAV) 2 Collins Attitude Heading Reference (AHRS) 2 Collins Navigation Radio (GPS) 2 Collins Distance Measuring Equipment (DME) 2 Collins

Automatic Direction Finder (ADF) 2 Collins Autopilot/ Flight Director (AP/FD) 1 Collins Flight Director (FD) 2 Collins VHF Radio (VHF) 2 Collins HF Radio (HF) 2 Collins SELCAL 1 Collins Weather Radar 1 Collins Radio Altimeter 1 Collins Additional Avionics Equipment Enhanced Maps Lightning Detector FMS V-Speeds 3rd VHF Datalink Comm Observation Audio System at Cabin Seat Compliance 8.33kHz Spacing FM Immunity RVSM Capable RNP 10 Capable B-RNAV (RNP 5) Capable NAT MNPS Capable Extended Overwater Equipped Interior Seating 9 Galley Forward Jumpseat Yes Flight Certification Only Lavatory Aft Galley Right Side Deluxe Galley. TIA Microwave Oven Coffee Maker (Loose Equipmet) Sink with 4 Gallon Water System Dual Electric Hot Pots Lavatory Standard Plated Sink Option

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www.AvBuyer.com

Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com Aircraft Index see Page 4

IAG Falcon 2000EX January 17/12/2013 15:46 Page 1

S H O W C A S E

2004 Dassault Falcon 2000EX 25 Serial Number: N699MC Registration: 3064 Airframe TT: 1423 Landings: Engines Engine Plan: ESP Gold Engine Model: 2 x PW308C Engine #2 Engine #1 76 Serial Number: 75 3069 2979 TSN (HRS): 1374 1336 CSN: Auxiliary Power Unit MSP APU Plan GTCP 36-150 Type P-353 Serial Number 1718 Time Since New (HRS) 2692 Cycles Since New Maintenance - General Maintenance Tracking AVTRAK Maintenance Schedule OCIP A Checks Avionics Avionics Suite/EFIS Collins ProLine 4/EFIS 4000 Compass Smiths Standby Instruments Meggitt Secondary Flight Display Flight Management System (FMS) Collins FMS6100 w/Dual GPS Air Data Systems (ADS) Collins ADC-850C Inertial Reference System (IRS) Honeywell LASEREF IV Attitude Heading Reference (AHRS) Collins AHS-3000 Navigation Radio (GPS) Collins VIR-432 Distance Measuring Equipment (DME) Collins DME-442 Automatic Direction Finder (ADF) Collins ADF-462

Autopilot/ Flight Director (AP/FD) Collins APS-4000 Audio System Baker B1045 VHF Radio (VHF) Collins VHF-422C Radio Tuning Units (RTU) Collins RTU-4210 HF Radio (HF) Collins HF-9000 SELCAL Coltech Dual Channel Additional Equipment FADEC Mach Hold Foxtronics Battery Temperature Indicator Cabin Temperature Indication- Control with Duct Temp Enlarged Oxygen Bottle (115 cu. ft.)

First Aid Oxygen System (1 mask and 1 outlet) Two (2) Winslow 9-Man Life Rafts with Storage Provisions (Part FAR 135) FAR Part 135 Material Burn Certificates and Swatches Compliance 8.33kHz Spacing. FM Immunity. RVSM Capable RNP 10 Capable. B-RNAV (RNP 5) Capable NAT MNPS Capable. CAT II Certified Interior Seating 10 Jump Seat 1 ERDA w/Floor Storage Drawer 3rd Crew Audio/Oxygen. Galley Forward Lavatory Aft. Dividers Galley Pocket Door Interior Finishing Veneer Fig Red Birch (Light Beige) 2004 Plating Polished Champagne Gold 2004 Headliner Ultraleather (Beige) Cut Pile, Vine & Leaf Carpet Design 2004 Forward Seats Beige Leather 2004 Aft Seats Dark Beige Leather 2004 Countertops Avonite Beige Speckled 2004 Exterior Overall White with Green, Maroon & Gold "Ribbon" Stripes

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 8

www.AvBuyer.com

Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com WORLD AIRCRAFT SALES MAGAZINE – January 2014

123

Mente Cit & XLS Sovereign Nov 17/12/2013 11:29 Page 1

S H O W C A S E

2005 Cessna Citation XLS

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

Serial Number: Registration: Airframe TT: Landings:

Precise Pulselites HF-1050 Provisions Av Visor Plus, LED wing, navigation and strobe lights Interior Six premium grey leather executive seats are complimented by a two-place side facing divan opposite entry door and belted seat opposite the lav.

Burl cabinetry, grey headliner, grey sidewalls, neutral lower sidewalls and grey carpeting, extended galley with ample storage and ice cooler. Three 110-volt outlets.

Exterior Matterhorn White with Starlight Silver, Ocean Blue Metallic and Columbia Blue Pearl striping.

Inspections/Maintenance CESCOM-CAMP DOC 44 c/w May 2012

560-5575 N75XL 4,954.2 4,574

• FRESH ENGINES • DELIVERS ON ESP GOLD Engines PW545B: L/H: 4954.2 HRS TSN R/H: Completion in July 2013 APU Honeywell RE100XL 808.5 HRS TSN, 1789 CSN Avionics Honeywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDR Honeywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250 Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAAS Dual Honeywell DM-850 DME AirCell ST-3100 Satcom Phone Dual UNS-1Esp 803 Software UniLink UL-701 COM Data Management System Features & Equipment RVSM Artex C406-2 ELT MSG-3 maintenance as of July 2008 8.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde Battery L3 FA2100 CVR Cockpit Speaker Mute Switch

2007 Cessna Sovereign

Kyle Foddrill Cell: +1 (817) 372-4527, E-mail: kfoddrill@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Airshow 4000 Extended Range Oxygen System Eros Oxygen Masks Pulse Light System w/ TCAS Interface Airshow Cabin Briefing System Dual aileron trim option Survival life raft certified for Part 135 operations Interior 9 passenger seats Gray leather 8 video monitors at seats Fwd Galley with electric oven Maintenance Details 1A (400hr) complied with at 2589 hrs. Due in 232 hrs 2A (800hr) complied with at 2192 hrs. Due in 235 hrs along with the 1A 3A (1200hr) complied with at 2192 hrs. Due in 635 hrs

680-0132 2750 1521

Airframe & Engines Pratt & Whitney PW 306C Engines on Power Advantage Left: 2750 Hours 1470 Cycles Right: 2750 Hours 1470 Cycles APU: 818 hours 1641 Cycles Pro Parts CESCOM Avionics Honeywell Primus Epic 4-Tube EFIS Dual Honeywell TR-65A COMM Dual Honeywell NV-875A NAV Single Honeywell DF-855 ADF

Dual Honeywell XS-875A Mode S Transponder w/ EHS Dual Honeywell FMS Dual Honeywell GPS Honeywell CAS-67A TCAS II w/ Change 7 Honeywell Primus 880 RADAR Honeywell RT-300 RADALT Honeywell EGPWS w/ Windshear Honeywell HF-1050 w/ Coltech Selcal CVR Additional Equipment Electronic Charts RAAS / WASS AirCell ST-3100 Sat/Com w/ 2 Cabin & 1 Cockpit Handsets & Intercom 110 VAC Electrical Outlets LCD Video Monitor (10.4”) Dual Disc DVD w/ Remote

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

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www.AvBuyer.com

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

Aircraft Index see Page 4

Mente Falcon 900EX & Sikorsky S-76C+ Dec 17/12/2013 11:37 Page 1

S H O W C A S E

1998 Falcon 900EX

Brian Proctor Cell: +1 (817) 307-7720 E-mail: brian@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Interior Soft goods refurbishment completed 2010 13-passenger configuration w aft lavatory Forward 4-place club seating Mid Cabin double club conference & dining group Private Aft cabin - 2 Place Club w 3 Place Couch Forward jumpseat Exterior New Paint in 12/2009 Overall in Matterhorn white with Taxiway yellow & black accent stripes Slant style engine mounted registration markings Maintenance Details FAA FAR Part 91 C / 2C – A / A+ & Multiples -11/29/10 @ Standard Aero Landing Gear OH APU HSI – Last HSI @ 2558.8

35 N913SN 7,619 3,595

• PRIMUS ELITE COCKPIT UPGRADE • FLIGHT DYNAMICS CAT III HUD • XM GRAPHICAL WEATHER • TRIPLE SYSTEMS FMS/IRS • DC-820 FMS UPGRADE Airframe & Engines TFE731-20/-40/-50/-60 MSP Engine Program Engine # 1 S/N: P112216 7233 hours, 3473 cycles Engine # 2 S/N: P112213 7065 hours, 3382 cycles Engine # 3 S/N: P112218 7182 hours, 3433 cycles APU Allied Signal GTCP36-150(F). P-326 4353 Hrs

Highlights Primus Elite Cockpit Upgrade $800,000.00 Installed Value XM Graphical Weather CD-820 FMS – Upgrade Flight Dynamics Cat III Heads UP Display Collins Airshow Genesys MagnaStar UHF/Satcom Phone w/fax Honeywell AFIS w/Sky Printer Provision for EFBs Avionics Honeywell Primus 2000 w Elite Flight Deck Upgrade Collins Radio Package Proline 4 • New DU-875 Primus Elite Upgraded Cockpit • With Dual Cursor Control Units • Dual Collins VIR-432 VOR/ILS/Marker • Triple-Honeywell FMZ 2000 with dual GNSSU GPS • LCD Technology

2004 Sikorsky S-76C+

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

Serial Number: Registration: Airframe TT: Landings:

5P Bifilar Pulselight system Forward bulkhead sliding windows Eaton Engine Chip Detector System Maintenance Main Rotor Spindles aircraft TT:5000 Float bottles expire June 2014 12 Month due March 2014 Interior New interior installed 3/25/10 by Cabin Crafters CRS#C7QR807N So. Hackensack NJ 07606 Executive eight-passenger interior tastefully completed Exterior Aircraft repainted March 2010 by KD Aviation/Reese Aircraft, with Jet Glo Matterhorn White 00150, Aristo Blue 00412

760551 N808MM 4516.2 8174

Engines Arriel 2S1 Power by The Hour Left: S/N 20681 Hours 4169.9 Cycles 4911 TSO 783.5 Right: S/N 20652 Hours 4023.9 Cycles 4697 TSO 783 Avionics Honeywell ED-800 EFIS displays Collins VHF-22A receiver/transmitter LCR-92S AHRS Collins VIR-32A VOR receiver Collins ALT-55 Rad Alt. Collins DME-42 SPZ-7600 series DFCS Primus 880 Digital weather radar DB Systems 352 audio panels UNS-1FW Flight Management system

Additional Features Tail rotor pedal lube kit Baggage liner kit Boarding steps Honeywell MK XXII EGPWS Static inverter load shed C-4 Environmental System Overhead Lateral Absorber Emergency floats Keystone Door pin kit Aircell ST 3100 Satellite Phone Structural Enhancement kit 76070-20564-011 Garmin 496 Two Garmin 696 GPS with mounts GMX 200 MFD CVR 30A Cockpit voice recorder

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 1 214 351 9595 www.mentegroup.com

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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Carolina Corporate Jets January 18/12/2013 12:24 Page 1

S H O W C A S E

2008 Beechcraft King Air 350 Serial Number:

• • • •

FL-580

Gorgeous Showroom Condition!

Only 1191 Hours Total Time!

Over $619,000 in Factory Options!

State of the Art Entertainment System!

Avionics/Radios Collins ProLine 21 w/ IFIS 5000 Three AFD-3010 displays – 2 PFD’s & MFD Comms: Collins Dual VHF-4000 (8.33 spacing) Navs: Collins Nav 4000 and Nav 4500 FMS: Collins dual FMS-3000 and GPS Autopilot: Collins FGC-3000 Radar: Collins TWR-850 DME: Collins dual DME-4000 ADF: Collins dual Nav-4000 Xponders: Collins Dual TDR-94 Mode S w/ Enhanced Surveillance TCAS: Collins TCAS II 4000 EGPWS: Honeywell Mark VII

• One Owner, Professionally Flown!

• Pratt & Whitney ESP & Factory Support Plus Programs!

• Priced below Blue Book and VREF

Exterior Attractive Overall White with Custom IBIS Crystal Mica Design Interior Stunning Nine Passenger Seating in Black Leather with Complimenting Accents and Beautiful High-gloss Limba Veneer Woodwork.

Dual Pyramid Cabinets; Forward Refreshment Center w/ Nespresso Coffee Machine; Optional Custom Dual Catering Cabinets. I Package w/ Monitors and ipod Docks at each seat and three disc DVD player

Additional Equipment RVSM; Collins HF-9000 w/ Selcal; Raisbeck Wing Lockers and Aft Strakes; IRIS Nose and Tail Cameras; Hi Intensity Presti Landing Lights; AirCell ST3100; Collins ECH-5000 Electronic Charts integrated into IFIS; L3 Communications FA-2100 CVR; Collins/XM GWX-3000 Satellite Graphical Weather

Carolina Corporate Jets

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www.AvBuyer.com

Tel: +1 (0) 704 662 8680 info@carolinajets.com www.carolinajets.com

Aircraft Index see Page 4

Albinati Global Express January 18/12/2013 16:47 Page 1

S H O W C A S E

Make Offer 2005 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9145 HB-JEX 3739 1302

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches • 4C inspection performed at Jet Aviation Basel in July 2010 • 8C inspection due in July 2015 • No damage history Engines (under RR Corporate Care) Rolls Royce Deutschland BR 700-710A2-20 • LH: S/N 12405 - 3657 TSN, 1264 CSN • RH: S/N 12406 - 3739 TSN, 1302 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2845 TSN / 3405 CSN Avionics • Communications Triple Honeywell RCZ 833E • Navigation Dual Honeywell RNZ 851 • ADF Dual Honeywell P2000XP • RMU Dual Honeywell RM 855 • Transponder Dual Honeywell P2000XP, Mode S • Radar Honeywell WU 880 • IRS Triple Honeywell Laser Ref III • HF Dual Collins HF 9031A with Selcal • GPS Dual Honeywell HG2021 & GNSSU • FDR Honeywell SS FDR QAR • CVR Honeywell SS CVR • Triple Honeywell Flight System Management W/CD 820 CDU

Special Features • Aircraft under CAMP maintenance tracking service • Aircraft under Bombardier Smart Parts Plus coverage • Cabin Altitude Reduction for Passenger Comfort (4’500 Feet) • Honeywell RT 950 TCAS II, Version 7.0 • Honeywell Mark V Enhanced GPWS • Honeywell MCS 7000 SATCOM (6 Channel)/2 Channel Iridium • RVSM, 8.33 MHz Spacing and FM Immunity Certified • Heads Up Display (HUD), EVS, RAAS • BATCH 2+ • Artex ELT 110-406 Emergency Locator Beacon • Teledyne Datalink System Interior (refurbished in February 2011) • Twelve passenger configuration and a threeplace divan 9G certified (see, floor plan) in beige leather and brown nubuck • Forward lavatory and crew rest area • Fully equipped galley and annex • Aft private lavatory, storage closet and baggage compartment • Cabin entertainment system with flat screen video monitors, satellite TV for Europe and USA, WLAN Internet, DVD and an airshow • Electric window shades • EMTEQ system lighting retrofit • AIMS soundproofing system Exterior White top, light beige bottom with gold accent stripes

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

www.AvBuyer.com

Tel: E-mail: Web:

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

WORLD AIRCRAFT SALES MAGAZINE – January 2014

127

AeroSmith Penny October 18/12/2013 12:23 Page 1

S H O W C A S E

Recently Reduced Asking Price 1999 Gulfstream IVSP Serial Number: Registration: Airframe TT: Landings:

1337 N52MK 4504 2573

Airframe & Engines Rolls-Royce Tay 611-8 Engines: Mid-Life Inspection C/W at Rolls-Royce Canada: 17/Sep/2007 L/H Engine S/N: 16795 Mid-life done at 3061 TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061 TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741, on JSSI Avionics HAAP and Corporate Jet Support Maintenance Programs Standard Honeywell SPZ 8400 Cockpit Package w/NZ 2000 Navs Triple Honeywell HG1075 Inertial Reference Units Dual Honeywell FMS and Single Lasertrak Nav Display Collins Nav/Comm Package with Three Comm’s, w/Dual Collins RTU’s Collins TDR 94 Transponders with Eight Parameter Enhanced Surveillance SAT AFIS Equipped with Printer Magnastar & Honeywell SATCOM 6000, One Cockpit and Three Cabin Handsets G-Monitor Computer Heads-up Checklist Flight Data Recorder 2 Hour Voice Recorder

Features & Equipement Airshow Genesis Moving Map/Info Four External Video Cameras Dual Hi-Def/Blue Ray DVD Players Audio System with iPod Dock and Remote Control Game Port Connections and LAN Connections Throughout Eight Rosen Video Monitors; VCR/DVD/Camera/Game and Airshow Available Six Club Seat Rosen Monitors Updated to 6500 Series in March 2007 Interior The 13 passenger executive interior was designed for functionality and flexibility with three separate seating areas making it ideal for entertaining or conducting business. The aircraft is configured with a forward crew lav as well as an aft passenger lavatory. The forward cabin contains four single seats in a double-club configuration with two pull out writing tables and four 5.6 inch video monitors.

Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping.

New April 2012 Maintenance 72 Month inspection done 2010

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

Aero-Dienst January_Heeren Cit Ultra sep 17/12/2013 15:40 Page 1

S H O W C A S E

Low Time

Asking Price: US $15,450,000

2009 Challenger 300 Serial Number: Airframe TT: Landings:

20272 797 548

2010 in Service - Double Club Cabin for 8 Passengers - Lufthansa NICEview Cabin System - Inmarsat and Iridium SATCOM - DeLuxe Galley - Collins ProLine 21 - EASA OPS 1 Equipped RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 Fresh 48 Months LUMP Inspection 12/2013 38,850 lbs MTOW - No Damage History Engines 2 Honeywell AS907-1-1A (MSP) L/H: S/N P118687 R/H: S/N P118686 TSN: 797 hrs TSN: 797 hrs CSN: 548 CSN: 548 APU Honeywell GTCP-36-150(BD) (On MSP) Avionics and Other Features Collins Integrated Digital ProLine 21 Avionics Suite with Collins Automatic Flight Control System 4 Collins CDU 3 Collins VHF-4000 Comm w/8.33 kHz Spacing 2 Collins HF-9031A with SELCAL 1 ICS-200 Iridium Satcom 1 Collins Inmarsat Satcom-5000 ACARS Data Link w/ Graphical Weather Maps 2 Collins NAV-4000 Nav 2 Collins DME-4000 DME 2 Collins NAV-4000 ADF 2 Collins TDR-94D Mode S w/Enh. Surveillance 2 Collins FMC-5000 FMS with V-Speed

Additional Equipment Lighted Chart Holders Enhanced Baggage Compartment 16G Seat in Lavatory Certified for Take Off and Landing Lufthansa NICEview Cabin System Airshow 410 Cabin Entertainment with DVD/CD Player and Two 18” Monitors Deluxe Galley with Espresso Machine Forward Partition with Sliding Door Floor Accent Light Over Water Flight Kit Cockpit Writing Tables Dual LED Navigation Lights Pulsating Main Landing Lights Door Lock Package Cabin The cabin has a luxury layout for eight passengers consisting of dual club four individual passenger seats arrangement with three bi-fold retractable and one plug-in executive tables. The aft lavatory is fitted with a warm/cold water dispenser, lighted mirror, storage drawers and a belted 16G seat certified for take off and landing.

Seats are upholstered in grey leather, ceiling and side wall are of light grey, armledges, tables galley, cabinetries, forward and aft cabin partition are of high gloss carbon fiber. DeLuxe Galley comprises a microwave oven, two hot liquid containers, an ice drawer with overboard drain, and ample drawer storage for crystal and china.

Interior in excellent condition Exterior Painted allover white with one warm red stripe from nose to tail. Excellent condition

Aero-Dienst GmbH & Co. KG, Flughafenstrasse 100 90411 Nuernberg Germany Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: armin.hoehnemann@aero-dienst.de www.aero-dienst.de WORLD AIRCRAFT SALES MAGAZINE – January 2014

129

CAI CJ525 January 18/12/2013 10:11 Page 1

S H O W C A S E

1998 Citation CJ 525 Serial Number: Airframe TT:

525-0239 1,726

Engines WILLIAMS/ROLLS FJ44-1A LEFT: 1503 TT RIGHT: 1726 TT Interior New Jan. 2006!

Six-Passenger Beige Leather Seating w/Complementing accents. Deluxe Refreshment Center, Dual Executive Writing Tables, Aft Divider w/Removal Curtain. CD Player w/XM Radio System for Cabin Entertainment. LH Belted and Flushing Lav. Gloss Wood Laminate w/24K Gold Plated Hardware. New 1/06 by Goderich Aircraft, Canada Exterior New Jan. 2006!

Attractive Overall Off-White with Black and Copper Trim. New 1/06 by Goderich Aircraft, Canada

Garmin MX200, XL Weather and TCAS 900 BX Garmin 500 GPS w/WAAS, XM Weather & TAWS Sperry SPZ-5000 Autopilot and Flight Director Dual Bendix/Kng KY 196A Comm Radios Dual Bendix/King KT70 Mode Transponders Bendix/King KN63 DME w/Hold Button Bendix/King Radio Altimeter KRA-405B Locator Beacon Artex ELT 407 Angle of Attack (AOA) Aircel SAT Phone RVSM Compliant Additional Doc.10 Inspection complied with June 20, 2011 at 1,686 hours New Doc. 21 completed August 2, 2013 at Citation - Greensboro. Cescom, aircraft sustained damage after landing and was repaired 1/06

Avionics Honeywell/Sperry SPX-5000 2-Tube EFIS Bendix/King RDR-2000 VP Color Dual Bendix/King KN53 Nav Radios Dual Bendix/King KR87 ADF Honeywell C-14D Compass System Fairshild A-100 CVR TCAS 900 BX Traffic Collision System

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

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 4

Tim Leacock January 18/12/2013 17:13 Page 1

S H O W C A S E

2012 Citation CJ4 Price $7,500,000 Serial Number: Registration: Airframe TT:

525C-0073 M-NSJS 150

Only 150 Hours Since New. 5-year contract for ProParts, TapAdvantage Elite, & ProTech from March 2012.

All programs paid by Cessna until March 2015 or 450 hrs whichever comes first. Aircraft is EC VAT paid Optional Equipment Automatic Direction Finder (ADF) - Collins Replaces one Collins NAV- 4500 with a NAV4000 with ADF and installs the antenna. Audio panels include volume controls Second FMS-3000 – Collins This option provides a second Collins FMS-3000.

Dual FMS-3000s offer fully synchronized operation of the lateral and vertical flight plans. A second WAAS LPV enabled GPS-4000S and a second DME receiver are included. Each FMS monitors the navigation solution of the other to provide redundancy HF-9000 High Frequency Communications with SELCAL (Provisions Only) – Collins Complete HF system installation including the antenna, excluding Collins components

FA2100 Flight Data Recorder – L-3 Communications The FA2100 is a solid-state FDR with 25 hours flight data storage capacity. Note: The FA2100 only meets the requirements of Part 91 (for aircraft with 10 or more passengers seats) and JAR-OPS 1 (for aircraft 12,500 pounds or more) DataLink – Collins Aircraft data link communications compliment voice communications between the aircraft and ground facilities by providing a faster, more accurate means for transmitting and receiving information. Provides double sideband amplitude modulated voice and analog data operation, including VHF data link Mode A and VHF data link Mode 2. Provides capability to display textual weather on the CDU. Also allows for flight planning capability thru use of the CDU (Requires subscription through service provider. Other charges may apply)

Passenger Seat Swivel Interior Crew Seat Sheepskin RH Side Facing Seat Mobil Jet II

Tim Leacock Aircraft Sales Ltd Gulfstream - Independent Authorised Sales Representative for the United Kingdom

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +44 (0)1258 818181 E-mail: tim@timleacockaircraft.com www.timleacockaircraft.com

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P132-136 19/12/2013 10:30 Page 1

Marketplace McDonnell Douglas MD-87

Price:

Price Reduced!

Year:

1987

S/N:

49412

Reg:

P4-AIR

TTAF:

45683

Location: Switzerland

Learjet 45

Tel: +7 (0) 985 762 9787 Email: a.kondratyev@premieravia.ru

Premier Avia

Nineteen seats. Aft ownerís private stateroom with a double bed and private lavatory. 2 forward crew rest areas. Galley with three refrigerators. Three 42î, two 32î, two 20î, two 15î video monitors. Maximum range 7000km(3780nm). Additional Fuel Tanks System, composed of eleven auxiliary fuel tanks (2200 gal or 6680 kg). One original aft auxiliary fuel tank (784 gal or 2374 kg). AC meets requirements for RVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16 Vol1 Ch4. Iridium ICS-200 Satcom. No damage history

Tel: +421 232 112 610 Email: marketing@aelisgroup.com

AELIS Group Price:

Please call

ONE OWNER SINCE NEW,

Year:

2000

CAMP Maintenance Tracking System,

S/N:

084

JAR OPS 1 Subpart K & L,

Reg:

HB-VML

TTAF:

4,497

JAA-M45 Certification, EASA TCDS IM.A.020, Airworthiness Review Inspection due 30.8.2013

Location: Slovakia

www.aelisgroup.com

Dassault Falcon 7X

Price:

Make offer

Year:

2013

S/N:

168

Reg:

M-DTBP

TTAF:

269.6

Location: Singapore

Embraer Legacy 600

Tel: +65 (0) 8522 1258 Email: aircraftsales@hawkerpacific.com

Hawker Pacific

Under full new manufacturer warranties. Entry Into Service: January 31 2013 (start of warranties). In impeccable state, as new. Hangared when possible. Maintenance by Hawker Pacific Asia. Engines On ESP. EQUIPMENT: Overall USD 2.99 M Value in Options. INTERIOR: Luxurious and tasteful 12 Passenger configuration. ‘Elegance’ Dassault Falcon Interior Configuration. Bronze-coloured matching accents throughout.

EXTERIOR: Matterhorn White with dual red and silvergrey stripes

Business Aviation LTD Price:

USD $12,900,000

Year:

2008

S/N:

14501057

Reg:

HB-JFL

TTAF:

1515

Tel: +7 (0) 495 926 7001 Email: bamoscowteam@gmail.comm

Airframe: Aircraft model: EMB-135BJ. Manufacture date: 08.08.2008. Hours since new: 1515. Landings since new: 792.

Name of program: Embraer Executive Care. Engine Specs Manufacturer: Rolls Royce. Model number: AE3007A1E. Left Serial Number: CAE-313106.

Right Serial Number: CAE-313103 Name of program: Rolls Royce Corporate Care

Location: Russia

Cessna Citation CJ3

Diamond S. International

Tel: +484 (0) 862 76306 Email: diamondsinternationalcj3@gmail.com

Price:

Please call

Year:

2004

S/N:

525B-0010

Reg:

N917RG

TTAF:

1675

Location: USA, FL

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Always hangared, Well mantained, Proparts and TAP Elite contracts, Positive account of pro-parts (Less parts used vrs amount paid per hour). - Airframe: 1675 TT, All Logs, No damage History - Engine Specs: 2 Engines- Williams FJ44-3A - Avionics/Radios: Collins Pro-Line 21 - Custom paint: White, Blue & Maroon - Interior: Center club seating with 6 pedestal seats, belted flushing toilet, refreshment center - Inspection Status: CESCOM Available. TAP Elite, maintenance by Cessna Citation Service Centers

Aircraft Index see Page 4

P132-136 18/12/2013 14:27 Page 2

Marketplace Hawker 800A

Leonard Hudson Drilling Price:

US $3,375,000

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 $3,375,000 or consider trades for Citation CJ1, CJ2, or Bell 212, 412 or 407.

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg:

N339MC

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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 (Five 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

Five, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all five.

Location: USA

Hawker 800XPi

Capital Jet Group Price:

Call for pricing

Year:

2005

S/N:

258723

Reg: TTAF:

Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466 Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 8 year/48 month inspections at Duncan Aviation. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon

4,183

Location: USA

E-mail: sales@capitaljetgroup.com Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2014

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P132-136 18/12/2013 17:15 Page 3

Marketplace Socata TBM 850

Avia Source, Inc. Price:

$1,795,000 USD

Year:

2007

S/N:

422

Reg:

LX-JFO

TTAF:

2,005

Location: France

Socata TBM 850

Avia Source, Inc. Price:

$1,695,000 USD

Year:

2007

S/N:

391

Reg:

LX-JFL

TTAF:

2,428

Tel: +1 (626) 584 8170 Email: jason@aviasource.aero Engine has 2005 Hours Since New and is on the ESP GOLD PROGRAM. Propeller has 15 hours Since Major Overhaul. VHF Com/Nav/GPS: Dual Garmin 530s. Transponder: Garmin GTX 330D (Mode S)/GTX 32. Altimeter: Bendix King AM250.

MFD/Chart View: Garmin GMX 200. EFIS: Bendix King EFIS 40. Auto Pilot: Bendix King KFD 325. DME: Bendix King KN0063. HSI: Bendix King KI525B. Int: 4 Passenger, Club Configuration

Tel: +1 (626) 584 8170 Email: jason@aviasource.aero Engine has 2378 Hours Since New and is on the ESP GOLD PROGRAM. Propeller has 65 Hours Since Major Overhaul. VHF Com/Nav/GPS: Dual Garmin 530s.

Transponder: Garmin GTX 330D (Mode S)/GTX 327. Altimeter: Bendix King AM250. MFD/Chart View: Garmin GMX 200. Int: 4 Passenger, Club Configuration. Aircraft has Damage History, call for details

Location: France

Cessna Citation Jet

Avia Source, Inc. Price:

$1,295,000 USD

Year:

1995

S/N:

525-0089

Reg:

N600HS

TTAF:

5,679

Location: France

Eurocopter EC 120BColibri

Piotr Pietraszewski Price:

EURO 850,000

Year:

2008

S/N:

1549

Reg:

SP-WIG

TTAF:

1058

Tel: +1 (626) 584 8170 Email: jason@aviasource.aero Delivered with ZERO time SINCE ENGINE OVERHAULS, Doc 10 Inspection Completed and Ferry to the USA. N600HS is enrolled in Cessna Pro Parts and has Williams TAP ELITE coverage on the engines. The Honeywell avionics include SPZ-5000/IC-500 AP/FD, Dual KY-196 COM, Dual MST67A Transponders, RVSM, and KMH-820 TAS/EGPWS. N600HS has all of the equipment required for EASA Certification and was previously EASA registered from 2007 through 2010

Tel: +48 (0) 506 005 430 Email: piotr.pietraszewski@zpue.pl VFR day and night with additional Moving Terrain and other features, dual controls, Air conditioning 5 BOSE X headsets, handling wheels, Mint condition. One, private owner, More photos follow the link below: https://plus.google.com/photos/102380869651027860239/alb ums/5943116715244642721?authkey=CNf_8uDBksSgxQE

Location: Poland

McDonnell Douglas Helicopter 600N

Tel: +49 (0) 224 123 070 AIR LLOYD Deutsche Helicopter Email: sales@airlloyd.de Flugservice GmbH Price: Make offer As new - unique - fully equipped --- Flag Red w/ Grey Leather Year:

2008

S/N:

RN 073

Reg:

D-HKAL

TTAF:

590

Location: Germany

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Interior, air conditioning, YAW-SAS, GARMIN Avionics Suite incl. 430W plus indicator, GTX 330, DMA, Marker, ELT 406 MHz, Inlet Barrier Filter FDC/Aerofilter, Cargo Hook "Breeze Eastern", Meeker Camera Side Mount incl. EASA STC for Cineflex v14 HD - AND MORE ... -- from AOC Holder, no accident/incident, all SB/AD/SL completed --- selling for our customer --- please get in touch for more details !!

Aircraft Index see Page 4

P132-136 19/12/2013 10:30 Page 4

Marketplace

Price:

Please call

Year:

1990

S/N:

FA-206

Reg:

LY-LTE

TTAF:

6920

Location: Denmark

Hawker 900XP

Tel: +37 (0)686 40453 Email: info@datlite.lt

DAT LITE

Beechcraft King Air 300

MTOW 6350 kg. Engines PT6A‐60A both TSO 3342, remaining till overhaul 258H. Land. gear next overhaul due 01.05.2014. LH prop time remaining 2758H. RH prop time remaining 2.609H. Exterior - new paint 2012, all white, red cone. Interior - 7+1 seats. Fully refurbished in June 2012.

Leather seats. Avionics: Collins EFIS‐85B (5 tube display), Honeywell CAS 67A TCASII with dual MST‐67A Mode S, Collins WXR 350, etc. Aircraft fresh from phase I-IV and yearly insp.

Beechcraft Vertrieb & Service GmbH Price:

Please call

Year:

2012

S/N:

TBD

Reg:

N-Reg

TTAF:

753

Tel: +49 (0)821 7003 100/145 Email: info@beechcraft.de

Pro Line 21, 2x HF-9000, 2X FMS-6000, 2X TDR-94D XPDR, TCAS II, RVSM capable, SSFDR, Aircell & Highspeed Internet, on JSSI, with several Warranties - aircraft like new!

Location: Germany

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please call

Year:

2007

S/N:

TBD

Reg:

EU-Reg

TTAF:

3,720

Tel: +49 (0)821 7003 100/145 Email: info@beechcraft.de

EU Reg, EU-OPS, 8 Seats, CVR (2h), HF-1050, CMS400 Checklist, Dual FMS UNS-1ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, top condition!

Location: Germany

Agusta A109S Grand

Price:

Make offer

Year:

2009

S/N:

22133

Reg:

N359SH

TTAF:

390

Location: Europe

Par Avion Ltd

Tel: +1 (954) 660 8863 Email: Daniel@rotorworld.com

Rotorworld

MVA, Tcas, R/H Step, Paulstra Sound Proofing, Aux Tanks, RDR Weather Radar, Baggage extender, Pristine condition, single owner since new, delivered Aug 2009

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 Advertising Enquiries see Page 8

www.AvBuyer.com

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World Aircraft Sales (USPS 014-911), January 2014, Vol 18, Issue No 1 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 15th January 2014 Advertiser’s Index 21st Century Jet Corporation.................................138

Corporate Concepts ..........................................58 - 59

JETNET ........................................................................105

ABACE.........................................................................109

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

Lektro............................................................................101

Aero-Dienst .................................................................129

Dominion Aircraft..........................................................75

Mente Group...................................................124 - 125

AeroSmith/Penny ......................................................128

Donath Aircraft Services ...................................22 - 23

Mesinger Jet Sales..............................................36 - 37

AIC Title Services ........................................................95

Duncan Aviation............................................................57

Northern Jet Management ...........................120 - 121

Albinati Aeronautics ............................................

127

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

OGARAJETS .......................................................30 - 31

Aradian Aviation............................................................71

Elliott Aviation................................................................47

Par Avion......................................................................107

Avjet Corporation ................................................42 - 43

Freestream Aircraft USA ...................................17 - 19

PremiAir Aircraft Sales................................................73

Avpro...............................................................10 - 15, 65

General Aviation Services..........................................51

Rolls-Royce....................................................................29

Bell Aviation..........................................................48 - 49

Gulfstream Pre-Owned......................................24 - 25

Singapore Airshow....................................................114

Boutsen Aviation ..........................................................79

HAI HELI-EXPO ........................................................116

Southern Cross Aviation ............................................85

Business Airport World............................................112

Intellijet International..................................1 (FC), 6 - 7

Tempus Jets...................................................................55

Carolina Corporate Jets...........................................126

Intercontinental A/C Group.........................122 - 123

The Jet Business .................................................32 - 33

Central Business Jets......................................137, 139

Jet Support Services (JSSI) ......................................63

The Jet Collection ...........................................................5

Charlie Bravo ................................................................41

JetBrokers .............................................................44 - 45

Tim Leacock Aircraft Sales .....................................131

Conklin & de Decker.................................................101

Jetcraft Corporation ......................52 - 53, 140 (BC)

Universal Avionics ........................................................27

Corporate Aircraft Photography ............................136

Jeteffect ..........................................................................61

VREF Aircraft Values ................................................136

Corporate AirSearch Int’l .................................93, 130

John Hopkinson & Associates ........................39, 119

Wright Brothers Aircraft Title ....................................89

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Aircraft Index see Page 4

CBJ November_CBJ November06 22/10/2013 15:12 Page 2

CENTRAL BUSINESS JETS

FALCON 50-40 SN25 Last Falcon 50 ever to be converted, Proline 21 Cockpit, 50EX Interior New 2010, Priced Millions less than Comparable 50EX's

FALCON 20F SN470 - FALCON 900C ENGINES & APU MOD 7800 TT / 5000 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L’s w/WAAS, ETC

HAWKER 800XP SN258298

PIAGGIO II SN1158

Fortune 500 owned. MSP Gold Engines. 48 Month c/w March 2012. 8 Place interior with airshow display

Only 860 Hours Since New, Pratt & Whitney ESP Engine Program, Elaborate Interior including External View Cameras, Collins Proline Collins Cockpit including TCAS II and XM Graphics

2005 CHALLENGER 604 SN5577

2009 CHALLENGER 300 SN20264

Fresh 96-Month Inspection and Landing Gear Overhaul by Duncan Aviation, 2000 TT, On Smart Parts Plus and MSP 150 APU Engine Programs, Spectacular Terence Disdale Designed 10 Place Interior

1451 TT, Iridium SAT Phone w/ Swift Broadband, WIFI, MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Impressive list of Options including Sliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained to Part 135 Standards

CITATION EXCEL SN5066

BEECHJET 400A SN125

Everything desired in an Excel. Preferred 8 place interior, Cessna Engine/APU/Airframe Maintenance Programs, Dual FMS, TCAS II, Enhanced Surveillance, External Lav Service, 48 month inspection c/w April 2012

3500 Hours TT, 0/0 Hours Since Overhaul, 100% Engine Program, 135 Maintenance, Dual Collins 5000 FMS

ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

21st Century December 2010

17/11/10

16:47

Page 1

Tri-Jets Range Map 7X=5950nm 900EX=4500nm 900DX=4100nm 50EX=3267nm

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration 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.

Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speed and altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraft’s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two.

Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered by hydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically.

The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power for the right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operate the aircraft and land safely if a system fails.

An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets use excessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuel efficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight and operating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in an aircraft that burns less fuel than many heavier twin-jets.

Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

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 November_CBJ November06 22/10/2013 15:11 Page 1

General Offices Minneapolis / St. Paul TEL: (952) 894-8559 FAX: (952) 894-8569 EMAIL: INFO@CBJETS.COM

Mexico office TEL: 52.55.5211.1505 CELL: 52.55.3901.1055 E-MAIL: Enrique CBJets.com

Celebrating 30 Years!

FALCON 900EX SN8 Single Midwestern Owner w/ 30+ Year Falcon Operator History, Over the Top List of Options including Collins Tail Wind 500 Direct TV

FALCON 900EXy SN121 Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2476 Total Hours, 1140 Cycles, MSP Gold Engine Programs

GULFSTREAM V SN567 Of fered by Original Fortune 100 Corporation, 35 Year History as one of Gulfstreams Largest Private Owners, Immaculate Maintenance, Rolls Royce Corporate Care Engine Program, Can Deliver w/ New Interior & Configuration

FALCON 900B SN155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

FALCON 900C SN194 Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold Engine Programs, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs.

FALCON 900EXy SN238 700 Hours Since New, Available for Lease Only

GULFSTREAM G200 SN199 1800 TT / 900 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

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FEATURED INVENTORY

2007 Challenger 300 - SN 20135

2010 Challenger 605 - SN 5813

Immediately Available - Fully Programmed 1,938 Hours & 1,399 Cycles

2006 Global 5000 - SN 9192

Privately Flown - Engines on GE On Point APU on MSP - New Paint April 2013

New Engines on CorporateCare - Trades Welcome Fresh Pre-buy at Jet Aviation - St Louis

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2002 Airbus A320VIP 2010 Challenger 300 1988 Challenger 601-3A 2002 Challenger 604 2011 Challenger 605 EIS May10 Challenger 850 2007 Challenger 850ER 2005 Eurocopter AS365N3 2005 Falcon 2000EX EASy

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2012 Global 5000 2014 Global 6000 2005 Global Express 2010 Global XRS 2008 Gulfstream 450 1998 Gulfstream GIVSP 1991 Hawker 1000B Q1 2015 Legacy 500 2007 Legacy 600

2007 Falcon 900DX - SN 614

C Check Currently in Progress in TAG Aviation Geneva Engines and APU on Honeywell MSP Gold

2003 Gulfstream 550 - SN 5020

New to Market - Engines Enrolled on RRCC Honeywell HAPP Avionics Program

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