World Aircraft Sales Magazine October 2013

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WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

October 2013

Performance. Integrity. Reputation. proudly presents

Visit Avpro, Inc. at NBAA 2013 Static Display

Falcon 7X Serial Number 57 - Registration N57BR See pages 10 - 15 for further details

Business Aviation & The Boardroom: pages 26 - 77

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AC Index OCT13 19/09/2013 13:01 Page 1

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

PAGE

AIRBUS A318 . . . . . . . . . . 53, A318 Elite. . . . . . 188, A319 . . . . . . . . . . 93,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 22, 30, 33, 52, BBJ II . . . . . . . . . 22, BBJ 3. . . . . . . . . . 46, BoeingSuper727 VIP....31, Boeing 27-200 . 151, Boeing 757-200 Exec . .151,

BOMBARDIER Global 5000 . . . . 7, 10, 18, 36, 46, 64, . . . . . . . . . . . . . . . 169, 172, Global 6000 . . . . 7, Global Express . 10, 41, 52, 53, 56, . . . . . . . . . . . . . . . 71, 89, 93, 161, 188, Global Express XRS.. 10, 22, 46,

Challenger CRJ 700ER . . . . . 12, 300 . . . . . . . . . . . 7, 12, 46, 56, 182, . . . . . . . . . . . . . . . 187, 188, 600 . . . . . . . . . . . . 31, 601-1A . . . . . . . . 58, 601-3A . . . . . . . . 21, 53, 188, 601-3A-ER . . . . . 85, 177, 601-3R . . . . . . . . 23, 56, 179, 188, 604 . . . . . . . . . . . 12, 19, 31, 56, 89, . . . . . . . . . . . . . . . 187, 188, 650 . . . . . . . . . . . 62, 800SE. . . . . . . . . 12, 850 . . . . . . . . . . . 33, 175,

Learjet 31A . . . . . . . . . . . 65, 89, 179, 40 . . . . . . . . . . . . 93, 45 . . . . . . . . . . . . 25, 31, 180, 45XR . . . . . . . . . . 65, 73, 163, 55 . . . . . . . . . . . . 113, 60 . . . . . . . . . . . . 14, 53, 57, 73, 95, . . . . . . . . . . . . . . . 188, 60SE . . . . . . . . . . 65, 60XR . . . . . . . . . . 14, 89, 95, 171,

CESSNA Citation II. . . . . . . . . . . . . . 43, 58, 64, 179, IISP . . . . . . . . . . . 64, III . . . . . . . . . . . . . 58, 64, V. . . . . . . . . . . . . . 13, 67, 113, VI . . . . . . . . . . . . . 81, VII . . . . . . . . . . . . 187, X . . . . . . . . . . . . . 13, 33, 56, 89, 167, . . . . . . . . . . . . . . . 188, XLS . . . . . . . . . . . 12, 13, 24, 33, 49, . . . . . . . . . . . . . . . 50, 58, 117, 157, 177, . . . . . . . . . . . . . . . 182, 183, XLS+ . . . . . . . . . . 12,

AIRCRAFT

PAGE

CJ1. . . . . . . . . . . . 67, CJ1+ . . . . . . . . . . 13, 21, 56, 188, CJ2. . . . . . . . . . . . 13, 43, 62, 64, 93, CJ2+ . . . . . . . . . . 13, 160, 164, CJ3. . . . . . . . . . . . 13, 63, 168, CJ525 . . . . . . . . . 91, 166, Bravo . . . . . . . . . 65, 162, Encore . . . . . . . . 14, 67, 93, 113, 179, Encore+ . . . . . . . 20, 65, Excel . . . . . . . . . . 50, 117, 187, Jet . . . . . . . . . . . . 64, 181, Mustang . . . . . . . 13, 132, Sovereign. . . . . . 12, 19, 31, 33, 50, . . . . . . . . . . . . . . . 64, 85, 117, 157, 175, Ultra . . . . . . . . . . 13, 58, 155,

Conquest II . . . . . . . . . . . . . . 59,

AIRCRAFT

PAGE

HAWKER BEECHCRAFT

HELICOPTERS

Beechcraft

AGUSTAWESTLAND

400 . . . . . . . . . . . 64, 400A . . . . . . . . . . 14, 37, 65, 67, Premier 1 . . . . . . 89, Premier 1A. . . . . 21, 67, 89, 117,

A119 KE . . . . . . . 93, A109 E Power . . 164, AW139 . . . . . . . . 18, Grand . . . . . . . . . 93, Koala. . . . . . . . . . 117,

King Air

Eclipse . . . . . . . . 132,

Hawker

FALCON JET 7X . . . . . . . . . . . . 1, 3, 7, 11, 46, 73, 93, . . . . . . . . . . . . . . . 14, 185, 186, 20-5BR-2C . . . . . 113, 20F . . . . . . . . . . . 185, 20F-5. . . . . . . . . . 21, 50 . . . . . . . . . . . . 11, 12, 20, 21, 56, . . . . . . . . . . . . . . . 73, 81, 186, 188, 50EX . . . . . . . . . . 11, 19, 186, 50-4. . . . . . . . . . . 186, 900B . . . . . . . . . . 11, 30, 36, 89, 93, . . . . . . . . . . . . . . . 117, 165, 186, 900C . . . . . . . . . . 58, 158, 185, 186, 900DX . . . . . . . . . 3, 900EX . . . . . . . . . 3, 11, 18, 24, 49, 63, . . . . . . . . . . . . . . . 81, 151, 186, 900EX EASy . . . 3, 173, 185, 186, 900LX . . . . . . . . . 11, 46, 2000 . . . . . . . . . . 3, 18, 24, 30, 64, 69, . . . . . . . . . . . . . . . 73, 156, 2000EX . . . . . . . 159, 2000EXEASy . . 188, 2000LX . . . . . . . . 3, 46, 56, 188,

GULFSTREAM III . . . . . . . . . . . . . 154, IV . . . . . . . . . . . . . 11, 53, IVSP . . . . . . . . . . 10, 11, 18, 19, 23, . . . . . . . . . . . . . . . 36, 40, 57, 85, 89, . . . . . . . . . . . . . . . 95, 170, 177, 188, V. . . . . . . . . . . . . . 10, 40, 83, 89, 185, 100 . . . . . . . . . . . 117, 150 . . . . . . . . . . . 10, 19, 20, 40, 46, . . . . . . . . . . . . . . . 49, 113, 117, 188,

PAGE

SABRELINER

ECLIPSE

Legacy 500 . . . . 33, Legacy 600 . . . . 31, 64, Lineage 10000 . 53, Phenom 100 . . . 49,

AIRCRAFT

200 . . . . . . . . . . . 7, 18, 20, 37, 50, 81, . . . . . . . . . . . . . . . 89, 179, 185, 350 . . . . . . . . . . . 23, 450 . . . . . . . . . . . 7, 10, 23, 30, 36, 40, . . . . . . . . . . . . . . . 81, 95, 117, 550 . . . . . . . . . . . 7, 10, 41, 46, 52, 93, . . . . . . . . . . . . . . . 117, 650 . . . . . . . . . . . 47,

200 . . . . . . . . . . . 59, 350 . . . . . . . . . . . 20, 59, 65, 93, 117, . . . . . . . . . . . . . . . 181, B100 . . . . . . . . . . 59, B200 . . . . . . . . . . 59, 85, 89, 93, 117, . . . . . . . . . . . . . . . 154, B350 . . . . . . . . . . 95, C90B . . . . . . . . . . 181, C90 . . . . . . . . . . . 64, 117,

EMBRAER

10.13

400XP . . . . . . . . . 64, 4000 . . . . . . . . . . 14, 83, 95, 750 . . . . . . . . . . . 113, 800A . . . . . . . . . . 14, 25, 49, 57, 64, . . . . . . . . . . . . . . . 67, 180, 188, 800XP . . . . . . . . . 37, 50, 83, 85, 89, 95, . . . . . . . . . . . . . . . 117, 181, 187, 188, 850XP . . . . . . . . . 50, 57, 73, 117, 188, 900XP . . . . . . . . . 57, 93, 95, 117, 188, 1000A . . . . . . . . . 25,

65 . . . . . . . . . . . . 64,

SOCATA TBM 700B . . . . . 65, TBM 700C2 . . . . 91, TBM 850. . . . . . . 91,

BELL 206L4 . . . . . . . . . 180, 212 . . . . . . . . . . . 180, 230 . . . . . . . . . . . 93, 407GX. . . . . . . . . 139, 412EMS . . . . . . . 180, 412EP . . . . . . . . . 181,

EUROCOPTER AS 350 B3 . . . . . 93, AS 355 F-1. . . . . 182, AS 355 N . . . . . . 93, BK 117C1. . . . . . 93, EC120B . . . . . . . 182, EC 130 B4 . . . . . 151, EC 130T2 . . . . . . 183, EC 135 P2+ . . . . 117, EC 135T2 . . . . . . 14,

IAI

MCDONNELL DOUGLAS

Astra 1125 . . . . . 71, 81, Astra SPX. . . . . . 62, 81,

MD 600N . . . . . . 117,

NEXTANT

S-76+ . . . . . . . . . 20, S-76B . . . . . . . . . 63, S-92 . . . . . . . . . . 14,

400XT . . . . . . . . 83,

SIKORSKY

PIAGGIO II. . . . . . . . . . . . . . 182, 187, Avanti . . . . . . . . . 33, Avanti II . . . . . . . 95, Avanti P180 . . . . 73, 151,

PILATUS PC12 . . . . . . . . . . 33, 91, 151, PC12-45 . . . . . . . 183,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 99, 129 Aircraft Perf & Specs . . . . . 101, 121, . . . . . . . . . . . . . . . . . . . . . . . . 149, 184, Aircraft Title/Registry . . . . 103, 115, Avionics . . . . . . . . . . . . . . . . 61, 133, Ground Handling . . . . . . . . 149, Photography . . . . . . . . . . . . 184,

PIPER Cheyenne IIXL . 64, Seneca . . . . . . . 43, Seneca V. . . . . . 93, Meridian . . . . . . . 59, 95,

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The global marketplace for business aviation News - Aircraft listings - Editorial WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

8

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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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

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Contents

Volume 17, Issue 10 – October 2013

Featured Articles Business Aviation and the Boardroom 26

BizAv - A Logical Travel Option: Business Aviation, often the most logical choice to facilitate business development, provides travel options to be understood and used.

28

BizAv - Just Another Business Tool: A business aircraft is an impressive example of creative engineering designed to serve a company’s need for efficient transportation.

32

Your Brand and Business Aviation: There’s no need to defend what you know has value. Advocate Business Aviation through effective public and internal communications.

38

Whole Aircraft Ownership (Part 1): If control over your company’s means of transportation is paramount, sole ownership of a business aircraft is attractive.

48

The Politics of Liability Exposure: Offering politicians use of the

26

90

company aircraft presents owners with additional insurance liability exposure.

Be mindful of this.

60

Transporting Politicians on Company Aircraft: You’ve assured yourself that you’re covered in terms of insurance, but are you familiar with the regulatory requirements?

68

The Power of Residual Value: The residual value of a business aircraft can reduce the cost of ownership by millions, asserts marketing expert W. Barry Smith. Here’s how…

72

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

124

Main Features 78

Flight Dept. Management Skills – Manager Perspectives: What are the characteristics of leaders, and can they be taught, asks Jack Olcott.

80

Flight Dept. Management Skills – Training for Management: Not everybody slots right in as a seasoned manager. Walter Kraujalis offers perspectives on mentors and coaches.

84

Aircraft Comparative Analysis – Gulfstream GIV-SP: How does the performance of the GIV-SP stand up against the Falcon 900?

90

Interview with Ed Bolen: NBAA’s president & CEO took the time recently to sit down and discuss some of the key issues in the Business Aviation industry today.

96

Mesinger Jet Sales Interview: In the midst of a rebranding effort, the core team at Mesinger Jet Sales spoke with World Aircraft Sales about the marketplace.

108

Falcon Celebrates 50 Years: A look down the years at the Falcon 20 – from its introduction as the Mystere XX to its legacy in 2013.

118

Seller’s Pain, Buyer’s Gain: Andrew Bradley outlines some price trends observed among the older large cabin jets during 2013.

124

Corporate In-Flight Catering: Advice from two of the world’s top in-flight caterers on catering for a business trip without spending too much or too little.

136

Airspace Operational Improvements: Airspace integration is still a regional focus, but with a global goal. Ken Elliott reviews the current state of play.

140

Legislation & Regulation Review: Dave Higdon outlines the areas of progress (or not) among the many legislative and regulatory issues on BizAv’s horizon.

Advertising Enquiries see Page 8

www.AvBuyer.com

Regular Features 16 104 116 120 130 134 144 150

Viewpoint Aircraft Performance & Specifications Aviation Leadership Roundtable Pre-Owned Aircraft Sales Trends JETNET >> Know More Tax: The Hobby Loss Rules Market Indicators BizAv Round-Up

Next Month’s Issue Business Aviation and the Boardroom Weather-Proofing your Jet WORLD AIRCRAFT SALES MAGAZINE – October 2013

9

Avpro October 17/09/2013 12:06 Page 1

GLOBAL EXPRESS XRS SERIAL NUMBER 9320

GLOBAL EXPRESS S SERIAL NUMBER 91000

GLOBAL 5000 SERIAL NUMBER 9255

GULFSTREAM G5550 SERIAL NUMBER 50221

GULFSTREAM V SERIAL NUMBER 584

GULFSTREAM V SERIAL NUMBER 5255

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G4550 SERIAL NUMBER 40007

GULFSTREAM G150 SERIAL NUMBER 276

GULFSTREAM IV-SP S SERIAL NUMBER 13663

LEASE ONLY

Avpro October 17/09/2013 12:06 Page 2

www.avprojets.com www w.a w. . avp r o je e t s.c s com

View V iiew Video Vid i eo e O Off Our Our Exclusive Exclus u ive Listings!

Listings!

GULFSTREAM GULFSTREAM IV-SP IV-SP SERIAL NUMBER 1209

GULFSTREAM GULFSTREAM IV V SERIAL NUMBER 1141 11441

FALCON FALCON 7X 7X SERIAL NUMBER 57

FALCON FALCON 900LX 900LX SERIAL NUMBER 1900

FALCON FALCON 900EX 900EX SERIAL NUMBER 48

FALCON FALCON 900B 900B SERIAL NUMBER 277

FALCON FALCON 900B 900B SERIAL NUMBER 94

FALCON FALCON 50EX 50EX SERIAL NUMBER 2755

F FALCON ALCON 50E 50EX X SERIAL NUMBER 320

F FALCON ALCON 50 SERIAL NUMBER 900

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro October 17/09/2013 12:07 Page 3

FALCON 50 SERIAL NUMBER 161

CHALLENGER 300 SERIAL NUMBER 20043

CHALLENGER CRJ 700ER SERIAL NUMBER 10004

CHALLENGER 800SE SERIAL NUMBER 7136

CHALLENGER 604 SERIAL NUMBER 5578

CHALLENGER 604 SERIAL NUMBER 5510

CHALLENGER 604 SERIAL NUMBER 5373

CITATION SOVEREIGN SERIAL NUMBER 255

CITATION XLS+ SERIAL NUMBER 6115

CITATION XLS SERIAL NUMBER 5573

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

Avpro October 17/09/2013 12:08 Page 4

www.avprojets.com www w..a avp r o je e t s.c s com

View V ie i w Video Vid i eo e O Off Our Our Exclusive Exclus u ive Listings!

Listings!

CITATION XLS CITATION SERIAL E NUMBER 5723

CITATION CITATION X SERIAL NUMBER 37

MUSTANG CITATION CI T ION MUSTANG TAT SERIAL NUMBER 50

CI CITATION TATION M MUSTANG USTANG SERIAL NUMBER 192

CITATION CITATION CJ3 CJ3 J SERIAL NUMBER 86

CITATION CITATION CJ2+ CJ2+ J SERIAL NUMBER 332

CITATION CITATION CJ2 CJJ2 SERIAL NUMBER 15

CITATION CJ1+ CJ1+ J CITATION SERIAL NUMBER 680

CITATION C ITATION ULTRA ULTRA SER ERIAL RIAL NUMBER 439

CI CITATION TATION V ULTRA ULTRA A SERIAL NUMBER 264

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro October 17/09/2013 12:08 Page 5

CITATION ENCORE SERIAL NUMBER 566

HAWKER 4000 SERIAL NUMBER RC-33

HAWKER 4000 SERIAL NUMBER RC-8

LEARJET 60 SERIAL NUMBER 90

LEARJET 60XR SERIAL NUMBER 349

LEARJET 60XR SERIAL NUMBER 411

BEECHJET 400A SERIAL NUMBER RK-164

HAWKER 800A SERIAL NUMBER 258142

SIKORSKY S-92 SERIAL NUMBER 920094

EUROCOPTER EC135 T2 SERIAL NUMBER 0454

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

Avpro Corporate page October_Layout 1 17/09/2013 12:12 Page 1

Gil WolinSEPT2013_Gil WolinNov06 17/09/2013 15:21 Page 1

VIEWPOINT

Ping-Pong...or Bowling?

by Gil Wolin y wife Gail and I attended high school together back in… Well, suffice to say our 40th reunion has come and gone.

Reminiscing about teachers found us comparing notes about various experiences, like phys ed. She was shocked to learn that the boys showered together, in one large tiled room equipped with multiple spray heads mounted on the walls. It seems that the girl’s locker room was equipped with individual curtained stalls, and the ladies discreetly covered themselves with towels.

“You mean, you saw each other NAKED?” “Well, yes”… and that uncovers how different “identical” experiences can be.

It happened again recently, when I returned from the recent Massachusetts Business Aviation Association charity golf outing, which this year supported aviation scholarships, a necessary tool in recruiting professionals to our industry. For professional pilots, whose vocation is often described as “hours and hours of boredom sprinkled with a few seconds of sheer terror," golf provides a few hours outdoors among friends; blessed relief from the hours spent at cruise in the cockpit, or waiting in an FBO’s lounge, perusing last year’s People magazines– or filling out endless pages of logs and reports.

This was my first such outing of the season, and it showed. “Keep your ------ head down, Wolin!” my cart mate heard me mutter - an invective that prompted me to apologize. With a smile he excused my outburst, saying it was nothing golfers from time immemorial haven’t said to themselves at some point.

Now, most golf outings require a postmortem deconstruction to any audience, willing or otherwise. As I had left the event early, my wife bore the brunt of the recounting. When I got to my expression of selfabasement, her feigned interest morphed into genuine hilarity. It was several minutes before she finally composed herself, and was

M

able to say, “’Wolin??’ ‘WOLIN!!?’ You called yourself by your last name? At your age, why aren’t you on a first-name basis with yourself?”

I chalked up her reaction to gender differences, like with our high school shower experiences. Any male who played organized sports rarely heard his first name fall from the coach’s lips, and on the golf course, that was the voice in my head. But upon further reflection, I realized she had a point.

Spoken aloud, it did sound ridiculous.

How often do we engage in a game of verbal Ping-Pong above the table, unaware that simultaneously there’s a hidden game of bowling being played below the table with friends, relatives, co-workers - or customers and clients? All too often conversations are less about information exchange, than about making or proving a point. Rather than

The selling? That depends on whether the booth staff is listening actively, or just trying to score points. listening, we are too busy preparing to make our verbal volley, to defend our position.

We’re preparing the return “kill” shot across the net, while the other person is lining up to make a spare.

Nowhere is that more evident than at the annual NBAA convention, three days of intense activity – expensive activity, with booth, travel and entertainment costs. This month more than 25,000 aviation professionals will again gather at that event, to learn, and to buy and sell.

The instructional sessions should go well, as the presenters are skilled, and the attendee questions come from a genuine desire to learn more, to improve safety, economics or service. The selling? That depends

on whether the booth staff is listening actively, or just trying to score points.

For the exhibitor, making the most of the show requires active listening; paying attention to what is unsaid, as well as what is said. Not just to words, but also to body language. It means not just scrolling to the next screen in your mental PowerPoint presentation, but clearly hearing your client’s or prospect’s needs, then tailoring your response to demonstrate how your product or service can meet those needs.

Or if they don’t, to tell them so, quickly and courteously, so they can find an organization that does – and so you can move on to speak with a more qualified prospect. It’s your opportunity to begin to build a relationship based on respect. Don’t waste it!

Once established, it ensures that the owner, pilot, or technician will remember you, and buy when they do need your product or service.

Oh, and yes, I’m now on a first name basis with myself. I listened, ceased the internal bellowing, and focused on the basics learned from many hours on the practice range. The ball now behaves as intended – well, more often than not, anyway! ❯ 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, www.wolinaviation.com

The world’s finest Business Jets, Turboprops & Helicopters for sale at

www.AvBuyer.com 16

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

Corporate Concepts 1 October 19/09/2013 09:28 Page 1

"OUR EXPERIENCE AND EXPERTISE MAKES THE DIFFERENCE" Aircraft Search and Acquisition Services For over 36 years, Corporate Concepts International has been an industry leader providing comprehensive advisory services to the worldwide corporate aviation community. Major corporate aircraft operators and first time buyers have significantly benefited from CCI's services in finding the aircraft best suited for their needs, saving money and time, and reducing the risks that accompany aircraft acquisitions and sales.

CCI's experienced team helps its clients find the best available aircraft value. Our transactional and technical expertise allows CCI to deliver a smooth acquisition without surprises. See a few of our clients' comments under the "Client Successes" tab at www.flycci.com. Our client references are available upon request. Aircraft acquisitions have been the cornerstone of CCI's business since 1977. We view this as a relationship business in which our boutique approach guarantees our clients the performance and results they need. Contact us today to learn what we can do for you, our guarantee of results that meet or exceed your expectations, and how CCI's expertise can make your aircraft search and acquisition totally successful.

“In your initial proposal, you mentioned that CCI’s experience will make a difference and that difference was substantial...I assure you, before we consider another aircraft, CCI will - Letter from a CCI client be the first call I make...”

■

Defining the Mission and Solution

■

Identifying The Best Aircraft

■

Finding The Best Value

■

Advising The Negotiations

■

Advising On The Contracts

■

Final Acceptance and Delivery

■

Pre Purchase Inspection and Test Flight Management

■

Interior and Refurbishment Management

■

New Aircraft Interior Completion Management

■

Aircraft Financing Advisory Services

Buying an aircraft in today’s market? CCI’s experience and expertise will make the difference. Contact Dennis Blackburn at +1.832.647.7581 or blackburn@flycci.com to discuss how and what we can do for you.

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

Member NBAA, NAFA, ISTAT, AOPA

Guardian Jet 4 page October 16/09/2013 15:07 Page 1

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

2009 Global 5000 SN 9222 Airframe TT - 1566.3 $29,995,000

Photos by FGL & Associates

* APU enrolled on Honeywell MSP * Engines enrolled on Rolls Royce Corporate Care Program * Honeywell Primus 2000 XP integrated Avionics System * Triple Honeywell Laseref III HG-2001GD03 IRUs * Additional Refuel/Defuel Panel in cabin * Securaplane Security System

2002 Falcon 900EX SN 110 Airframe TT - 6272.2 $14,750,000 * Honeywell Primus 2000 * Pilot & Co-Pilot EVAS Systems * Aircell ATG4000 High Speed Internet Broadband System * New carpet installed July 2012 * One Fortune Owner Since New Photos by FGL & Associates

1996 Gulfstream G-IVSP SN 1301 Airframe TT - 7974.5 $9,400,000 * Honeywell SPZ-8400 system * Engines enrolled on Rolls Royce Corporate Care * Securaplane 450 Security System * Magnastar C2000 * Single Fortune 100 Owner Since New Photos by FGL & Associates

2006 Gulfstream G200 SN 151 Airframe TT - 1953 $8,995,000 * Engines enrolled in P&W ESP * APU enrolled in Honeywell’s MSP * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System

Photos by FGL & Associates

2006 Agusta AW139 SN 31061 Airframe TT - 517.4 $8,495,000 * Honeywell Primus Epic System/FMS * XM Weather System * Emergency Flotation System with Rigid Covers * One Owner since New * Engines enrolled in MSP Gold Photos by FGL & Associates

1999 Falcon 2000 SN 86 Airframe TT - 6659.8 $8,000,000 * Engines enrolled in CSP * Collins EFIS-4000/ Pro Line 4/ Version 6.1 * Collins TWR-850 Weather Radar System * HUD * Wireless Broadband (GoGo Biz) – ATG-4000 Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 4 page October 16/09/2013 15:13 Page 2

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

2001 Challenger 604 SN 5488 Airframe TT - 3760.5 $7,995,000

Photos by FGL & Associates

* APU is enrolled MSP * Collins Pro Line 4 Avionics System with Precision Plus * Dual EVAS * High Speed Data: Thrane & Thrane Swift Broadband * Aircell Axxess II Iridium SATCOM Phone System * Aircraft enrolled on SmartParts Plus

2004 Dassault Falcon 50EX SN 333 Airframe TT - 3989.6 $7,895,000 * APU is enrolled in MSP Gold * Collins Pro Line 4 Avionics System w/4-tube EFIS * Honeywell SAT AFIS * Airshow 400 * New Paint in 2010 * Maintenance Tracking by CAMP

Photos by FGL & Associates

1996 Gulfstream GIVSP SN 1283 Airframe TT - 9809.3 $7,695,000

Photos by FGL & Associates

* MSG-3 192 Month Inspection Accomplished September 2012 * Forward Crew Lav * Collins SAT-906 SATCOM * 88 Parameter FDR * EVAS * Honeywell SPZ-8400 Six Tube EFIS Avionics System

1993 Gulfstream GIVSP SN 1223 Airframe TT - 8150.1 $7,495,000 * Honeywell SPZ-8000 Six Tube EFIS * Honeywell Avionics Enrolled in HAPP Avionics Maintenance Program * Securaplane Security System * Honeywell Primus 870 Color Radar * Iridium Satellite Phone System * Delivered with fresh Gear Overhaul

Photos by FGL & Associates

2005 Citation Sovereign SN 680-0054 Airframe TT - 3866.7 $7,295,000

Photos by FGL & Associates

* Aircell Axxess II * GoGo Biz ATG-4000 High Speed Data * Engines enrolled in P&W ESP Gold * Honeywell WU-880 radar receiver/transmitter * Dual Honeywell GPS modules for Epic System * One Fortune Owner Since New

2005 Citation Sovereign SN 680-0046 Airframe TT - 3892 $7,295,000 * One Fortune Owner Since New * Airshow 400 & XM Radio 400 * GoGo Biz ATG-4000 High Speed Data * Engines enrolled in P&W ESP Gold * Honeywell WU-880 radar receiver/transmitter * Dual Honeywell GPS modules for Epic System

Tel: 203-453-0800

Fax: 203-453-4527

Photos by FGL & Associates

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 4 page October 16/09/2013 15:14 Page 3

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

2006 Gulfstream G-150 SN 202 Airframe TT - 2745 $6,995,000 * Engines & APU enrolled on MSP Gold * Collins ProLine 21 Avionics System * Dual Collins TDR-94D Mode S w/ Enhanced Flight ID * AIrcell GoGo Wi-Fi ATG 5000 * Long Range Oxygen Bottle Photos by FGL & Associates

2010 Citation Encore+ SN 815 Airframe TT - 899 $5,995,000 * One Fortune 500 Owner Since New * Engines enrolled in Williams TAP Elite * Collins ProLine 21 Avionics System w/3-Tube EFIS * Collins IFIS 5000 * ATG-5000 Aircell High Speed Data for Gogo Biz * Aircell ST-3100 Iridium Phone

Photos by FGL & Associates

2011 King Air 350i SN FL-778 Airframe TT - 395.5 $5,995,000

Photos by FGL & Associates

* 3.5 years remaining on warranty * Part 135 equipped and capable * Jeppesen Electronic charts * Collins Pro Line 21 System * Maintenance Tracking by CAMP * Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System

2001 Gulfstream G-200 SN 020 Airframe TT - 4844.2 $5,595,000 * One Owner Since New * Engines enrolled in P&W ESP Gold Program * Collins ProLine IV Avionics System * Dual Universal UNS-1C+ with GPS * Airshow by Rosenview * Aircell Axxess Iridium SAT Phone

Photos by FGL & Associates

1982 Dassault Falcon 50 SN 127 Airframe TT - 9957.4 $3,250,000

Photos by FGL & Associates

* ProLine 21 Avionics System w/4-Tube EFIS * IFIS: Dual File Servers * XM Weather Radar * Aircell ST-3100 SatCom * Maintenance Tracking by AVTRAK * Aircraft is operated under OCIP

1999 Sikorsky S76C+ SN 760499 Airframe TT - 2865 $2,995,000 * Honeywell SPZ 7600 System * Aircell ST3100 Iridium SATCOM * Enrolled in CALM Maintenance Tracking * Moving Map – ARGUS 7000/CE * Single Honeywell Primus 800 Weather Radar Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 4 page October 16/09/2013 15:16 Page 4

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

1983 Dassault Falcon 50 SN 50-141 Airframe TT - 11,349 $2,995,000 * Engines & APU enrolled in Honeywell MSP Gold * Collins Pro Line 4 Avionics System w/4-tube EFIS * XM Weather * Collins Pro Line 21 Avionics System w/ 4 tube EFIS * Rockwell Collins WMXR-1000 weather receiver * Airshow 410 Photos by FGL & Associates

2006 Cessna CJ1+ SN 0610 Airframe TT - 700 $2,650,000 * Collins Pro Line 21 Avionics System * Engines enrolled in Williams TAP Elite * WX-1000E Lightning Detection * Mode S Diversity Transponders with Enhanced Surveillance capability * One Owner Since New Photos by FGL & Associates

2006 Beechcraft Premier IA SN RB-142 Airframe TT - 587 $2,225,000 * Collins Pro Line 21 Integrated Avionics System with 3 tube EFIS * Collins XM Satellite Graphical Weather * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System Photos by FGL & Associates

1991 Challenger 601 3A SN 5084 Airframe TT - 8158.4 $1,750,000 * Honeywell SPZ-800 five-tube Avionics Suite * Satellite AFIS * Additional Refueling Panel * Pulselight System * APU Enrolled on MSP * Honeywell Primus-880 Weather Radar with 18 inch dish Photos by FGL & Associates

1983 Dassault Falcon 20F-5 SN 485 Airframe TT - 8190.6 $1,695,000 * Engines enrolled in Honeywell MSP * Collins EFIS-86 System * Artex 110-406 ELT with nav interface * Dee Howard TR50-20 Thrust Reversers * Airshow 400 * Major Corrosion Inspection (MCI) accomplished March 2013 Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

1 Freestream NBAA dps October 19/09/2013 13:04 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS FREESTREAM AIRCRAFT LIMITED 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$27,950,000 • 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

www.freestream.com

1 Freestream NBAA dps October 19/09/2013 15:54 Page 2

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS WELCOME TO NBAA 2013 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

Gulfstream 350 S/N: 4026. Reg: XA-LAA • Make Offer • Total Time: 3645 hours / Landings 1631 • Entry into Service: Februay 2006

Boeing BBJ/36714

Boeing BBJ/30076

• 14 passenger • Aft galley

• Airshow 4000 • Honeywell Visual Guidance System (HUD/EVS)

Gulfstream IVSP S/N: 1385. Reg: N4818C • For Sale or Lease

Global XRS/9195

Gulfstream G550/5025 • TTAF: 4266 / Landings: 2701 • APU on MSP • Honeywell MCS-6000 SATCOM • Securaplane 500 security system • CVR/FDR • Honeywell TCAS 2000 • New Paint July 2013

Gulfstream 601-3R G450 2Q 2012 Challenger

Gulfstream GV/512

S/N: 5162. Reg: N117RY • US$3,500,000 • Motivated Owner • Engines on GE OnPoint • APU on MSP • Airshow 410 • 48 Month due July 2015 • 96 Month due July 2018

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

www.freestream.com

3 Freestream October 19/09/2013 13:18 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Challenger 605 S/N: 5704. Reg: M-FBVZ • Make Offer • Total Time: 1616 Hours • Total Cycles: 993 • Proline 21 • Collins SRT 2100 Inmarsat SATCOM

Boeing BBJ/28579

Boeing BBJ/29273 • Airshow 410

• 10 passenger

Falcon 900EX S/N: 87. Reg: OE-IMI • Make Offer • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP

Boeing BBJ/30076

• Avionics on Honeywell Advanced Protection Plan

Boeing BBJ/36714

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

Falcon 2000 S/N: 1. Reg: G-YUMN • US$4,950,000

Global XRS/9195

Gulfstream G550/5025 • 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

Gulfstream 2012 Citation XLSG450 S/N:2Q 5763.

Reg: OE-GSZ

Gulfstream GV/512

• US$5,950,000 • Total Time: 2919.50 Hours / Total Cycle: 2206 • RVSM Capable • Thrust Reversers • Precision RNAV Capability, B-RNAV/RNP5 • U.S. Steep Approach including England Option • On Cessna ProParts Program • On AuxParts Program • On ProAdvantage+ Program

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

www.freestream.com

4 Freestream October 19/09/2013 13:20 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Hawker 1000A S/N: 259034. Reg: G-GMAB • US$2,995,000 • TTAF: 8498 / Landings 5281 • Engines on MSP Gold • 2006 Paint & Interior • Dual NZ-2000 with dual GPS

Boeing BBJ/28579

Boeing BBJ/29273 • TCASs II with Change 7 • EGPWS

• 48 Month Inspection c/w April 2013

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 Boeing BBJ/30076 • Aircess Axxess two handset system • Cabin high altitude modification • Airshow 410 • 2010 Nine Passenger Interior • 2011 Paint

Boeing BBJ/36714

Hawker 800A S/N: 258074. Reg: N518S • Make Offer

Global XRS/9195

Gulfstream G550/5025 • Total Time: 9164 / Landings 5743 • Engines on MSP Gold • RVSM Certified/RNP-5 • Dual Fujitsu electronic flight bags w/GPS interface • TCAS-II w/change 7 • AirCell ST-3100 SATCOM • 2008 Eight Passenger Interior • 2008 Exterior by Weststar

Gulfstream G450 2012 Lear 45 S/N: 167.

Reg:2Q G-GMAA

Gulfstream GV/512

• Make Offer • Total Time: 5905 hours / Landings 4801 • Engines on MSP Gold / APU on MSP • Smart Parts Plus • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

www.freestream.com

BG 1 Oct13_FinanceSept 17/09/2013 16:10 Page 1

BUSINESS AVIATION AND THE BOARDROOM

A Logical Travel Option 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

26

Business Aviation provides alternatives that should be used and understood.

Today’s events that are well beyond the control of corporations and entrepreneurs point to the need for Business Aviation, asserts Jack Olcott. his fall’s agenda in Washington, DC will include heated debates related to government spending and counterbalancing revenues as Congress attempts to unwind unprecedented actions by the Federal Reserve and the Obama Administration during the Great Recession. Some legislators will use the impending limitation to our nation’s borrowing authority, due to occur in mid-October when the nation is expected to reach its debt

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

ceiling, as the setting for extending or even expanding the mandatory cuts in government programs imposed by sequestration.

Conservatives have demanded additional spending reductions as the quid pro quo for increasing the nation’s $16.7 trillion debt limit.

The Obama Administration has countered with an equally firm position that the debt ceiling must be raised without debate and taxes must increase, at least for some parties. Most likely past arguments will resurface, including the unjustified assaults on “corporate jets” that appear in the demagoguery of too many politicians.

Users of business aircraft must not be intimidated by the possibility—if not the certainty—that they will be subject to unjustified criticism.

Instead, they should be confident that the capabilities of Business Aviation are more necessary today than at any time in the history of our nation.

Aircraft Index see Page 4

BG 1 Oct13_FinanceSept 17/09/2013 16:11 Page 2

What the Boardroom needs to know about Business Aviation

TRANSPORTATION—A REQUIRED RESOURCE The ability to travel efficiently, reaching destinations where counterparties can quickly address issues in person, is a necessity for economic development. While the concept of transportation being an enabling technology for growth is well established by historical facts, it is particularly meaningful that elements of the Obama Administration now seem to be rediscovering the importance of face-toface communications.

According to an article that appeared in the New York Times, the Office of the United States Trade Representative is clearly concerned by travel limitations imposed by sequestration. U.S. government trade negotiators typically are required to fly hundreds of thousands of miles doing their job negotiating agreements and serving American interests abroad. With cuts imposed by sequestration, however, travel budgets have been curtailed drastically at a time when the government is involved in many issues created by the growing importance of nations far beyond US shores.

The United States of America is negotiating a free-trade agreement, known as the Trans-Pacific Partnership, with 12 Pacific Rim countries, and it is engaged in multiyear talks with the European Union. The US is attempting to promote trade between our country and the many nations in Africa. In addition, the Office of the US Trade Representative deals with an ever-expanding book of enforcement cases involving trade with rapidly growing nations such as China.

In today’s era of sequestration, negotiators feel particularly disadvantaged by the inability to deal with their foreign counterparts face-to-face. Making the argument for “Being There” when negotiations are in full bloom, government trade officials point to many instances where private, in-person discussions led to breakthroughs, such as the progress that occurred when a high official from the US government and the South Korean trade minister were able to talk privately during a seemingly casual but obviously pivotal walk together at a free trade conference pertaining to American automoAdvertising Enquiries see Page 8

biles. Administration trade officials argue that such effective communications usually do not happen when negotiators are viewing each other on a video screen during conference calls.

BUSINESS AIRCRAFT PROMOTE PROGRESS Users of Business Aviation understand the benefits of being in the right place at the right time with the right personnel to negotiate a successful deal, faceto-face. They also appreciate the advantages of arriving at their destination less fatigued than if they had used public transportation.

Hours spent en-route to foreign lands must be spent wisely, in an environment that minimizes the stress of travel. With satellite systems providing amazing connectivity, a long-range business jet is in essence an office that moves—enabling travelers to communicate with colleagues and clients while working in an environment as secure as their office back at headquarters. Travel time becomes productive time.

Today’s business environment has created the need for efficient travel to distant places. Significant business opportunities continue to surface in Asia, Africa, South America and Eastern Europe, and success favors those who are swift to fully engage in such distant places.

Even where public transportation is well developed, such as in the USA, Airlines have reduced schedules to many locations in order to increase load factors on domestic flights. Responding quickly and efficiently to business opportunities and providing a high level of customer service demands the resources of Business Aviation, whether traveling to distant lands or domestically.

Business Aviation, often the most logical choice to facilitate business development, provides travel options to be understood and used.

“...a long-range business jet is in essence an office that moves— enabling travelers to communicate with colleagues and clients while working in an environment as secure as their office...”

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 28

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

27

BG 2 Oct13_FinanceSept 17/09/2013 16:14 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Just Another Business Tool A business aircraft is an impressive example of creative engineering designed to serve a company’s need for efficient transportation, observes Jack Olcott. ouis Sullivan, the late 19th Century architect often identified as the “father of skyscrapers”, was noted for his phase ‘Form ever follows function’. Shortened over time to simply ‘Form follows function’, Sullivan’s statement articulated the trend to place greater emphasis on an object’s practical use than on its appearances.

Le Corbusier, a Swiss architect who was closely associated with the evolving modernism of the era following World War I, also placed great attention on functionalism and felt the airplane was the perfect metaphor for the value in function over aesthetics. In particular, going from A to B, an airplane simply flies in a straight line. Apparently Le Corbusier felt that such functionality was the essence of efficiency and thus beauty.

Unfortunately, misperception and limited knowledge often cloud the public’s awareness of Business Aviation’s value. The misinformed, possibly dazzled by the cost and grandness of larger business jets, fail to see the functionality of this form of transportation and the need for face-to-face interaction between parties engaged in commerce. They do not appreciate that a business aircraft is simply a highly capable business tool that enables executives and specialists to interact efficiently and effectively with their counterparts in the dynamics of business.

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” Without such an important transportation resource, shareholder value is compromised. ”

PASSENGERS ON BUSINESS AIRCRAFT

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 32

AIRCRAFT PER COMPANY FLIGHT DEPARTMENT

Other/No Answer

4

In the past five to six years, scheduled Airliners have curtailed service to major hub locations by over eight percent and to secondary and smaller hubs by more than 20 percent. Furthermore, Airlines do not offer any scheduled service to about 90 percent of the nation’s airports that are available to business aircraft.

In many circumstances, scheduled air transportation simply is not aligned with a company’s need for travel in today’s rapid-paced economy.

Corporations and entrepreneurs require the capabilities of business aircraft. Without such an important transportation resource, shareholder value is compromised.

Furthermore, most companies operate a single business aircraft—typically a light to mid-sized business jet or turboprop—and the majority of passengers carried are mid-management, sales or technical personnel. Functionality is the reason why there are over 20,000 turbine-powered business aircraft registered in the USA and nearly 34,000 worldwide.

A business aircraft is a highly functional business tool—plain (pun intended) and simple.

3

Three or More

Technical, Sales, Service

3

2

2

Two

Other Managers

1

Top Management 0

10

1

20

30 Percentage

Source: NBAA 2012 Fact Book, Harris Interactive Survey 2009

40

50

One

60 0

10

20

30

40 Percentage

50

60

70

80

Source: NBAA 2012 Fact Book, Harris Interactive Survey 2009

SOUR

28

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo October_Layout 1 16/09/2013 16:22 Page 1

Corporate Concepts 2 October 19/09/2013 10:42 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

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

Falcon 900B ■ 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 – New Reduced Price $5, 495,000

Falcon 2000 ■ Highly desired ten passenger configuration ■ Upgraded entertainment system with six individual monitors ■ Ultra Mid-Class cabin with over 3,000 mile range ■ Financing Available – For Sale or Lease – Some Trades Considered – New Reduced Price $5,495,000 ■ EASA compliant – Currently operating under a EASA commercial certificate

Contact us for further details and see additional aircraft at www.flycci.com Also Available - Off Market Boeing BBJ3 - Challenger 604 - Sikorsky S-76B - Challenger 601 Call +1-832-647-7581 to schedule a meeting or to discuss any of these aircraft during NBAA in Las Vegas

Corporate Concepts International, Inc.

Member NBAA, NAFA, ISTAT, AOPA

Corporate Concepts 3 October 19/09/2013 10:42 Page 1

Corporate Concepts International, Inc.

2008 Legacy 600

Lear 45

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

■ New to the Market ■ New landing gear and recent inspections ■ Honeywell MSP on Engines and APU ■ Increased Gross Weight mod ■ $2,295,000 - Motivated Owner

Challenger 604 ■ Ten Passenger configuration ■ EASA compliant ■ Enrolled in Smart Parts Plus ■ Fresh Inspections ■ Motivated Owner

2007 Citation Sovereign ■ JAR Ops 1 (EASA) compliant ■ Less than 750 hours ■ ProParts, Power Advantage, Aux Advantage ■ TOLD database, Electronic Charts, Graphical Weather ■ Iridium phone

Challenger 600 ■ Highly desired 14 passenger configuration ■ New generation “S” galley ■ FAA Part 135 – CMSP ■ Interior modernized in 2007 – New generation “S” galley ■ Recent 10,200 hour inspection – New FMS with WAAS ■ Owner Financing – Will Trade for CJ1 or CJ1+

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

Contact us for further details and see additional aircraft at www.flycci.com 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

Veronica Taylor Southeast Asia +66 91 7783188

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

Member NBAA, NAFA, ISTAT, AOPA

BG 3 Oct13_FinanceSept 17/09/2013 17:51 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Your Brand and Business Aviation (Part 2): 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.

“In fact, I hate the idea of ‘defending’ the use of Business Aviation. Being defensive implies you need to ‘defend’ something, as in… it may be inappropriate.”

Public and Internal Communications There’s no need to defend what you know has value.

Advocate Business Aviation, asserts Pete Agur. ast month’s article addressed the policies that allow your aviation services to withstand the light of day. If you are doing nothing wrong, legally or ethically, then your use of aviation services is defensible.

But why wait to be on the defense? In fact, I hate the idea of “defending” the use of Business Aviation.

Being defensive implies you need to “defend” something, as in… it may be inappropriate.

Do you defend your company’s use of cars and trucks, information systems or corporate facilities?

Of course not. They are all essential. You would not be able to generate profits or stay in business without them. Perhaps you could make do, but the burden would cripple your competitive position and cost you more than your savings. The same goes for your Business Aviation services. The benefits are amazing. When measured on the bottom line in added revenues and more productivity by the people you transport, most often those benefits greatly exceed the cost of the aircraft.

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The most valuable resource your company has is its high-impact people. They are the employees who make the business happen—the deal makers and “firefighters”, so to speak. These people have a huge influence on corporate profits through their efforts.

Yet you have very few of these people. So, getting them to where the action is and back home to keep them fresh achieves your company’s goals.

An average domestic Airline leg requires at least three more hours, door-to-door, than a business aircraft (and don’t overlook the need for key travelers staying connected while en route as they work in the privacy of a business aircraft). If your CEO is taking 30 trips each year, traveling via scheduled Airlines equates to a minimum of 60 legs and 180 hours of lost time. That means each key traveler using Business Aviation saves about four work U

COMMUNICATION IS KEY. HOW DO YOU TELL YOUR BUSINESS AVIATION ‘GOOD NEWS’ STORY ?

continued on page 34

32

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

The Jet Collection October_Layout 1 16/09/2013 16:22 Page 1

thejetcollection.com

2014 Q4 EMB 500

2007 Cessn Cessna a Citation Sovereign Sovereign

2014 Q2 BBJ

2002 Piaggi Piaggio io A Avanti vanti v

2008 Challenger 850

2001 PC-12 2

2007 Citation XLS

2000 Citatio Citation on X

CHICAGO 312.226.8541

NEW YORK 212.784.6496

TAMPA T AMP A PA 727.420.1607 727.420.1607

LYON L Y YON 33.6.28.75.69.30 33.6.28.75.69.30

ISTANBUL IST TAN A BUL 90.212.283.02.42 90.212.283.02.42

CINCINNATI CINCINNA ATI T 513.402.0620

SAVANNAH SA AVA ANNAH 912.727.4034

PARIS PARIS A 33.4.72.81.15.15 33.4.72.81.15.15

VIENNA VIENNA 43.1.533.04.15.55

BEIJING 86.10.65330620

SpeciďŹ cations 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.

BG 3 Oct13_FinanceSept 17/09/2013 16:17 Page 2

What the Boardroom needs to know about Business Aviation

weeks each year. Multiply that saving in time by the number of key revenue producers within your employ, and the use of Business Aviation becomes compelling.

COMMUNICATING Business Aviation saves time and increases productivity. How do you tell that “Good News” story?

How do you manage your private and public communications about Business Aviation? Cary Pfeffer is the founder of ClearComm Consulting (cary@clear-comm.net). Cary helps his clients deal effectively with planned and unplanned critical communications issues. Here are his specific guidelines: • ”Get out front!” It’s the single best way to set the tone for the debate. If you have been silent and anyone – internally or externally – goes on the attack, you are already behind and probably losing ground steadily.

• Don’t let it slide off the priority list! If no one is mentioning the Aviation Department, take the time (on a scheduled basis) to remind people of its importance internally. Creating educated advocates is a huge advantage, especially when the topic comes up “out-of-the-blue”. Your supporters and leadership should be expected to understand and support this important tool.

• Numbers work: In limited amounts, pick a single figure that demonstrates the difference your Aviation Department makes. “Our senior leadership saved nearly 900 hours of focused, productive time by using our airplane to make regular trips to our Wausau manufacturing facility last year. We stay competitive by hiring some of the best and the brightest. Efficient use of time is one important metric used by sought-after leaders.

Our Aviation Department is a big part of that equation.”

When the Media comes calling: • “Keeping jobs here in the community means staying on top of our business. We are competing in a

34

WORLD AIRCRAFT SALES MAGAZINE – October 2013

global economy, and no one wants to hear that our people are stuck waiting for a connecting flight. The expectation is that we will deploy our people where they are needed to stay competitive. Our Aviation Department helps keep jobs secure here in ________.”

• “Like every aspect of our business, the Aviation Department is evaluated regularly, and its use is an important business decision aimed at keeping vital jobs here in __________.”

• “We cannot handicap our people in an extremely competitive business atmosphere. Firms we are going up against daily are out there putting their people in place quickly. We cannot expect to keep up if we are unable to do the same.”

• Finally, offer your airplane assets when possible for humanitarian efforts, in disaster relief or just as a tool for good in your community. Someone else talking about what a great community partner you are is more powerful than anything you can say!

Each of Cary’s themes has the direct benefit of protecting and enhancing your brand.

In summary, Cary says it can take years to build your brand and only a few minutes to take it down.

When it comes to Business Aviation and your brand, you have full control over the use policies and practices that can either enhance and protect your use of business aircraft… or put it at risk.

Be prepared. Confirm that all policies and uses are on the whiter side of gray. Proactively, tell the story about how your use of Business Aviation benefits the company, your owners, your people and your community. Then, when a reporter, a gadfly or an employee asks the challenging questions, your response will be on point: Business Aviation usage assures the success of your company and its brand.

“Proactively, tell the story about how your use of Business Aviation benefits the company, your owners, your people and your community.”

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 38

www.AvBuyer.com

Aircraft Index see Page 4

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BG 4 Oct13_FinanceSept 17/09/2013 16:20 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Whole Aircraft Ownership (Part 1) David Wyndham is an owner of Conklin & de Decker where the focus of his activities is on aircraft cost and performance analyses, fleet planning, and life cycle costing for clients. Mr. Wyndham can be contacted at david@conklindd.com

If control over your company’s means of transportation is paramount, sole ownership of a business aircraft is particularly attractive, notes David Wyndham.

I

n this series on various means for delivering the benefits of Business Aviation, we have covered a myriad of ways to access business aircraft from traditional charter to fractional and shared ownership. None of those forms offers the freedom, customization, service levels, control and responsibility that whole aircraft ownership provides. Let’s touch on each of these attributes.

“...I saw a tool that literally will scan the color of your tie and then choose a fabric or paint color to match...”

FREEDOM With whole aircraft ownership your company has the freedom to select the best aircraft to satisfy its needs. You are not restricted to the offerings of the local commercial operator or other third-party providers. Nor do you need to compromise with another owner regarding the size or cost of the aircraft. Within safety and operating regulations, your aircraft can be operated as you require.

CUSTOMIZATION

aircraft, the outfitting of the aircraft can be done to suit your operational and travel requirements. The larger the cabin size, the more flexibility there is in how the interior can be configured.

If you have a specific corporate color scheme, the interior can be made to match. In a visit to Dassault’s interior design shop, I saw a tool that literally will scan the color of your tie and then choose a fabric or paint color to match, if you so desire.

Computer aided design can show you the look of your interior choices in day or night lighting, and let you see the change from glossy to matt-finish, or even the type of stitching on the seats.

SERVICE LEVELS Your aviation department personnel are your employees. Not only are you able to shape their training and manage their competence, you affect how they interface personally with passengers. U

Do you prefer a bigger or smaller galley?

Do you like club seating arrangements?

Do you want seats that recline into small beds for long trips? Would you prefer a blue stripe and/or the company logo on the tail? When you acquire your own

continued on page 42

38

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

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BG 4 Oct13_FinanceSept 17/09/2013 16:21 Page 2

What the Boardroom needs to know about Business Aviation

Do company travelers and their guests like a nice chat with crew members during the flight or would they rather be left in solace? Do they prefer a specific beverage or snack? The crew takes care of such personal likes and dislikes. Does a passenger want to sit up front for landing? Your jump seat awaits.

This service level generates a rapport that is effortless and comforting.

CONTROL In the US, Federal Aviation Regulations (FARs) allow the most flexibility and opportunity for control to not-for-hire operations flown on behalf of the aircraft owner. A company-owned aircraft that is used in support of the business of the company falls under these rules.

While the FARs require that all aircraft must be operated safely, the sole owner of a business aircraft has greater influence over operations than either a charter customer or a fractional owner. It is important to note that factors influencing safety, and also security, are within the operator’s control.

You can hire the crewmembers that you prefer.

Your aircraft is based at an appropriate airport convenient to your location. It is ready when you need it to be, and it will wait for you to return when your business meeting is running late.

Your aircraft is only used by the people you authorize to fly on it. Thus, you have the highest levels of privacy and security. You can discuss sensitive business or leave important corporate documents and personal items on board the aircraft. If your company has a formal security program in place for senior leadership, it is easy to incorporate the aircraft into that security plan.

RESPONSIBILITY With this high degree of control over the outfitting

42

WORLD AIRCRAFT SALES MAGAZINE – October 2013

and operation comes an equally high level of responsibility. While the FARs state that the pilot in command is the ultimate person responsible for the safe operation of the aircraft, you are responsible for the hiring and training of that pilot. You have liability for the actions of your employees, and this responsibility extends to the aircraft operation.

Managing this risk involves both training and insurance. The crew should be trained to the highest appropriate levels of competence. For a turbine aircraft, this means formal simulator training for the pilots no less than annually (preferably semiannually), with refresher courses offered throughout the year. If you have maintenance engineers, they also require regular training. If you own or lease your own hangar, ground safety is your responsibility.

You can share the risk by properly insuring the aircraft and crew. The higher the level of competence and maintenance, the lower the rate the insurance company will charge.

Your company has options regarding the detailed operation of your aviation activities, which obviously require individuals versed in management and Business Aviation. This skill set is commonly accomplished by either having an in-house aviation manager or director, or by contracting the management of the aviation operation to a management company.

Next month, we will consider the pros and cons of internal management of your firm’s activities in Business Aviation as opposed to hiring an aviation management company to operate your whollyowned company aircraft.

“With this high degree of control over the outfitting and operation comes an equally high level of responsibility.”

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 48

www.AvBuyer.com

Aircraft Index see Page 4

Eagle September 22/08/2013 09:47 Page 1

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

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BG 5 Oct13_FinanceSept 17/09/2013 16:24 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Game Changer The politics of bizav liability exposure.

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

“...campaign managers face the challenge of having their candidates appear in multiple locations in very short time periods.

As companies that own aircraft already know, Business Aviation presents the perfect solution...”

Offering politicians the use of your aircraft presents owners with additional liability exposure. Carefully examine your insurance coverage, warns Stuart Hope.

W

ith the Citizens United decision by the US Supreme Court in 2010 came record campaign spending, even for elected offices once considered strictly local.

Incumbents, candidates running for office, and the lobbyists who do their bidding were calling in “special favors” at a feverish pace. One of those favors is leaning on individuals or companies to donate the use of their aircraft in support of a campaign. It can be tough to say ‘no’, but do consider the consequences.

In October 2002, Senator Paul Wellstone of Minnesota, along with his wife, daughter, three staff members and the two pilots died in a small airplane crash. Wellstone was in a tough re-election battle and was traversing the state making campaign appearances.

Estates for the late Sen. Wellstone and the five other passengers reached a

$25 million dollar settlement—apparently the policy limit--with the charter company that operated the flight. Subsequent legal action on behalf of the copilot and possible lawsuits against the State of Minnesota, operator of the navigational aid thought to be related to the accident, followed.

As we approach Election Day, November 5th, campaign managers face the challenge of having their candidates appear in multiple locations in very short time periods. As companies that own aircraft already know, Business Aviation presents the perfect solution to that problem. If you chose to give your favorite candidates a “donation” by allowing them to use your aircraft in support of their campaign, do so only after thoughtful consideration.

KNOW THE FACTS There are many governmental rules and regulations from the FAA and IRS regarding the aircraft owner’s right to provide air transportation to elected officials and candidates. While this article will concentrate only on the insurance and risk management ramifications, you should educate yourself in the other areas as well.

U

continued on page 54

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

J Hopkinson 1 October 16/09/2013 16:24 Page 1

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

follow us on twitter@HopkinsonAssoc

Falcon 900EX 5398 AFTT, MSP Gold, Triple Laseref IV, Collins SATCOM 2100 w/Swift Broadband, Airshow 4000, 15 Pax, Interior Refurbished August 2010 and Painted August 2010

Gulfstream G150 540 AFTT, Long Range Oxygen Bottle, Part 135 Certification, 7 Passenger, New Paint & Interior soft-goods in 2012

Phenom 100 SN 50000035, 565 AFTT, Pratt & Whitney ESP Gold, Embraer Prodigy Flight Deck, HF Radio, XM Satellite Radio & Weather, Air Conditioning, Satcom, Datalink, Embraer Executive Care

Citation XLS SN 560XL-5672, 4089 AFTT, ESP Gold, APU, EGPWS, Cockpit Voice Recorder, 9 Passenger, Air Conditioning

Hawker 800A 8320 AFTT, MSP Gold, Dual Honeywell NZ-2000 FMS, Aviation Partners Blended Winglets, Airshow 400, Aircell Iridium SATCOM, CVR, 8 Pax

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

O'Gara October 16/09/2013 16:27 Page 1

F E A T U R E D

I N V E N T O R Y

CITATION CIT TATION T N SOVEREIGN, S/N S//N 680-0284 MANUFACTURER MANUF FACTUR RER W WARRANTIES ARRANTIES A REMAIN CESSNA PO W WERAD VA ANTTAGE / PR OP PA ARTS S/ POWERADVANTAGE PROPARTS AUXADVANTAGE COVERAGE COAST-TO-COAST NONSTOP RANGE EXCEPTIONAL SHORT FIELD PERFORMANCE

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What the Boardroom needs to know about Business Aviation There are two primary areas of concern for owners. First and foremost, consider the high profile nature of the passenger(s) being carried. If an accident should occur while you are providing a candidate and their family or staff with transportation, it will make national headlines. As the aircraft owner, you and/or your company will be targeted by the media, the FAA, the Federal Election Commission and the legal community. In addition to the bodily injury and property damage liability claims you will face, also consider other risks that result from damages to a firm's reputation, lost revenue and possible destruction of shareholder value, even if the company is not found guilty of negligence. You will be fighting many fires at once.

Let’s look at a decision matrix: Yes or No to loaning your aircraft to the campaign. The first decision deals with risk management. If the probability of loss and the consequence of loss are high, risk avoidance is typically your best strategy. That is, don’t engage in the activity that is creating the risk. If the probability of loss is low but the consequence of that loss is high, risk transfer [insurance] is typically your best choice.

Aviation falls into the latter category. So assuming your answer is ‘yes’, what is the next step?

charter operator. Imagine if the passenger had been one of our wealthier Federal or State candidates, or there were multiple high net worth individuals riding in the aircraft. Since you won’t discover how much liability protection was enough until after a loss, you are best served buying higher limits. In the current soft aviation insurance market the premium difference between $100M, $200M, or $300M liability limits is very reasonable.

Does your insurance policy usage clause allow you to be reimbursed for flights in your aircraft at the amount prescribed by the Federal Election Commission? Does that reimbursement create an issue with the FAA with regards to Commercial vs.

Non-Commercial flights?

Violating the usage clause is a quick way to void your insurance coverage. Communication with your aviation insurance broker is imperative. Provide the precise terms of reimbursement for these flights, if any, and secure a response in writing that they are approved under your policy.

The political landscape is changing. The pressure is there to say ‘yes’. We all know how the game works. If you decide to donate your aircraft to a political candidate, at least take the necessary steps to make certain your insurance program is in order.

CONSIDERATIONS

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 60

Are you carrying an adequate limit of liability protection? In the Wellstone accident, as stated, it is believed $25M was the policy liability limit of the

“Since you won’t discover how much liability protection was enough until after a loss, you are best served buying higher limits.”

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 54

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

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BG 6 Oct13_FinanceSept 17/09/2013 16:29 Page 1

BUSINESS AVIATION AND THE BOARDROOM

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

Board Members must be vigilant to avoid pitfalls. Attorney Chris Younger identifies areas for careful consideration.

A “A company’s failure to comply with these rules can result in unintended and serious violations of the law with possible criminal and/or civil sanctions...”

lthough 2013 is an “off” year for most federal and state elections in the USA, the political campaign “season” has become a nonstop affair. Potential candidates, including current officeholders, are always in campaign mode in preparation for the next contest, whether it be one, two or three years away. In addition, many corporate executives maintain professional and personal friendships with elected officials and candidates. In many instances, these executives want to travel with their politician friends on board company aircraft. A company executive may also

be considering his or her own election bid.

Many governmental agencies and legislative bodies, including the Federal Aviation Administration (FAA), the Federal Election Commission (FEC), the Internal Revenue Service (IRS), the U.S. Senate, the U.S. House of Representatives and the state counterparts to these agencies and legislative bodies have enacted rules and regulations governing air transportation to candidates and elected officials. A company’s failure to comply with these rules can result in unintended and serious violations of the law with possible criminal and/or civil sanctions for both the company and the politician. It is therefore imperative that Board Members understand all of the applicable regulations before allowing a candidate or officeholder to use U the company aircraft.

THEY NEED TO BE SOMEWHERE FAST, BUT DON’T BE SO QUICK TO SKIP OVER THE REGULATORY ISSUES OF TRANSPORTING POLITICIANS

continued on page 66

60

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

Falcon 900B Transformed

A newly architected flight deck for your Falcon Your Falcon 900B is an incredible aircraft, transform it to fly everywhere with the new Falcon 900B flight deck modernization program from Universal Avionics. Offering advanced capabilities like WAAS-LPV and FANS 1/A+, this upgrade program is constructed to ensure your Falcon is approved to fly free in all airspace, and gain compliance with emerging mandates.

• Hi-res LED backlit LCD displays with Electronic Engine Indication and data recording • Dual WAAS/LPV FMSs • Electronic charts, graphical weather, video and checklists • Vision-1® Synthetic Vision on both pilot and copilot side • FANS-capable UniLink® UL-800 datalink system • Optional Radio Control Units for consolidated radio control

Transform Your Falcon. Inquire with a sales representative today or visit us at NBAA Booth N6108.

UASC World Aircraft Sales Falcon900B Ad_02.indd 1

www.uasc.com sales@uasc.com (800) 321-5253 (520) 295-2300

9/13/13 11:54 AM

N LTD VIO A R PA

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Par Avion October_Layout 1 17/09/2013 14:17 Page 1

O ST T N

E TH

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Security. Trust.

LT D.

• Exclusive Representation for Buyers

and Sellers of Business Jet Aircraft • Oversight of Aircraft Sales Transactions

1998 ASTRA SPX | S/N 102 4050 TSN, MSP GOLD APU, DUAL UNS 1C, IRS TCAS II, P135 Qualified FRESH C c/w SEPT/2013

• Pre-Owned Aircraft,

Delivery Positions, Leases

2003 CJ2 | S/N 169 2633 TSN, 927 SH JSSI 100%, PROPARTS 3-TUBE EFIS, [D]GARMIN 530As UNS-1L, PROV FOR HF, DOC 10 c/w SEPT/2012 EASA/EU OPS 1 APPROVED

AIRCRAFT WANTED:

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PAR AVION LTD.: PHONE +1 . 713 . 681 . 0075 FAX +1 . 713 . 681 . 0035

sales@paravionltd.com / www.paravionltd.com AVION LTD PAR .

Years as

13 1997 - 20

Par Avion October_Layout 1 17/09/2013 17:05 Page 2

Confidence.

1997 FALCON 900EX | S/N 012 8214 TSN, 2853 TL MSP GOLD, HUD, SATCOM, SATPHONE, FDR EASA/EU OPS 1 APPROVED, 14 PAX, FWD/AFT LAV, 2C/GEAR OVHc/w SEPT/2009, Fresh Z Inspection c/w SEPT/2013

2006 CJ3 | S/N 117 1675 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 2079 TSN, 79 SH, TCAS II, SAT WX RADAR, FDR, CVR, STORMSCOPE, GPS-4000S (WAAS) BELTED LAV, BRAVO STYLE ENTRY STEPS EU OPS 1 APPROVED

1994 S76B | S/N 760410 ESP GOLD, GEAR BOXES ON PAP, UNS-1FW, TCAS I, FREON AIR, PROV FOR AUX FUEL TANK, EMERGENCY FLOATS, EMS SKY CONNECT PONE VIP CONFIGURED FOR 6, EXCELLENT PAINT/INTERIOR FRESH 3/6/12 MONTH c/w SEPT/2013

JetBrokers October 18/09/2013 12:04 Page 1

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

2009 Embraer Legacy 600, S/N 145-1109, 2464 TT, On Corp Care, JAR Ops, 13 Pax, Premium Sound, Expresso Maker, Asking $13,900,000.00

1987 Citation III, S/N 650-0132, 7856.6 TT, MSP Gold, Pats APU, Universal MFD, Dual UNS-1D+’s, Doc 8 c/w 12/12, New Paint 4/13, Make Offer

2005 Hawker 400XP, S/N RK-411, 731 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,550,000.00

2009 Citation Sovereign, S/N 680-0276, 604 TT, Pro Parts, Aircell Axxess II, JAR Ops, Airshow 4000, Ten Passenger Interior, Make Offer

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, Dual NZ-2000’s, G Insp c/w 5/12, L/R O2, Iridium Phone, Asking $1,695,000.00

1999 Citation Jet, S/N 525-0301, 4361 TT, On TAP Elite, XM Wx, Iridium Phone, UNS-1K, TCAS 1, Doc 10 c/w 1/13, Asking $1,395,000.00

1980 Sabre 65, S/N 465-36, 10644TT, Engines on JSSI, Dual Garmin GNS-430’s, Freon Air, RVSM, TCAS I, On CAMP, Price Reduced to $425,000.00

Also Available 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 Falcon 2000, S/N 8

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

JetBrokers October 18/09/2013 12:06 Page 2

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

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

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, Asking $2,200,000.00

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

1994 Beechjet 400A, S/N RK-84, 2453 TT, FMS-5000, TCAS II w/ Ch 7, Mk-VIII EGPWS, 8.33 Spacing, FM Immunity, 4-Tube EFIS, Asking $900,000.00

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 $1,195,000.000

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

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, Asking $1,275,000.00

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

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Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 6 Oct13_FinanceSept 17/09/2013 16:31 Page 2

What the Boardroom needs to know about Business Aviation

KNOW BEFORE YOU GO The Honest Leadership and Open Government Act of 2007 (Act) tightened rules that were already in place relating to the carriage of candidates for federal elected office. The current FEC rules prohibit or restrict federal candidates and certain individuals traveling on behalf of such candidates from utilizing non-commercial air travel.

The FEC rules distinguish between candidates for the U.S. House of Representatives, for the U.S. Senate, and for the offices of Vice President and President. Under the FEC rules, candidates for the U.S. House of Representatives and individuals working on their campaigns are prohibited from utilizing non-commercial air transportation in connection with the campaign activities of that candidate. However, in certain very limited circumstances, the FEC rules permit individuals associated with such campaigns to utilize non-commercial air transportation where the purpose of the flight is not connected with the candidate’s campaign.

Candidates for the U.S. Senate, Vice President and President are permitted to utilize non-commercial air transportation under the FEC rules provided that they timely reimburse the provider of the flight in an amount equal to what it would cost the candidate to charter a comparable aircraft for the same trip.

Where multiple individuals are passengers on a particular flight and they represent multiple candidates’ election campaigns, the FEC rules specify how to allocate the reimbursement amount between each such candidate. Press and government personnel who accompany a candidate may reimburse the service provider directly. The method for making such allocations on a pro-rata portion is based on the number of individuals on such flight who represent a particular candidate.

to House candidates). These “carve-outs” permit candidates to accept non-commercial air transportation using government-provided aircraft as well as using aircraft owned by the candidate, or his or her immediate family members.

Where a candidate utilizes aircraft owned personally or by his or her family members, the candidate’s campaign must reimburse the aircraft owner for the costs of operating the flight in question. Also, if the candidate is using a fractional or “time-share” aircraft, such use may not exceed the time allocated to the candidate or his or her family pursuant to such arrangement. If the use does exceed the allowable flight hours allocated to such candidate or his or her family, the FEC rules relating to non-family owned aircraft apply as if the aircraft were not owned by the candidate or his or her family member(s).

Board Members should note that a permissible payment for a particular flight must be made in advance of the flight; otherwise, the flight could be considered a campaign contribution that could violate Federal election law. Furthermore, the FEC rules also contain specific recordkeeping requirements that must be followed by both the candidate and the provider of non-commercial air transportation to such candidate.

Finally, Board Members must consider rules in addition to those imposed by the FEC. These include IRS and FAA requirements, rules of the U.S. House of Representatives and Senate, and requirements of various state and local authorities.

Note: This article should not be construed as legal advice or legal opinion on any specific facts or circumstances. The reader is urged to consult legal counsel or other advisors concerning his/her own situation and specific legal questions.

EXCEPTIONS

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

The FEC rules contain two important exceptions to the foregoing requirements (which are also available

Business Aviation and the Boardroom continues on Page 68

66

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

“Board Members should note that a permissible payment for a particular flight must be made in advance of the flight; otherwise, the flight could be considered a campaign contribution that could violate Federal election law. ”

Aircraft Index see Page 4

Elliott Aviation October_Layout 1 16/09/2013 16:36 Page 1

BG 7 Oct13_FinanceSept 18/09/2013 10:30 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Visualizing the Power of Residual Value The residual value of a business aircraft can reduce the cost of ownership by millions, asserts marketing expert W. Barry Smith.

W Barry Smith is a Business Aviation consultant who offers over 40 years private jet marketing experience. Among his career highlights, he helped Hawker Siddeley launch the Hawker business jet; IAI the Westwind; was Director Marketing for the launch of Cessna’s Citation family of business jets; selected by Bombardier (nee Canadair) as initial VP Marketing Programs to launch the Challenger business jet family and later the FlexJet fractional jet program. Contact Barry via email barry@wbsjets.com

T

known popular design of which just under 300 units have been produced, shows how the price of units produced in 2004 have declined since the day the aircraft was delivered from the factory.

If you look carefully you can see that in 2Q 2004 you would have paid approximately $12,600,000 for this aircraft. By 2Q 2008, 2004 models were selling on average for approximately $9,600,000. Thus the decline in this model’s residual value following four years of operation was about $3,000,000. During 3Q 2008 the bottom dropped out of the aircraft’s selling price as it did for virtually all private jets.

Just ignore that last major dip after 2008 and note that during some really strong market conditions in 2004-2007, this aircraft’s residual value was continually dropping and its resale value averaged about 76% of the initial purchase price.

U

PRICE

he classic decision matrix for purchasing a business aircraft goes something like this: (1) codify mission requirements; (2) identify specific models that can accomplish those missions; (3) compare the acquisition and operating costs of the models over the projected ownership life; (4) identify specific serial numbers (new and used) available; (5) negotiate the best possible terms and purchase the unit selected.

An additional item—residual value--should be included in the decision matrix, however.

Look at the two graphs set within this review.

Each traces the price history for a specific model aircraft. Each line in the graph tracks the pricing history of that model for the particular year in which that model was manufactured and in subsequent years.

For instance, the bottom line for Model A, a well-

YEAR

68

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

2003 Falcon 2000 SN 192 Very Low Time and Exceptional Pedigree.

Redefining “super” in a super-midsized aircraft.

The Falcon 2000 has been the long-standing leader in the “super-mid” category. With a spacious, quiet cabin, transcontinental range and a miserly fuel burn, the Falcon 2000 delivers outstanding value.

2003 Serial Number 192 offers even more. This low-time aircraft briefly served as a Falcon demonstrator, and has since been flown Part 91 by a single corporate owner, one who has operated Falcons continuously for over 45 years. This aircraft has been cared for and maintained to the highest standard.

The roomy cabin is tastefully finished in neutral earth tones and is ideally configured for 8 passengers, including a 4-place club arrangement and a 4-place conference group. Perfect for working, dining or just relaxing! Additional comfort comes from knowing your maintenance costs can be controlled through SN 192’s enrollment in Honeywell’s MSP engine and APU programs, as well as HAPP and CASP avionics programs.

Redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

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

BG 7 Oct13_FinanceSept 18/09/2013 10:30 Page 2

What the Boardroom needs to know about Business Aviation COMPARISON AIRCRAFT Now look at Model B aircraft. Note that like Model A, just over 300 units were manufactured during the same period. You can’t tell it from this graph, but we can assure you that not only was the initial acquisition price the same, the speed, range, hourly operating cost and annual fixed cost are generally the same for this and Model A aircraft.

But look at the residual values of Model B during the exact time period as analysized for Model A. In 2Q 2004 the acquistion price was about $14,100,000. But by 2Q 2008 Model B was, on average, selling for $15,000,000; a $900,000 price increase after four years of operation!

Model A’s resale value decreased by $3,000,000 during the same time period as Model B’s value increased by $900,000. And, the two aircraft are virtually identical in every other major aspect of considertion.

In reality, total ownership cost of your business jet over a given period—say four years—is (a) total direct operating cost for four years of flying, plus (b) total fixed cost over the four years, plus (c) the cost of capital to own the aircraft for four years, THEN, MINUS (d) the residual value when you sell the aircraft. In this instance, the direct operating, fixed and capital costs of each model will be essentially identical.

But with Model A you receive $3,000,000 less when you sell the aircraft. That amount is capital that you did not recover. With Model B you actually lowered the total ownership cost by $900,000 because you sold the aircraft for more than the

70

WORLD AIRCRAFT SALES MAGAZINE – October 2013

initial acquisition cost. With these two aircraft, the cost of ownership differed by $3,900,000 over four years! That’s a variance of over $80,000 per month.

Absolutely no other cost factor comes close to resulting in such a dramatic difference in total ownership cost. Even if Model A had an hourly operating cost of zero and you flew 500 hours per year for four years, Model B would still have a lower total ownership cost during the period because of the higher residual sales value.

KEY CONSIDERATION The single largest factor that determines total ownership cost will normally be the resale value, or residual value after your years of ownership when subtracted from its initial price. This key element historically has not been considered by organizations and individuals during their acquisition process. Why doesn’t everyone factor this into their purchase equation? Simple. The information has never been readily available, until now.

Created by marketing executive W. Barry Smith using data by permission from the Aircraft Bluebook Price Digest, his unique charts plotting residual value of business jets and selected business turboprops have been offered exclusively to World Aircraft Sales Magazine.

Please let us know if you would like to receive such information in future issues of Boardroom. Email: Jack@avbuyer.com

“The single largest factor that determines total ownership cost will normally be the resale value, or residual value after your years of ownership when subtracted from its initial price. ”

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 72

www.AvBuyer.com

Aircraft Index see Page 4

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BG 8 Sept13_FinanceSept 17/09/2013 15:39 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Medium Jet Value Mid-Size Jets can be just the right fit for many operators.

From Entry Level Jets, through Light Jets and on to the heady realm of the VIP-configured Airliners, an airplane exists that will accommodate your requirement for speed, range and capacity - especially for capacity.

O “Of all the business jet categories, none does more to balance capability with utility than the Medium Jet segment...”

72

f all the business jet categories, none does more to balance capability with utility than the Medium Jet segment (loosely defined by aircraft with a maximum take-off weight between 20,001-40,000 lbs); no segment provides more options.

Medium Jets fall between the Light Jet and Large-Cabin Jet segments in numerous ways, while leaning closer to the Large-Cabin segment in several specific areas. They’re not too big, not too small, and they’re not too expensive.

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

CABIN VALUE A smaller Medium Jet can only improve incrementally on the cabin space of the largest Light Jets, while the largest Medium Jet could dwarf the volume of that same Light Jet model. Medium Jets also tend to cruise at the upper-end of the business jet speed range - between Mach 0.78 and Mach 0.85.

If there’s a contest to identify a give-back value element to the Medium Jet segment, most would opt for runway flexibility. Runway requirements for Medium Jets are generally longer than the average U

Aircraft Index see Page 4

General Aviation October_Layout 1 16/09/2013 17:09 Page 1

BG 8 Sept13_FinanceSept 17/09/2013 15:39 Page 2

What the Boardroom needs to know about Business Aviation length needed by a Light Jet. But Medium Jets typically can use a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US.

CONSIDER A MEDIUM JET IF… In general the average Medium Jet can reach most of the US non-stop from almost anywhere in the US thanks to their range capability. Medium Jets typically can fly from several hundred miles to more than 1,000 miles farther than the Light Jet average.

That range capability gives the crew the flexibility to string together a sequence of stops that total the same distance. Using the latter approach makes it possible for a Medium Jet to cover multiple stops and return its occupants home at the days’ end, without buying extra fuel along the way.

This capability to avoid refueling on a multi-leg trip is called “tankering”, and it makes the Medium Jet a more-suitable solution than a Light Jet for the operator who regularly needs to fly 2,000 nautical miles or more on a leg – or who may cover that much in a day or two flying multiple legs.

While on average faster than the standard Light Jet, a Medium Jet’s superior speed generally provides only a few minutes’ gain on the typical Business Aviation trip of 350 to 500 miles - but that difference in speed will be noticeable on legs as long as the average Light Jet’s typical maximum range.

There’s no disputing the advantages of space in the comfort equation - particularly when applied to longer trips. That is ultimately where the Medium

74

WORLD AIRCRAFT SALES MAGAZINE – October 2013

Jet’s basic advantage comes into play. Medium Jets deliver plenty of added space and comfort over the typical Light Jet, but at costs still significantly below those of the Large Cabin segment.

Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, range, while providing reasonable office amenities that are competitive with most larger aircraft.

With all things considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

MEDIUM JET PRICE GUIDE The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1994 through Fall 2013 (20 year period).

Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Dassault Falcon 50EX values reported in the Fall 2013 edition of Bluebook shows $7.4 million for a 2004 model, $7.9 million for a 2005 model and so forth. Aircraft are listed alphabetically.

“Medium Jets deliver plenty of added space and comfort over the typical Light Jet, but at costs still significantly below those of the Large Cabin segment.”

Note: We have includ ed 32 aircraft mod els in the follow ing Med ium Jets average price guid e, how ever, for ad d itional assistance and interest, Conk lin & d e Deck er Performance and Specification d ata for these Med ium Jet mod els can be referred to, beginning on page 104 of this issue. U

www.AvBuyer.com

Aircraft Index see Page 4

World Aircraft Sales | Second Chance Ad | Full page bleed 276mm H x 211mm W | Trims to 270mm H x 205mm W

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Design a new livery. Customize the interior. Upgrade the avionics. All to factory standards. Our OEM experience with first-in-type and export-import procedures is unmatched in the industry. You simply fly away in an aircraft that’s uniquely yours at a substantial savings over a new jet. bombardierpre-ownedaircraft.com • 972-960-3810

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Retail Price Guide Oct13_PerfspecDecember06 17/09/2013 17:18 Page 1

BUSINESS AVIATION AND THE BOARDROOM

MEDIUM JETS AVERAGE RETAIL PRICE GUIDE

FALL 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

2005 US$M

2004 US$M

BOMBARDIER CHALLENGER 300

24.853

19.0

17.0

15.5

14.5

13.5

12.5

11.5

11.0

10.5

BOMBARDIER LEARJET 60XR

14,674

10.0

8.0

7.0

6.5

6.0

5.5 5.5

4.5

4.0

3.6

5.2

4.7

4.4

4.2

4.7

4.4

4.1

3.9

3.8

3.5

3.1

3.4

3.1

2.8

2.5

YEAR OF MANUFACTURE $ MODEL

BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

9.7

8.5

7.0

6.5

5.9

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

9.2

7.5

6.0

4.6

4.3

BOMBARDIER LEARJET 40 NEW CITATION X 750

23.1

CITATION X 750

17.5

15.9

14.7

13.0

11.0

10.0

9.0

8.0

7.2

9.0

8.3

7.8

7.3

5.7

5.1

4.9

4.5

CESSNA CITATION V1 650 CESSNA CITATION V11 650 CESSNA CITATION SOVEREIGN 680

17.807

15.0

13.6

11.8

11.5

9.6

CESSNA CITATION XLS+ 560

13.099

11.0

9.8

8.8

8.1

7.4

CESSNA CITATION XLS 560

6.0

CESSNA CITATION EXCEL 560

4.1

DASSAULT FALCON 50EX

8.8

8.4

7.9

7.4

8.5

8.0

4.0

3.8

DASSAULT FALCON 50 GULFSTREAM G280

24.0

21.0

GULFSTREAM G200 GULFSTREAM G150

15.7

12.5

14.0

13.0

10.5

10.0

9.5

9.0

10.0

9.3

8.3

7.3

6.9

6.6

GULFSTREAM G100

4.3

GULFSTREAM/ ASTRA 1125 SPX GULFSTREAM /ASTRA 1125 SP HAWKER 4000

9.0

8.0

7.0

6.5

6.0

11.0

8.0

7.5

6.2

5.7

6.3

5.8

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE

5.2

HAWKER 800XP PRO LINE

4.9 4.2

HAWKER 800XP

4.0

HAWKER 800 HAWKER 750

8.0

6.5

5.5

4.9

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

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Aircraft Index see Page 4

Retail Price Guide Oct13_PerfspecDecember06 17/09/2013 15:41 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

10.25

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE

3.4

3.2

3.0

2.9

2.7

2.5

2.4

2.3

2.2

2.0

3.8 3.5

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

3.1

3.0

2.9

2.8

2.7

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 NEW CITATION X 750

6.6

6.2

5.8

5.4

2.85

4.9

2.65

4.5

2.55

4.3

2.45

4.1

2.25

CITATION X 750 1.7

1.6

CESSNA CITATION V1 650

2.05

1.95

CESSNA CITATION V11 650 CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560 CESSNA CITATION XLS 560

3.9

3.7

3.4

3.1

2.8

2.5

7.0

6.5

6.2

5.8

5.5

5.2

CESSNA CITATION EXCEL 560 5.7

DASSAULT FALCON 50EX 3.5

3.4

3.3

DASSAULT FALCON 50 GULFSTREAM G280

7.5

7.0

6.5

6.0

5.5

GULFSTREAM G200 GULFSTREAM G150

3.6

3.3

3.4 3.1

GULFSTREAM G100 2.7

2.6

2.5

2.4

2.3

GULFSTREAM/ ASTRA 1125 SPX 1.9

1.8

GULFSTREAM /ASTRA 1125 SP HAWKER 4000

3.0

2.9

2.8

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP PRO LINE

3.5

2.8

2.6

2.5

2.4

2.3

2.2

2.1

2.0 1.9

HAWKER 800XP 1.8

HAWKER 800 HAWKER 750

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

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Flight Dept Mng1A_FinanceSept 17/09/2013 18:29 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Management Perspectives What are the characteristics of leaders, and can they be taught?

by Jack Olcott usiness Aviation has matured since the days following World War II when the likes of General Lucius Clay applied their personal knowledge of air mobility to American industry.

With experience gained initially as Director of Material logistics during the conflict in Europe and subsequently as chief organizer of the Berlin Airlift while serving as military governor of the U.S Zone in Germany between 1947 and 1949, Clay introduced Business Aviation to the Continental Can Company when he was selected to be its CEO in 1950. Overseeing a fleet that grew to six aircraft, including a surplus C-87 Liberator Express (cargo version of the B-24 bomber) and a converted B26 Marauder, he toured all of Con Can’s 150 plants once each year, usually with as little as 24-hours advanced notice. Aviation personnel served at his pleasure.

Even as recently as the latter part of the 1900s, flight departments were run as virtual extensions of the Chief Executive’s office.

Budgets, per se, were non-existent. The Chief Pilot of a leading Fortune 500 company told me that originally he had no requirement to plan expenditures. When he told the Chairman that something was needed, a check was forthcoming from the CEO’s office.

Since the 1990s, however, management practices have changed. As Business Aviation gained acceptance as an important resource, many companies required the same oversight and professionalism for the flight department as for other business units.

B

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

Flight Dept Mng1A_FinanceSept 17/09/2013 18:30 Page 2

BUSINESS CREDENTIALS FOR AVIATORS As stated in the following Walter Kraujalis article, ‘Training to be an Aviation Manager’ (p80 of this issue of World Aircraft Sales Magazine), the skill set that best supports an individual’s management objectives does not align naturally with the disciplines associated with those of a pilot or maintenance specialist.

Such reality need not discourage those who wish to succeed in management, however. Nor should the would-be manager of aviation put all other efforts aside to pursue a Masters’ Degree in Business Administration. While highly desirable, an MBA is not within everyone’s time or dollar budgets. Alternatives exist, such as the National Business Aviation Association’s Professional Development Program (PDP) and the Certified Aviation Manager (CAM) certification that the Association initiated.

To encourage and support the education of flight department managers, World Aircraft Sales Magazine is offering several articles that align with the resources available to those who seek careers in management. While not presuming to be substitutes for more formal or structured offerings, we trust our readers will find the material presented to be insightful and meaningful as they seek to expand their management knowledge and skill.

Recognized leaders score well when measured against these four attributes.

Thomas Jefferson was a student of history and various forms of principled governance, as were other Founding Fathers of the USA. Jefferson in particular, and also Madison, were gifted writers.

Winston Churchill had a clear vision of what he wanted for the British people as well as the Western world during WWII, and his mastery of oratory moved his nation to share that vision, endure great hardship and eventually achieve victory.

Whether positioned before thousands in auditoriums such as New York City’s Madison Square Garden or speaking via radio from the White House for his “fireside” chats to a frightened American public during the Great Depression, President Franklin Roosevelt was known for his

ability to inspire his audience. Dr. Martin Luther King, meanwhile, changed history with his vision of civil rights and his compelling rhetoric.

Students of management may not aspire to pen the Declaration of Independence or shape life-changing legislation, but they would be wise to appreciate the power of vision, governing principles, virtue and compelling communications. Dr. Fears’ four attributes of leadership are well worth perfecting.

Reference: “The Wisdom of History”; Professor J. Rufus Fears; 2007; The Teaching Company, Chantilly, VA. 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 ■

“We offer many perspectives on leadership, hopefully to stimulate your interest in flight department management and to encourage your pursuit of the educational opportunities available to aviators.”

THE ‘L’ WORD Leadership is integral to all curricula for managers. Thus it is understandable that the subject has many dimensions and provokes many points of view. In this article and several that will follow in subsequent months, we offer many perspectives on leadership, hopefully to stimulate your interest in flight department management and to encourage your pursuit of the educational opportunities available to aviators.

Where possible, we will draw your attention to references that are readily available.

The late Dr. J. Rufus Fears, Ph.D., professor of Classics at the University of Oklahoma and a frequent contributor to the Teaching Company’s The Great Courses series, noted that effective leaders and statesmen exhibited at least four core attributes: • A Vision of what they are attempting to achieve for the team they lead • Uncompromising values based upon a bedrock of principles • A moral compass • The ability to articulate their Vision in terms that resonate with those they wish to lead.

Advertising Enquiries see Page 8

HOW WILL YOU LEAD THOSE IN YOUR TEAM ?

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79

Flight Dept Mng2_FinanceSept 16/09/2013 16:12 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Training to be an Aviation Manager: Managers, pilots and maintenance personnel need different skill sets.

by Walter Kraujalis anagement has nothing to do with flying. Though your specific aviation expertise as a pilot or maintenance technician is important, it is actually more important as a flight department manager to be a generalist and familiar with the ways of business and handling people.

Your ability to fly an ILS to minimums with a 20-knot crosswind may make you a great pilot, but such proficiency does not make you a great manager. Similarly, your ability to troubleshoot engine issues may offer job security in the maintenance department, but such skill does not assure that you will have a successful career in management. Specialized expertise should give you a strong appreciation of the need for flight standards, training and proficiency among all your pilots; and respecting a maintenance expert’s knowledge of OEM specs, equipment operation and safety practices is highly useful for managing mechanics.

When leading people with technical skills, knowing in general what they do and respecting their special talents are valuable tools for a successful manager.

But skills needed to manage a flight department are different than those required to implement day-to-day operations.

M

TRAINING REQUIRED No one expects you to be a natural-born leader and manager. It takes training. What information should a manager know? A good place to look for that answer is within the Certified Aviation Manager (CAM) ❯

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

A FLIGHT DEPARTMENT MANAGER MUST BE A GENERALIST, FAMILIAR WITH MORE THAN ONE AREA OF EXPERTISE

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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 2 0 0 8 G u l f st re a m 2 0 0 s /n 1 8 2

Low Total Time. Excellently Equipped. Beautiful Interior Cosmetics. Meticulous Care. Iridium SATCOM Phone.

Airshow 4000. Two 17-inch Monitors. Two DVD Players. Espresso Maker. Microwave Oven.

2006 Gulfstream G450

s/n 4039

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

2002 Falcon 900EX

s/n 105

4,044 Total Time. Winglets. Gogo Biz Broadband.

Inmarsat SwiftBroadband. MSP Gold.

1989 Astra 1125

s/n 31

Collins ProLine 21 EFIS 3 Displays. Astra SP Modifications.

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

1993 Citation VI

s/n 232

6,430 Total Time. Honeywell EDZ-605 (5) Tube EFIS. Dual Universal UNS-1Es FMS/GPS.

1985 Falcon 50

s/n 145

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

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.

+1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 8_14_13.indd 1

8/9/2013 11:58:06 AM

Flight Dept Mng2_FinanceSept 16/09/2013 16:13 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS program, currently hosted by the National Business Aviation Association (NBAA), See http://www.nbaa.org/prodev/cam/overview/. There are five general areas of knowledge: • Business Management, • Human Resources, • Leadership, • Operations, and • Technical and Facilities Services.

Each of these areas is further broken down into more specific topics of knowledge and skills necessary to be a successful flight department manager.

Don’t try to go it alone. You can avoid frustration and mistakes by seeking help and support from those who have gone there before you. Start by joining your country’s Business Aviation association or any regional Business Aviation association if available. All of them have three essential resources that you need: information, training and networking opportunities.

Business Aviation organizations distribute information in various forms of publications such as websites, newsletters, articles and management guides. Read all you can. You don’t have to commit everything to memory thanks to the benefits of Internet search engines, but at least have a familiarity of the issues within the industry. Their information is particularly relevant because associations typically only share what comes from the top experts or from one of their working committees.

Take as many training courses on leadership and management as you can find and afford. The NBAA offers a two-day ‘Management Fundamentals for Flight Departments’ Workshop twice a year, as well as dozens of other short courses. Your employer may also provide its own short courses in management, leadership and human resources. Taking these company courses not only helps you in your overall knowledge of the topic, but also exposes you to your company’s perspective on the issues and how they wish for you to deal with them.

Learn from other’s mistakes and experiences. Networking is a way for you to meet your peers and compare your experiences. Attend industry conferences. Join a working committee of the association that best fits your career objectives. Get to know several managers of flight departments, and ask them if they have encountered whatever situation you may be experiencing.

Though such a patient approach may be hard for many of us ‘Type A’ personalities in aviation, don’t be standoffish or just swap flying stories. Be bold, show a little

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

ENGAGE A MENTOR OR COACH TO HELP YOU ON YOUR LEARNING CURVE

vulnerability and ask potential mentors your questions.

It may be a little awkward at first, but it is definitely worth the effort.

MENTORS—VALUABLE RESOURCES Seek out and develop a relationship with someone who can be a mentor to you in your career. A mentor is someone with relevant and extensive experience who you trust and who will guide you in positive behaviors. Select someone who is dependable, engaged, authentic and tuned into your needs. Since it has already been said that management has very little to do with flying per se, your mentor can be someone you respect and trust within another industry.

An alternative to a finding a mentor is to hire your own professional coach. Even the best athletes continue to train with a coach to improve their game. It is the same in business. Professional coaching is popular among aspiring as well as top managers in many industries and is gaining interest among aviation managers.

A professional coach isn’t someone who just calls or emails to nag you about your schedule or meeting your goals. Once a coach gets to know you, your abilities and wishes, he or she can help create a personal development plan. They help you to

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probe more about a situation, present more than one perspective on issues, and help you set and fulfill expectations in your work environment. They are professionals who will listen to your concerns and offer ideas without embarrassing you, and all communications are kept in strict confidence.

If your goal is to manage a company flight department, seek management education. Just as it is not possible to fly a business jet safely and efficiently without specific knowledge and skill, those aspiring to run a flight department successfully require mastery of a unique set of business tools.

Walter Kraujalis is president of AeronomX LLC, an aviation consulting firm providing advice in business jet and helicopter acquisitions, travel analysis, ownership structure, aircraft management, aircraft appraisals, flight department start-ups, operational safety audits, safety engineering, loss control procedures, and IS-BAO audits. He is also an IBAC Approved IS-BAO Auditor and president, National Jet Sales, a service of National Aero LLC. Contact him via walterkraujalis@gmail.com ■

Aircraft Index see Page 4

Sojourn Aviation October_Layout 1 16/09/2013 17:13 Page 1

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2012 2004Nextant Hawker400XT 800XP 10 | N400AJ $3,950,000

2004 Hawker 800XPX258664 | CS-DFW 2000 Citation Call for Pricing

2010 Hawker 4000 RC-50 |G550 N412TF 2008 Gulfstream Call for Pricing

AVIATION VIATION SOLUTIONS AS GLOBAL AS YOUR BUSINESS. Capitalize on a world of opportunity with Sojourn n Aviation. Our acquisition, sales and consulting services – as u to the ideal solution. We can also help you fi finance well as a broad selection of aircraft – will guide you nance your ou broader exposure acquisition at terms that fit your needs. And our international distribution network gives you rom start to finish. whether you’re buying or selling. No matter where your travels lead, we’ll be with you from

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AirCompAnalysisOct13_ACAn 17/09/2013 17:16 Page 1

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM GIV-SP

FALCON 900

Gulfstream GIV-SP

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on a selection of Pre-Owned business jets in the $9.5-11.5 million range for the purpose of valuing the Gulfstream GIV-SP. We’ll consider the usual productivity parameters - payload/range, speed and cabin size, and cover current and future market values. The field compared to the Gulfstream GIV-SP in this study encompasses Dassault’s Falcon 900 (including the 900B).

I

BRIEF HISTORY Design work on the original GIV began in early 1983, with the first of four production prototypes making first flight on September 19, 1985. FAA certification was awarded on April 22, 1987. The improved Gulfstream

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

GIV-SP (SP representing Special Performance), with higher payload and landing weights and improved payload range performance, replaced the GIV from September 1992, (there is, however, an ASC190 that allows an owner/operator to upgrade a GIV to a GIV-SP).

The Gulfstream GIV is a significantly improved, larger, longer-ranged and advanced development of the earlier GII and GIII. The most significant improvement with the GIV over the earlier Gulfstream models are the Rolls-Royce Tay turbofans, which bring significant fuel burn and noise emission improvements despite their higher thrust output than the GII and GIII’s Speys.

Indeed, the GIV continues a Gulfstream and Rolls-Royce association that dates back to the original Dart powered Gulfstream GI. Other changes included a stretched fusewww.AvBuyer.com

lage, and an aerodynamically and structurally improved wing with 30% fewer parts, greater fuel capacity and range, increased span tail, and an advanced EFIS avionics suite with six color CRT displays.

In 1990, Gulfstream’s then-CEO Allen E. Paulson and a Gulfstream flight crew set 35 international records for around-the-world flight in a Gulfstream GIV. Both the Gulfstream GIV and GIV-SP have since set a number more records.

As mentioned, the GIV was upgraded to the GIV-SP and was later redesignated the G400. A short-ranged variant was created based on the original GIV and designated the G300. With the introduction of the G500/G550 (an upgrade to the GV), the GIV received an upgrade based on the newly created G550 which became the G450 and ❯ its short-ranged variant the G350.

Aircraft Index see Page 4

LEAS Single October_LEAS 18/09/2013 15:08 Page 1

Whether you are looking to buy or sell, it pays to have a trusted advisor to help navigate the complex processes of aircraft ownership. Through over $10 billion in aircraft transactions, Leading Edge has earned a reputation for developing and executing solutions that make the best sense for its clients.

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM

2001Gulfstream IV-SP s/n 1445 APU on MSP, GTCP 36-150 APU, Aircell Wi-Fi Internet, ASC 487 Stage 4 Noise Standards c/w 10/2012, ASC-469 Water Line Heater Upgrade 10/2009, Part 135 equipped

1996 Gulfstream IV-SP s/n 1296 APU on MSP, Avionics on HAPP, Aircell AT-4000 broadband transceiver Wi-Fi, Racal MCS 6000 SATCOM

1992 Challenger 601-3A-ER s/n 5109 APU on MSP, Avionics on HAPP, Aircell 2-ch. Iridium Axxess phone, 240/60 mo. calendar insp. incl. 120-mo. landing gear restoration c/w Feb. 2012. Operated Part 135 Price $2,850,000

2008 King Air B200GT s/n BY-3 6-yr Landing Gear insp. & Props O/H in process, Partial interior refurb., new paint Oct. 2012, 5-year insp. Oct. 2012, RVSM, JAR Ops capable, previously EASA registered

2008 Citation Sovereign s/n 680-0213 Very low time, only 468 hrs., Engines & APU on 100% JSSI, Aircell ST-3100 SATCOM, Airshow 4000, RVSM, EASA Approved Price $2,395,000

2001 Hawker 800XP s/n 258509 Engines on MSP Gold,APU on MSP, 12, 24, 48/144 Mo. insp. & 5000 Landing/12 year landing gear O/H insp. & Structural Xrays c/w March 2013, New paint and partial interior June 2013

1999 Hawker 800XP s/n 258419 Engines on MSP, Avionics on HAPP, New paint & refreshed interior 2007, On CAMP, on Hawker progressive maintenance schedule

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

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

AirCompAnalysisOct13_ACAn 17/09/2013 12:56 Page 2

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM GIV-SP

MARKET SHARE

CHART A

Chart A (left) represents the in-operation aircraft Market Share as of August 2013 for the Gulfstream GIV-SP (63%) and the Dassault Falcon 900 & 900B (37%). There are currently 482 total aircraft in operation for these two models.

In-Operation Market Share % - August 2013 Total 482 Aircraft

Falcon 900 (incl. B) 37.0% 63.0%

Gulfstream GIV-SP

Source: JETNET

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

Max Payload Range (nm)

Gulfstream GIV-SP 74,600

29,281

5,300

2,019

4,166

4,091

Falcon 900

19,165

3,535

1,850

3,970

3,263

MTOW (lb)

45,500

Data courtesy of Conklin & de Decker, Orleans, M.A. USA: B&CA Purchase Planning Handbook

CHART B - CABIN VOLUME

Gulfstream GIV-SP

1,525

Falcon 900

1,264

0

500

The data contained in Table A (middle left) is published in B&CA and is also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability. The GIV-SP ‘Available payload with Maximum Fuel’ at 2,019 pounds is greater than the Falcon 900 (at 1,850 pounds) by 9.1%.

CABIN VOLUMES

TABLE A - PAYLOAD & RANGES

Model

PAYLOADS AND RANGES

1,500

1,000

2,000

Cubic Feet

TABLE B - FUEL USAGE

According to Conklin & de Decker, the cabin volume of the GIV-SP at 1,525 cubic feet is 20.6% greater than the Falcon 900 at 1,264 cubic feet (see Chart B, left).

As mentioned previously, both the Gulfstream GIV and GIV-SP have two TAY 611-8 Rolls-Royce engines each offering 13,850 pounds of thrust. By comparison, the Falcon 900 utilizes three Honeywell TFE 731-5AR-1C powerplants with 4,500 pounds of thrust.

Table B (bottom, left), sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage by each aircraft model in this field of study. The Gulfstream GIV-SP - at 447 gallons per hour (GPH) - uses 146 gallons per hour (or 48.5%) more fuel than the Falcon 900 (301 GPH).

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.

COST PER MILE COMPARISONS Model

Chart C (top, right) details “Cost per Mile” and compares the Gulfstream GIV-SP to its competition factoring direct costs and with each aircraft flying a 1,000nm mission with 800 pounds (four passengers) payload. The Gulfstream GIV-SP long range cruise at an average 445 knots shows a cost per mile at $8.53, which is 3% more expensive to operate than a Dassault Falcon 900 at $8.28 per nm.

Fuel Usage (GPH)

Gulfstream GIV-SP

447

Dassault Falcon 900

301

Source: Aircraft Cost Calculator (www.aircraftcostcalculator.com)

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Aircraft Index see Page 4

AirCompAnalysisOct13_ACAn 17/09/2013 12:59 Page 3

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM GIV-SP

TOTAL VARIABLE COST COMPARISONS The “Total Variable costs” illustrated in Chart D (middle, right) - is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Cost, and Miscellaneous trip expenses. The total variable cost for the Gulfstream GIV-SP at $3,737 per hour is 5% more to operate than the Falcon 900 at $3,549 per hour.

CHART C - COST PER MILE*

Gulfstream GIV-SP

Falcon 900

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$8.20

$8.30

$8.40

$8.60

$8.50

US $ per nautical mile * 1,000 nm mission costs, 800 lbs payload

CHART D - VARIABLE COST

Gulfstream GIV-SP

$3,737

Falcon 900

$3,549

$2,000

$1,000

$4,000

$3,000 US $ per hour

CHART E - PRODUCTIVITY $20.0

Price (Millions)

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

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the GIV-SP business jet is extremely competitive against the Falcon 900 and leads in the index due to all of the factors combined (i.e. greater range, faster speed and more cabin volume, at a lower price). This all comes at a marginally higher operational cost, however.

Table C (right) depicts the relative retail prices from Vref for each aircraft.

The number of aircraft in-operation, percentage “For Sale” and the number “Sold” over the past 12 months are from JETNET. As shown, the GIV-SP has the lower percentage “For Sale” at 9.8% (seller’s market) compared to the Falcon 900 at 15.8% (buyer’s market). Over 12 months the GIV-SP is showing the largest number of Full Sales Transactions at 25 (2.1 average per month) compared to the Falcon 900 at 20 (1.7 average ❯ per month).

$8.28

$8.10

PRODUCTIVITY COMPARISONS The points in Chart E (right) center on the same 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. Range with full payload and available fuel; 2. The average speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

$8.53

$15.0

Falcon 900 $10.0

GIV-SP $5.0 1.5

2

2.5

3

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

TABLE C - COMPARISON TABLE

Long Range Cruise (kts)

Cabin Volume (cu.ft.)

Max Payload w/avail fuel range(nm)

Vref Retail Prices $m (Model Year)

Gulfstream GIV-SP

445

1,525

4,091

$9.5m (1999)

Falcon 900

428

1,264

3,263

$11.5m (1999)

Model

In Operation

% For Sale

* Sold

305

9.8%

25

177

15.8%

20

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; 2013 B&CA Purchase Planning Handbook (May2013) and Operations Planning Guide (Aug. 2013) * Full Sales Transactions past 12 months; Source: JETNET STAR report

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AirCompAnalysisOct13_ACAn 17/09/2013 12:59 Page 4

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM GIV-SP 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 seven-year MACRS, see Table D (right).

Table E (middle right) shows an example of using the MACRS schedule for a preowned 1999 Gulfstream GIV-SP in private (Part 91) and charter (Part 135) operations over five and seven year periods assuming a Vref retail value of $9.5 million.

LOCATION BY CONTINENT Table F, meanwhile, offers a breakdown of the location by continent for the WhollyOwned Gulfstream GIV-SP business jet.

North America is home to the majority of the fleet with 80% of the 282 wholly-owned GIV-SP aircraft, followed by Asia at 9% and Europe at 5%. Currently there are three Gulfstream GIV-SP aircraft in shared-ownership and twenty in fractional ownership programs.

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 are beyond the scope of this article.

According to JETNET, there are 30 preowned Gulfstream GIV-SP models “For Sale”. The Gulfstream GIV-SP fares well alongside its competition, so those operators in the market should find the preceding comparison of value. Our expectations are that the Gulfstream GIV-SP, which started delivering in 1993, will continue to do well in the pre-owned market.

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

Table D

TABLE D - MACRS SCHEDULE (BY OPERATION TYPE) Following is the MACRS schedule for PART 91: Year 1 2 3 4 5 6

Following is the MACRS schedule for PART 135:

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

Year 1 2 3 4 5 6 7 8

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

SOURCE: NBAA

TABLE E - SAMPLE MACRS SCHEDULE (1999 GIV-SP @ $9.5M)

1999 Gulfstream GIV-SP - Private (Part 91)

$9.5

Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

1

2

3

4

5

6

20.0% $1.9 $7.6 $1.9

32.0% $3.0 $4.6 $4.9

19.2% $1.8 $2.7 $6.8

11.5% $1.1 $1.6 $7.9

11.5% $1.1 $0.5 $9.0

5.8% $0.6 $0 $9.5

1999 Gulfstream GIV-SP - Charter (Part 135)

$9.5

Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

1

2

3

4

5

6

7

8

14.3% $1.4 $8.1 $1.4

24.5% $2.3 $5.8 $3.7

17.5% $1.7 $4.2 $5.3

12.5% $1.2 $3.0 $6.5

8.9% $0.8 $2.1 $7.4

8.9% $0.8 $1.3 $8.2

8.9% $0.8 $0.4 $9.1

4.5% $0.4 $0.0 $9.5

SOURCE: ACC - www.aircraftcostcalculator.com

TABLE F - LOCATION BY CONTINENT

Model

Gulfstream GIV-SP By Continent – August 2013 (Wholly Owned) Australia/ North South Africa Asia Europe America America Oceania

Total

GIV-SP

11

24

2

13

227

5

282

Fleet Percentage

4%

9%

1%

5%

80%

2%

100%

SOURCE: JETNET STAR Reports

THE WORLD’S FINEST BUSINESS JETS, TURBOPROPS & HELICOPTERS FOR SALE AT 88

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Jeteffect Inventory October 18/09/2013 17:11 Page 1

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Year

Model

Serial No.

2002

Beechcraft Premier I

RB-50

1999

Challenger 604

5421

1997

Citation X

750-0016

1999

Citation X

750-0101

2008

Citation X

750-0283

1988

Falcon 900B

30

2003

Global Express

9085

2001

Gulfstream G200

015

2000

Gulfstream GIV/SP

1433

1998

Gulfstream GV

545

2003

Hawker 400XP

RK-358

2004

Hawker 400XP

RK-372

2005

Hawker 400XP

RK-407

2008

King Air B200GT

BY-56

1997

Learjet 31A

147

2002

Learjet 31A

239

2007

Learjet 60XR

320

2010

Premier 1A

RB-280

Ed Bolen Interview_FinanceSept 17/09/2013 12:11 Page 1

ED BOLEN INTERVIEW

NBAA 2013: Continuing progress for Business Aviation amid myriad challenges.

by Dave Higdon here’s no denying it - the past 12 months brought considerable changes to some of the alphabet groups representing General Aviation interests. Those changes came amid a year already loaded with unique, distinct challenges to General Aviation.

In the past 12 months leadership changed at the Aircraft Owners and Pilots Association, the Experimental Aircraft Association and National Air Transportation Association. All worked through their leadership transitions while continuing to labor on behalf of their respective members; membership populations, it's worth noting, with significant overlap.

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

Leadership remained stable and unchanged at the National Business Aviation Association, and the association’s professional staff.

NBAA continues to deliver for the organization’s growing membership, with the same high level of professionalism that NBAA is known for. No one more quickly lauds the staff than NBAA's veteran president and CEO, Ed Bolen.

UNIQUE YEAR, DISTINCT CHALLENGES Bolen joined NBAA on September 7, 2004 after eight years at the General Aviation Manufacturers Association, where he worked after serving in a variety of staff posts for Sen. www.AvBuyer.com

Nancy Landon Kassebaum, the first woman elected to the Senate to represent Bolen's home state of Kansas. Bolen is well versed in the political machinery of Washington, and the dominant institutions at opposite ends of Pennsylvania Avenue: Congress and the White House.

Solving pressing issues has challenged both institutions, in particular due to the highly divided nature of this Congress – the House's Republican majority tends to take whatever position it takes to oppose secondterm president Barack Obama; the Senate, more closely divided with a slim Democratic majority, has not had the moderating influ❯ ence of past years, a result of the polarAircraft Index see Page 4

CAI_WAS_OCT13_NBAA_Layout 1 9/16/13 8:29 AM Page 1

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2005 TBM 700C2

2004 TBM 700C2

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Ed Bolen Interview_FinanceSept 17/09/2013 12:47 Page 2

ED BOLEN INTERVIEW opposite philosophies of the two chambers’ differing majorities. Compromise, the veritable foundation of the nation's beginning, is largely absent from today's political discourse.

That NBAA and the aviation community managed to carve out some gains in this environment speaks volumes to the influence of groups like NBAA and a powerful Congressional General Aviation Caucus, which now numbers more than 200 of 535 Senate and House members.

“If you remember the travesty of the autocompany executives being dressed down for flying business aircraft, it seemed like aviation didn't have a single friend on Capitol Hill,” Bolen said of the incident in late 2008, when leaders of the nation’s three-largest automakers used business aircraft for transport to attend a House committee hearing, where they requested taxpayer help to stave off bankruptcy at the three companies. “The General Aviation Caucus has proven itself a powerful influence; a way to make sure we're heard up there. They send a message that GA has a lot of people on the Hill who care about the industry.”

He credited the GA Caucus with some significant work. “They've had some remarkable successes: the resurrected BARR [Block Aircraft Registration Request] program; PBOR [The Pilots Bill of Rights]; extending bonus depreciation; beating back user fees,” Bolen elaborated. “And the work they've done after sequestration helped keep air towers open.”

CLOSING OUT ON A DECADE Bolen spoke with World Aircraft Sales Magazine as he neared the start of his tenth year heading the association and stressed that while old battles may be in the past, future battles remain on the horizon.

“A year ago we were in the midst of a campaign and it was all about the elections,” Bolen recalled. “Our convention came a week before. Then, almost immediately after the election there was the 'fiscal cliff' situation that was front and center.”

A divided Congress and a re-elected occupant in the White House brought no moment of calm: “An agreement was reached on the 'fiscal cliff' on December 31, setting up how Congress would move forward,” Bolen continued. NBAA managed to eke out some successes in the deal, he noted. “The positive thing was that we did get an extension on bonus depreciation for new aircraft purchases and we moved forward on some other regulatory and legislative efforts.”

Among the points of progress outside the legislative process was bureaucratic movement within the Internal Revenue Service over its field audits of Part 91 aircraft management companies, in which some auditors wanted to assess Airline passenger taxes on

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

what has for a long time been recognized as non-commercial carriage of General Aviation passengers on private aircraft.

“We've begun to live with the new sequestration era that started on March 1 and brought the threat of contract tower closings and controller furloughs,” Bolen noted. “We did work those issues out through the end of this fiscal year. It has been a pretty eventful

It has been a pretty eventful legislative and regulatory environment since our last show.

- Ed Bolen legislative and regulatory environment since our last show.”

The aviation community agreed that Congress should use uncommitted funds from the Airport and Airways Trust Fund to solve the operational funding shortfalls of sequestration – but as a unique solution for a unique problem. “We thought a lot about how we were entering uncharted territory here – sequestration is not like other funding challenges.

“We also felt like the contract tower targeting was not done as well as it could be; that a more nuanced approach was needed, one that www.AvBuyer.com

took into account traffic volumes and use patterns at the airports. How to fix that was to use money that could not be spent otherwise; money that was for airport improvements, but because of schedules or other issues could not be used. Sequestration presented some extremely difficult challenges and this is an example of it.

“Congress has yet to change the status quo, leaving sequestration in place with the prospect of it compounding funding cuts in a broad swath of programs in the coming years.

We'd prefer not to touch that (AIP) money.

But we had to act to keep the system functioning,” Bolen added.

OUTREACH CONTINUES TO SUCCEED “In the past year NBAA again co-hosted a series of very successful shows outside the U.S. - in Asia and Europe, and both of those went very well,” Bolen related.

Meanwhile, those regional events staged around the U.S. serve as much as an outreach for new members as a way to maintain contact with current members, he explained. “That's an opportunity we use to stay in touch, to stay connected to our members, to connect our members to government officials - and we try to use these events to reach out to anyone who uses aviation for business.

But now the annual convention is the focus. “We're feeling the building of excitement heading into Las Vegas and look forward to building on what our conventions always are, a celebration of Business Aviation,” Bolen outlined. NBAA expects a ❯ Aircraft Index see Page 4

Boutsen October_Layout 1 16/09/2013 18:01 Page 1

Ed Bolen Interview_FinanceSept 17/09/2013 12:48 Page 3

ED BOLEN INTERVIEW BIG CHALLENGES STILL PENDING

number of new product announcements while the gathering continues its pivotal role of promoting the importance of Business Aviation to the national transportation system.

Bolen revealed plans to unveil new offerings from the long-running NBAA/GAMA joint promotion, No Plane, No Gain, and noted that a strong federal presence will be on hand, including: Michael Huerta, FAA Administrator; John Pistole, Transportation Security Administrator; Rep. Sam Graves (R-6-MO); and John Snow, former treasury secretary.

A variety of awards for service and safety will be among the celebrations at NBAA 2013, as will recognition for the winner of awards recognizing the humanitarian

efforts our aviation community performs.

The Light Business Airplane (LBA) static display will return to the Las Vegas Convention Center, Bolen noted, this time with a first: “We had the LBA exhibit at the convention center the last time we were in Vegas, but this time we're bringing that display inside the convention center, which should make it nicer,” he said.

More than a dozen LBA models will be shown at the static.

The third day of the NBAA Convention again will be dedicated to promoting careers in Business Aviation. “Careers in Business Aviation Day” opens the convention to teachers and students for free, with a focus on showing them the opportunities available in Business Aviation.

In the endless merry-go-round that is Washington politics, some of what's been around is destined to come around yet again, while new challenges emerge to keep NBAA's staff working well into the future. Congress has failed to deal further with ending sequestration, since many lawmakers are happy to see cuts in programs they dislike, even while decrying cuts in areas they support.

“Sequestration was intentionally designed to be very painful with cuts to all programs and thus force disparate interests to come together,” Bolen noted, adding that lack of budget action could set up the cuts, acrossthe-board, to continue year-after-year, imposing ever more reductions to funding programs, good and bad.

“Sequestration will still be an issue next year,” Bolen said. “We're going to see more cuts in spending that will have very real impact on the people. And if they go on for six, eight, 10 years, it's going to be devastating.”

So far, aviation interests have found legislative allies willing to help protect aviation from the worst impacts of sequestration. Aviation interests continue to succeed in staving off any form of user fees, even as they help mute the impact of sequestration. But vigilance remains a paramount virtue of associations like NBAA, with staff focused on watching for any policy shifts, legislative slips or regulatory feints that could constrain one of America's critical transportation modes.

“We've kept our regional representative program very active and well-staffed,” Bolen noted. “We want to be part of the community in every way.”

And the NBAA convention offers an excellent opportunity to see first-hand the depth and diversity of NBAA's representation. See the advance program here: http://www.nbaa.org/events/bace/2013/ nbaa2013-advance-program.pdf

BARR IS BACK The week before Ed Bolen sat down for the preceding discussion with World Aircraft Sales Magazine, the FAA at last released its final policy on allowing operators to block real-time display of their tail numbers on sites such as Flight Aware, and others.

The policy, published in late August, restores the main elements of the old Block Aircraft Registration Request (BARR) program and codifies use of data from the Aircraft Situation Display to Industry (ASDI).

The FAA action completes its response to H.R. 2112, which Congress passed some two years ago to force FAA to allow operators to block their aircraft from flight trackers. Originally, the FAA wanted “operators to submit a certified security concern to have their 94

WORLD AIRCRAFT SALES MAGAZINE – October 2013

aircraft blocked from the public’s view,” a narrow requirement that few could have met, according the aviation groups.

Under the policy finally codified, operators need to submit only a general written request to have their tail numbers blocked from flight-tracking sites.

NBAA staff long contended that many association members had genuine and demonstrated security concerns, while others had competitiveness issues with others being able to track movements of company aircraft. Using an airplane shouldn't require surrendering privacy, Bolen and NBAA members maintained.

Now the FAA recognizes those concerns, he said, and is ready to run the program in a way that recognizes them.

www.AvBuyer.com

Aircraft Index see Page 4

SCA October_Layout 1 16/09/2013 18:06 Page 1

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2000 Gulfstream IVSP • s/n 1413

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Lowest time GIVSP in the world • 2497.2 TT • 797 TC • 2010 Paint • 2010 Interior • Engine Mid Life’s c/w 2010 • 144 / 72 month inspections c/w 2012 • Turnkey aircraft will be next GIVSP to trade

2012 Hawker 900XP • s/n HA-198

2011 Hawker 4000 • s/n RC-59

Under 600 TT • Engine and Avionics warranties in effect • Custom interior design and well equipped w/ options

Only 250 TT • Full Warranties in effect • Engines on MSP • Airframe & APU programs • loaded w/ options

2003 Raytheon Hawker 800XP s/n 258622 • N850RG

2008 Learjet 60XR • s/n 344

2039.8TT • Collins Pro-Line 21 Avionics Suite • Engines enrolled on MSP Program • New Paint and Interior 2012 • HB Winglets • No Damage History • 48 month due 9/15

1550 TT • JSSI Tip to Tail Program • Jar Ops equipped • Owner will trade towards late model, large cabin aircraft

1994 Learjet 60 • s/n 27 • N878RG

King Air B350 • s/n FL-277 • XA-RCG

3075.7TT • Engines enrolled on ESP Silver Program • New Paint 2013 • Upgraded Brakes • Excellent Pedigree • Aircraft delivered w Fresh A-C Inspections

3440 TT • One Owner since New • HBS Maintained since new • Always Hangared • No Damage • UNS1K-FMS • TCAS II • Paint & Interior c/w 2009

2007 Piaggio Avanti II • s/n 1133 • OK-PIA

2008 Piper Meridian • s/n 4697331 • N546MA

Only 700 TT • 490 TC • Pro Line 21 • No damage • JAR OPS equipped • Replacement aircraft already in service

1460 TT • 150 SHOT • Avidyne Entegra Avionics package w IHAS 8000 package • Several factory options • No damage • Replacement aircraft in service • Motivated owner

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mesinger interview_Gil WolinNov06 18/09/2013 17:10 Page 1

MESINGER JET SALES INTERVIEW

(From left to right): Andy Weibel, Technical Director; Adam Mesinger, Director, Business Development; Sandra Mesinger, CFO; Jay Mesinger, CEO, President & Founder; Josh Mesinger, Vice President; Ruth Bushard, Account Manager, Mesinger Jet Sales.

Mesinger Jet Sales Market perspectives from a two-generation leader in aircraft sales.

Interview by Mike Potts he leadership team at Mesinger Jet Sales recently sat down with World Aircraft Sales Magazine for a discussion of the trends and market forces impacting the pre-owned jet marketplace today. Based in Boulder, CO,

T

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

Mesinger Jet Sales has been serving buyers and sellers of pre-owned business jets for almost 40 years.

Now at the beginning of a re-branding effort that reflects greater emphasis on the team central to this respected company, the Mesinger Jet Sales team members www.AvBuyer.com

offering their perspectives included Jay Mesinger, CEO, President and company founder; Josh Mesinger, VP; Adam Mesinger, Director of Business Development; Sandra Mesinger, CFO; Andy Weibel, Technical Director; and Ruth â?Ż Bushard, Account Manager.

Aircraft Index see Page 4

Premiair September_Layout 1 19/08/2013 14:28 Page 1

mesinger interview_Gil WolinNov06 17/09/2013 11:11 Page 2

MESINGER JET SALES INTERVIEW WAS: What are the biggest changes you have seen in jet aircraft over the last 39 years, and how have they affected the market?

Jay: The equipment has evolved dramatically. Today the aircraft have much more efficient engines. Back in the late 1970s a pure jet engine like you had in a Lear 24 burned a lot of fuel, made a lot of noise and didn’t have great range. Today we have far more efficient engines that allow for greater range and are much quieter.

The cockpit technological advances we’ve seen in the same period are overwhelming.

Today you can buy a Garmin unit for an inexpensive piston airplane that rivals what was only available in the more sophisticated jets two decades ago while costing hundreds of thousands of dollars.

The regulatory changes that will be implemented over the next several years are also instigating huge changes in the advancement of avionics which will result in more efficient use of airspace and routing, and consequently greater efficiency.

Josh: Another dramatic change that’s really happened in the last five to 10 years is the evolution of connectivity in the cabin. Today, when an executive gets in an airplane he or she is never out of touch. We used to think of an airplane as a way to get you from A-to-B more quickly and efficiently than any other form of travel, and that was amazingly positive. Today you not only go from A-to-B, you do it without ever being out of real-time contact with your office and your customers. It’s a huge step forward in adding to the efficiency of the airplane as a business tool.

“ I make a lot of individual calls and maintain ongoing communication with the market to develop in-depth intelligence that adds clarity to the mass of uncoordinated information readily gained on the internet. “ - Adam Mesinger

WAS: How has the role of the aircraft broker evolved in that time?

Jay: In a very positive way. Our industry has matured, and with it the role of the aircraft broker has evolved into a very professional and important position. This has become a much more sophisticated business. Deals aren’t done on a handshake any more, and they shouldn’t be. Handshakes are great, but it’s not what you should do to memorialize a multi-million-dollar aircraft transaction.

It should be a thoughtfully memorialized process in a well-established contract between two knowledgeable aviation attorneys with the help of two knowledgeable aviation brokers, one on each side. Today more than 90 percent of the deals I’m involved with have representation on both sides. That’s a good thing. That’s why deals get made today.

WAS: There’s more information available than ever for aircraft buyers and sellers. Why is professional representation still needed?

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

Jay: Professional representation has never been more important than it is today. There is an enormous amount of information out there from institutional sources like AMSTAT and JETNET, but the buyer still needs to make sense out of all that information. And just because the information is available, doesn’t mean that all of it is accurate or meaningful - buyers may be enormously sophisticated, but they still need help in being knowledgeable about the markets.

Adam: One of my roles is to keep abreast of the market by heading up our market research department. In the raw data available on the internet or in some aircraft advertising, there can be a lack of market detail on critical information such as the seller’s motivation or pricing guidance derived from the institutional products available. www.AvBuyer.com

I make a lot of individual calls and maintain ongoing communication with the market to develop in-depth intelligence that adds clarity to the mass of uncoordinated information readily gained on the internet. This process adds significantly to the value we bring to our clients.

Jay: When I started this business, I had a differing opinion about how I could create value. I knew we were never going to stop this information flow. Instead, I saw that we needed to help people understand what they needed to know in order to make a fair deal.

All this information was out there, but that didn’t make it valuable.

I built a business not out of trying to suppress information but on how to sort it out and make sense of it by adding a level of intelligence to how it is interpreted and used ❯ Aircraft Index see Page 4

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mesinger interview_Gil WolinNov06 17/09/2013 11:12 Page 3

MESINGER JET SALES INTERVIEW

“ I think what we’ll see is that the speed of market depreciation will return to a more normal pace historically experienced in our markets, as opposed to one driven by the economic uncertainty that we have seen in the last several years. “ - Josh Mesinger

by our clients. Today, dealing with international markets and global transactions, there is ever so much more information that you need to know and understand to conduct a successful aircraft transaction.

WAS: Across four decades of business, you’ve seen a lot of up-and-down markets… How does the recent downturn and current recovery compare to past cycles?

Jay: Like the previous downturns we’ve experienced, this one began with an economic recession. But I’ve never seen such a ‘perfect’ storm as we’ve had in this one. Three elements came together that have caused this downturn to be deeper and to last longer than any we’ve seen in the past.

First was what happened in the banking industry, which has changed dramatically the buyer’s ability to finance aircraft, and that really hasn’t gotten much better. I’ve never seen a downturn that didn’t have robust lending component as a part of the recovery.

Second was what happened to the industry’s reputation. When the three automakers went to Capitol Hill and testified, what that did to the optics side of owning and operating an aircraft was unprecedented.

The third factor is the global market, which drove the bull market we experienced in the early part of this decade, but we’re paying for that now. And as a result of this ‘perfect’ storm, we are about to enter the 25th consecutive quarter of downward trend in used aircraft pricing.

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

Sandra: Many of the elements necessary to support a recovery in our industry are in place today. The stock market is up and the US real estate market is doing much better.

Many businesses also have more cash than they’ve ever had before. As a result, we are seeing the greatest market activity from buyers in the United States, which is a shift from what our industry experienced over the last several years. But we still don’t have a robust lending environment and there’s still a lot of used inventory.

The overall economy is still not perceived by all as being stable, and these factors are keeping our industry from experiencing a full-fledged recovery so far. But it will come. It always does.

WAS: Business jet use is still getting some bad press and has become something of a “political football” recently. What can owners and operators do to improve those perceptions?

Jay: Everyone in our industry needs to be proactive in promoting the advantages of Business Aviation and the important role it plays in our economy. We do that by owning and operating business aircraft responsibly and by communicating with our elected officials to tell them how important Business Aviation is to our companies, to our communities, to our states and our country.

We need to create a more positive set of optics and not be afraid of telling people about it.

WAS: Will the new and pre-owned jet markets www.AvBuyer.com

ever return to their pre-recession levels?

Josh: I think what we’ll see is that the speed of market depreciation will return to a more normal pace historically experienced in our markets, as opposed to one driven by the economic uncertainty that we have seen in the last several years.

I do not believe that values will ever go back up to what they were pre-recession.

Some aircraft types, particularly newer, well equipped models, will hopefully see a bump in value, but most will hopefully just stop going down as rapidly.

WAS: Earlier, you mentioned the increasing complexity of today’s aircraft transaction… Why is that happening?

Jay: One of the biggest areas of complexity has come as a result of international transactions, where it can be difficult to determine who actually owns the airplane. In the US the FAA tracks ownership of aircraft, liens or encumbrances against the aircraft. Many foreign countries do not track ownership and they don’t track liens. That creates a huge complexity that we never had to deal with when we only bought and sold aircraft in the US. Other reasons are the size of the transaction, the sophistication of the participants, and the knowledge of the details that need to be contracted that used to be ignored.

WAS: How has globalization and the opening of new markets changed the landscape for aircraft ❯ Aircraft Index see Page 4

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mesinger interview_Gil WolinNov06 17/09/2013 11:13 Page 4

MESINGER JET SALES INTERVIEW owners? How has it changed your business?

Jay: Globalization has changed the landscape significantly, both for owners who are operating in other parts of the world beyond the borders of the United States, and for buyers or sellers who are contemplating the purchase or sale of an aircraft to a foreign country. The key areas operators need to be aware of are regulations and maintenance. Many of the maintenance services that are routinely available in the US can be difficult or timeconsuming to obtain overseas.

Adam: Without the recordation and tracking of the fleets internationally, keeping accurate track of foreign transactions is also very complex and takes extra care to understand.

Jay: To properly represent the buyer in this worldwide market, we’ve got to understand where they plan to operate the airplane, and whether it has all the equipment it needs to fly legally in that environment. We look at the maintenance it’s had, its equipment, and its records.

Then we work with our clients’ flight departments or management companies to have a conformity analysis performed. We need to know with certainty that we can get it exported from where it is and get it imported to where it’s going. We determine what inspections have to be done and whether any equipment has to be added.

Then we’ve got to be able to say to the buyer, “here’s what it’s going to cost you to do that”.

WAS: How has the role of the broker changed, and what have all of you done to embrace it and benefit your clients?

Andy: A large part of our job is managing information. We assemble it; sort out what is and isn’t relevant; communicate it; and disseminate it. That’s what people are paying us for and what they look to us to accomplish.

We do that by a thoughtful analysis, and by being hands on. We are not doing it from behind our desk. We get out and physically examine the airplane and all the records.

So many people in this business will ask, “Do you have a spec sheet from when you bought it? Give me the current times, tell me if you’ve painted it, changed the colors or added any equipment.” They don’t know if what they started with was correct, so they may be continuing to misrepresent the airplane because their basic information wasn’t accurate to begin with.

We send a technical team to the airplane and build our own spec sheet. We confirm everything. That’s an important factor to help a buyer understand what he’s getting,

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

and to keep a seller from having to renegotiate because the buyer subsequently determined that something wasn’t right.

Ruth: Once we understand the aircraft we are selling, we build a specification sheet and a complete marketing package that we not only post on our website but also place on many other internet services. Keeping these services updated monthly with accurate times and maintenance changes is a critical part of helping a sales process to remain relevant.

Josh: If you’re a buyer, we go through the airplane before we ever introduce it to you.

That way, when we do present it to you, we can say with confidence: “It has this, it doesn’t have that, and it is what the seller says it is”. We understand the history. We are intimate with the details, so the buyer can have confidence in what they’re getting.

We stay involved throughout the entire process, from working out the initial letter of intent or purchase agreement, through the pre-purchase inspection and the final details of the contract.

Adam: We also work with our buyers to understand what programs they should or shouldn’t purchase, depending on the airplane and their mission profile. Do they want an engine program or an avionics prowww.AvBuyer.com

tection program? We provide them with the information to help them decide.

Finally, we’re there at the closing, to make sure the documents they are being asked to sign are correct and accurately match the deal that we’ve negotiated.

WAS: You are changing the name of the company from J. Mesinger Corporate Jet Sales, Inc. to Mesinger Jet Sales. What’s that all about?

Jay: Our organization has evolved considerably since it began in 1982. This is a re-messaging that more accurately reflects who we are today. It is also more representative of the company going into the future.

With my sons Josh and Adam being in the business now, and having a complete team more than just myself and an assistant, we’ve taken a new name that is easier to say, and is more indicative of who the players are. It is not a signal that I’m about to retire or become less active. Instead, it’s all about becoming a bigger and more inclusive organization.

We are modernizing our look through a new logo, new colors, a complete re-design of our website and a new advertising campaign. The new name, new look and new feel will be introduced at the NBAA Convention in Las Vegas, NV.

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

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

Wright Brothers Aircraft Title is a provider of aircraft title management and escrow services for all types of aircraft. Doing business both domestically and around the globe, Wright Brothers offers quick, personalized service from Debbie Mercer, always with the utmost of confidentiality. Available 24.7.365

Wright Brothers Aircraft Title 9075 Harmony Drive Oklahoma City, Oklahoma 73130 Telephone: (405) 680-9289 Toll-Free (within the US): (866) 217-5700 Fax: (405) 732-7457 e-mail: dmercer@wbaircraft.com

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

ACSpecs IntroOct13_AC Specs Intronov06 17/09/2013 14:37 Page 1

AIRCRAFT SPECIFICATIONS: MEDIUM JETS

NOVEMBER ISSUE: Entry Level & Light Jets DECEMBER ISSUE: Turboprops JANUARY 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 Medium Jets – appears opposite, to be followed by Entry Level & Light 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

104

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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

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

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

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

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

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

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

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

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

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

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

www.AvBuyer.com

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

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

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

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

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

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

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

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

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

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

Aircraft Index see Page 4

BE EC HC RA FT HA WK ER BE EC 75 HC 0 RA FT HA WK BE ER EC 80 HC 0 RA FT HA WK BE ER EC HC 80 0X RA P FT HA WK BE ER EC 80 HC 0X RA Pi FT HA WK BE ER EC 85 HC 0X RA P FT HA W BE KE EC R9 HC 00 RA XP FT HA WK BE ER EC 10 HC 00 RA FT HA WK BO ER MB 40 AR 00 DIE RL EA RJE BO MB T4 AR 0 DIE RL EA RJE LEA T4 RJE 0X R T4 5

AircraftPer&SpecOct13_PerfspecDecember06 17/09/2013 14:51 Page 1

ENTRY LEVELJETS & LIGHT JETS MEDIUM VARIABLE COST PER HOUR $

$3,076.64

$3,112.13 $3,146.85 $3,137.85

$3,161.31 $2,849.07 $3,096.56 $3,664.21 $2,319.69 $2,405.09 $2,350.12

CABIN HEIGHT FT.

5.75

5.75

5.75

5.75

5.75

5.75

5.75

6.00

4.92

4.92

4.92

CABIN WIDTH FT.

6.00

6.00

6.00

6.00

6.00

6.00

6.00

6.46

5.12

5.12

5.12

CABIN LENGTH FT.

21.30

21.30

21.30

21.30

21.30

21.30

24.40

25.00

17.67

17.67

19.75

CABIN VOLUME CU.FT.

604

604

604

604

604

604

680

762

368

363

410

DOOR HEIGHT FT.

4.30

4.30

4.30

4.30

4.30

4.30

4.25

6.00

4.80

4.80

4.80

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.50

2.50

2.50

2.50

BAGGAGE VOL. INT. CU.FT.

47

48

48

49

50

50

50

114

15

15

15

BAGGAGE VOL. EXT. CU.FT.

32

-

-

-

-

-

22

-

50

50

50

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

8

8

8

8

8

8

6

6

8

MTOW LBS

27000

27400

28000

28000

28000

28000

31100

39500

20350

21000

20500

MLW LBS

23350

23350

23350

23350

23350

23350

25000

33500

19200

19200

19200

B.O.W. W/CREW LBS

16250

16000

16250

16250

16330

16500

18150

23700

13718

13949

13890

USEABLE FUEL LBS

8500

10000

10000

10000

10000

10000

11440

14600

5375

6062

6062

PAYLOAD WITH FULL FUEL LBS

2200

1520

1750

1750

1790

1620

1510

1400

1507

1239

798

MAX. PAYLOAD LBS

2200

2000

2050

2050

2120

1950

2150

2300

2282

2051

2110

RANGE - SEATS FULL N.M.

2050

2390

2470

2470

2525

2733

2970

3283

1573

1778

1423

MAX. RANGE N.M.

2200

2570

2620

2620

2710

2929

3150

3100

1707

1960

1968

BALANCED FIELD LENGTH FT.

4900

6300

5640

5640

5641

5258

6000

5459

4330

4680

4350

LANDING DIST. (FACTORED) FT.

3803

3787

3803

3803

3810

3805

3917

4373

4033

4060

4063

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

3500

3500

3415

3415

3415

3415

3577

-

2820

2820

2800

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

530

532

470

470

470

570

797

880

710

394

590

MAX. CRUISE SPEED KTAS

447

442

449

449

452

452

470

489

465

465

465

NORMAL CRUISE SPEED KTAS

430

429

430

430

430

430

440

470

436

436

436

L/RANGE CRUISE SPEED KTAS

402

389

402

402

402

402

400

447

428

433

416

2

2

2

2

2

2

2

2

2

2

2

TFE 731 -5BR

TFE 731 -5BR

TFE 731 -5BR

TFE 731 -50R

PW305B

PW308A

TFE 731 -20AR

TFE 731 -20BR

TFE 731 -20AR

ENGINES # ENGINE MODEL

TFE 731-5BR TFE 731-5R

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

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

105

❯

AIRCRAFT SPECIFICATIONS

BO MB AR DIE RL EA RJE BO T4 MB 5X AR R DIE RL EA RJE BO MB T6 0 AR DIE RL EA RJE BO T6 MB 0X AR R DIE RC HA LLE CE SSN NG ER AC 30 ITA 0 TIO N CE E SSN XC EL AC ITA TIO NX LS CE SSN AC ITA TIO NX CE LS+ SSN AC ITA TIO NS CE OV SSN ER EIG AN N EW CIT AT CE ION SSN SO AC VE ITA RE TIO IGN NX NE W X

AircraftPer&SpecOct13_PerfspecDecember06 17/09/2013 14:52 Page 2

ENTRY LEVELJETS & LIGHT JETS MEDIUM VARIABLE COST PER HOUR $

$2,469.86

$2,698.01 $2,555.50 $3,324.18

$2,626.61 $2,541.21 $2,509.50 $3,021.77 $2,915.40 $3,995.57 $4,086.29

CABIN HEIGHT FT.

4.92

5.71

5.71

6.08

5.70

5.70

5.70

5.70

5.70

5.70

5.70

CABIN WIDTH FT.

5.12

5.92

5.92

7.17

5.50

5.50

5.50

5.50

5.50

5.50

5.50

CABIN LENGTH FT.

19.75

17.67

17.67

28.60

18.50

18.50

18.50

25.25

25.25

23.92

25.20

CABIN VOLUME CU.FT.

410

453

453

860

461

461

461

620

620

593

620

DOOR HEIGHT FT.

4.80

5.30

5.30

6.22

4.54

4.50

4.50

4.58

4.58

4.50

4.50

DOOR WIDTH FT.

2.50

2.00

2.00

2.50

2.00

2.00

2.00

2.50

2.50

2.10

2.10

BAGGAGE VOL. INT. CU.FT.

15

24

24

106

10

10

10

35

35

-

-

BAGGAGE VOL. EXT. CU.FT.

50

24

24

-

80

80

80

100

100

82

82

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

7

7

8

7

8

8

9

9

8

8

MTOW LBS

21500

23500

23500

38850

20000

20200

20200

30300

30755

36100

36600

MLW LBS

19200

19500

19500

33750

18700

18700

18700

27100

27575

31800

32000

B.O.W. W/CREW LBS

14125

14772

14896

23850

12500

12800

12800

18150

18400

22025

22464

USEABLE FUEL LBS

6062

7910

7910

14045

6740

6740

6740

11223

11348

12931

12931

PAYLOAD WITH FULL FUEL LBS

1563

1068

944

1105

960

860

860

1177

1277

1444

1505

MAX. PAYLOAD LBS

1875

2228

2104

3350

2500

2300

2300

2650

2600

2375

2514

RANGE - SEATS FULL N.M.

1685

2186

2044

3065

1449

1539

1528

2620

2773

2890

3229

MAX. RANGE N.M.

1937

2418

2398

3340

1839

1989

1976

3010

3163

3125

3380

BALANCED FIELD LENGTH FT.

5040

5450

5450

4810

4060

3910

3910

3810

3820

5480

5320

LANDING DIST. (FACTORED) FT.

4105

5208

5317

3833

4917

4738

4738

3867

3917

4693

4702

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

2630

4500

4500

4240

3790

3500

3500

4016

-

3650

3650

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

589

714

718

474

699

800

800

1237

-

1120

1120

MAX. CRUISE SPEED KTAS

465

465

465

476

433

433

440

459

459

525

527

NORMAL CRUISE SPEED KTAS

436

436

436

459

433

433

440

459

459

525

527

L/RANGE CRUISE SPEED KTAS

436

423

423

459

373

373

373

388

-

470

470

2

2

2

2

2

2

2

2

2

2

2

TFE 731 -20BR

PW305A

PW305A

HTF 7000

PW545A

PW545B

PW545C

PW306C

ENGINES # ENGINE MODEL

PW306D AE 3007C1 AE 3007C2

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.

106

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

CE SSN AC ITA TIO NV I CE SSN AC ITA TIO NV DA II SSA UL TF AL CO N5 DA 0 SSA UL TF AL CO N5 DA SSA 0E X UL TF AL CO N5 0-4 DA SSA UL TF AL CO N5 GU LFS 0-4 TRE 0 AM G1 00 GU LFS TRE AM G1 50 GU LFS TRE AM G2 00 GU LFS TRE AM G2 80 IAI AS TRA SP

AircraftPer&SpecOct13_PerfspecDecember06 17/09/2013 14:53 Page 3

ENTRY LEVELJETS & LIGHT JETS MEDIUM $4,497.07 $3,921.19 $4,273.53 $4,103.66 $2,640.92 $2,498.79 $3,316.86 $3,313.64

$2,837.71

$3,353.30

$3,396.94

CABIN HEIGHT FT.

5.70

5.70

5.80

5.90

5.80

5.80

5.60

5.75

6.25

6.25

5.60

CABIN WIDTH FT.

5.50

5.50

6.10

6.10

6.10

6.10

4.75

5.75

7.20

7.20

4.75

CABIN LENGTH FT.

18.40

18.40

23.50

23.50

23.50

23.50

17.10

17.70

24.50

32.25

17.10

CABIN VOLUME CU.FT.

438

438

700

700

700

700

375

465

868

935

375

DOOR HEIGHT FT.

5.00

5.00

5.00

5.00

5.00

5.00

4.30

4.33

6.00

6.00

4.30

DOOR WIDTH FT.

2.00

2.00

2.60

2.60

2.60

2.60

2.08

2.10

2.75

2.75

2.08

BAGGAGE VOL. INT. CU.FT.

-

-

25

25

25

25

9

25

25

34

9

BAGGAGE VOL. EXT. CU.FT.

61

54

90

90

90

90

55

55

125

120

55

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

7

9

9

9

9

7

7

8

8

7

MTOW LBS

22000

23000

38320

39700

38800

38800

24650

26100

35450

39600

24650

MLW LBS

20000

20000

35715

35715

35715

35715

20700

21700

30000

32700

20700

B.O.W. W/CREW LBS

13800

14250

22000

22250

22200

22000

14365

15100

19950

24150

13400

USEABLE FUEL LBS

7329

7330

15520

15520

15520

15520

9365

10300

15000

14600

9345

PAYLOAD WITH FULL FUEL LBS

1071

1620

1280

2130

1080

1280

920

850

650

1000

2055

MAX. PAYLOAD LBS

1600

2250

3570

3320

3370

3570

2635

2400

4050

4050

3600

RANGE - SEATS FULL N.M.

1770

1693

3057

3223

3210

3267

2550

2760

3130

3387

2330

MAX. RANGE N.M.

2000

1824

3200

3388

3360

3443

2910

3130

3530

3690

2780

BALANCED FIELD LENGTH FT.

5630

5170

5000

5000

5000

4890

6000

5640

6600

4750

6400

LANDING DIST. (FACTORED) FT.

4208

4500

3500

3500

3500

3500

4362

4050

4352

5083

4362

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

3699

4315

3430

3515

3430

3515

3400

3340

3700

5000

3700

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

805

510

601

671

601

595

493

606

395

844

1010

MAX. CRUISE SPEED KTAS

427

452

480

480

500

480

474

470

470

482

460

NORMAL CRUISE SPEED KTAS

427

452

431

459

458

459

459

459

459

470

448

L/RANGE CRUISE SPEED KTAS

418

417

410

430

430

430

430

430

430

459

414

2

2

3

3

3

3

2

2

2

2

2

TFE 731-3B

TFE 731 -4R-2

TFE 731 -3-1C

TFE 731 -40R

TFE 731 -40AR

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-40 TFE 731-4 TFE 731-40

PW306A HTF 7250G TFE 731-3C

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

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

107

I

Dassault Oct13_Gil WolinNov06 17/09/2013 11:25 Page 1

FALCON CELEBRATES 50 YEARS

The Falcon Celebrates 50 Years he Falcon is one of the strongest brands in the Business Aviation industry. French manufacturer, Dassault, which is celebrating 50 years of building business jets, established itself in the 1960s as the only company able to challenge the dominance of the large American General Aviation manu-

T

108

WORLD AIRCRAFT SALES MAGAZINE – October 2013

facturers. Today, Dassault has moved through several generations of Falcons - but the current product line shares all the values which made the original Falcon 20 such an outstanding success.

Back in the early 1960s, Dassault, founded

by Marcel Dassault, was predominantly a military aircraft manufacturer, having built www.AvBuyer.com

large numbers of Ouragan and MystĂŠre fighters for the French Air Force and then moving on to the delta-winged Mirage which would become the backbone of many world air forces.

The company had already explored diversification into civil aviation in the mid-1950s with a twin turboprop transport called the Aircraft Index see Page 4

Dassault Oct13_Gil WolinNov06 17/09/2013 11:26 Page 2

Marcel Dassault was convinced that there was a market for a fast jet aircraft to replace the old Douglas DC-3s and Lockheed Lodestars which at the time formed the backbone of Business Aviation in the USA.

Dassault manufacturing the wing and handling final assembly).

As conceived by Dassault’s Technical Manager, Paul de Plante, it was an elegant machine with a low-set swept wing, powered by a pair of JT12A-8 engines fitted on the rear fuselage in the style of Sud’s Caravelle airliner. The cabin could take up to 12 seats and passengers entered through a drop-down airstair door on the port side between the cockpit and the cabin.

The project was launched at the NBAA Convention in Pittsburg in 1962 and, while the aircraft was intended to have a range of just under 1,000 miles, it was recognised that this would not be suitable for many city pairs in the crucial United States market, so the fuel capacity was raised to offer up to 1,200 miles’ range.

PAN AM INTEREST

The Story of the Falcon 20.

by Rod Simpson Communauté, and Dassault had also designed a light jet transport called the Mediterranée - but this was shelved because there were no suitable powerplants. Yet, Marcel Dassault was convinced that there was a market for a fast jet aircraft to replace the old Douglas DC-3s and Lockheed Lodestars which at the time formed the backAdvertising Enquiries see Page 8

bone of Business Aviation in the USA. So, when Pratt & Whitney launched its new generation JT12 jet engine, the Mediterranée project was reactivated.

The aircraft, which Dassault called Mystére XX, was developed in cooperation with Sud-Aviation (with Sud building the fuselage and tail at its St. Nazaire factory and www.AvBuyer.com

Manufacture of the prototype Mystére XX started in February, 1962 and it made its maiden flight at Bordeaux, France on May 4th, 1963. It was every bit as shapely as the initial design concept and caused something of a sensation at the Paris Air Show a month later. The Mystére was well thought out and very few changes would be needed as the aircraft moved through to certification.

At about this time, Dassault received a visit from the famous Charles Lindbergh on behalf of Pan Am which was looking to expand its activities into Business Aviation.

Lindbergh’s report back to Pan Am’s Juan Trippe was enthusiastic and led to creation of the Pan Am Business Jet Division under ❯ Senior Vice President, Franklin Gledhill.

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Dassault Oct13_Gil WolinNov06 17/09/2013 11:26 Page 3

FALCON CELEBRATES 50 YEARS In the subsequent discussions between Pan Am and Dassault it was decided that the production aircraft would encorporate the new General Electric CF-700 engines instead of JT12As, so the prototype aircraft was reengined during 1964. The definitive production aircraft first flew on New Year’s Day, 1965 and changes included an increase in wingspan of 3ft 3in, twin wheels on the main undercarriage and a small extension of 1ft 6in to the cabin.

Just over two years from the first flight, on 9th June, 1965, the aircraft gained its French and US FAA certification. On the following day, piloted by Mme Jacqueline Auriol, the Mystere XX set two world closecircuit speed records over 1,000 and 2,000 kilometres.

Being firmly in the marketing driving seat, Pan Am gave the aircraft a new name: Fan Jet Falcon - which was later amended to Falcon 20. The aircraft sales initiative was led

by James B. Taylor, who later went on to head up the Cessna Citation program.

Taylor was an innovative marketeer and was noted for starting work at 4 am every morning - which, he claimed, gave him a three hour start on everyone else. Taylor took delivery of the fourth production aircraft for use as a demonstrator in June, 1965 and his small team soon began to sign up prestige American companies as Falcon customers with early users including Continental Can, Bechtel Corporation, Pepsico and the asbestos manufacturer, Johns Manville. Oil companies were high on the list with Atlantic Richfield, Mobil and Skelley Oil placing

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

All the Falcons for American customers were delivered “green” from Bordeaux to Pan Am’s completion center at Burbank, California.

www.AvBuyer.com

orders and Taylor also sold aircraft to IBM, the Chicago Tribune newspaper and to drinks manufacturers Anheuser Busch and Joseph Seagram.

PRESTIGE CUSTOMERS As it turned out, the first customer delivery in January, 1966 was to the Greek shipping magnate Stavros Niarchos and the Aga Khan was also an early user of this aircraft (the 25th built, based at Paris Le Bourget).

Governmental customers included Iraq with a fleet of three, and President Albert Bongo of Gabon whose aircraft was based at Libreville.

Dassault sold aircraft to many leading business companies outside North America including the Dutch electronics group, Philips, which based its fleet of four at Eindhoven for operations across Europe; the brandy producer Martell; car manufacturers Citroen and Fiat; and Zanussi, the Italian manufacturer of white goods.

Falcons were used for low density Airline operations by Touraine Air Transport, operating on internal Air France services and were also popular as air taxis with companies such as Executive Jet Aviation, Fred Olsen Executive Services and Business Jets Pty in Australia. All the Falcons for American customers were delivered “green” from Bordeaux to Pan Am’s completion center at Burbank, California but aircraft destined for elsewhere were fitted out at the main Bordeaux-Merignac factory.

By May, 1969 Dassault had delivered 183 Falcons, 134 of which had gone to Pan Am. Customers were impressed with the comfort of the Falcon, which had a stand-up cabin height of just under 6ft. Most aircraft had “club-four” seating in the forward cabin, a ❯ Aircraft Index see Page 4

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Dassault Oct13_Gil WolinNov06 17/09/2013 11:27 Page 4

FALCON CELEBRATES 50 YEARS side-facing three-seat divan, and another pair of seats in the rear. There was also a restroom in the back and a galley cabinet opposite the main entry door.

One of the significant early sales was to the Canadian Armed Forces (CAF), who ordered seven and this was followed by the Royal Australian Air Force who needed three for communications. While CAF operated regular scheduled services to Washington DC, Winnipeg and other Canadian destinations, they had quick change interiors so that they could be used for air sea rescue missions if necessary. Ultimately, Falcon 20s would serve with several military air arms including those of Belgium, Norway, Iran, South Africa, Jordan - and France, who used Falcons for test purposes in addition to government and military transport.

The Falcon was such a versatile platform that it would be adapted for roles far removed from the original corporate transport task.

Among the largest fleet users was the United States Coast Guard which was in dire need of a modern replacement for its venerable Grumman Albatross amphibians, and ordered 41 HU-25 Falcon Guardians which were based on the Falcon F but had many special fittings including a hatch in the floor for dropping liferafts and large search windows fitted on either side of the forward cabin.

Other special missions Falcons were fitted with four underwing hardpoints which can carry electronic surveillance and countermeasures pods, light weapons such as rocket launchers and cluster bombs, or a pair of Exocet missiles and underwing target towing pods.

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

FedEx established a central hub at Little Rock where overnight packages were flown in by the Falcons that were painted in an unmistakeable purple, orange and white color scheme.

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ENTER FEDERAL EXPRESS Perhaps the best known special use of the Falcon, however, was instigated by Federal Express which was run by Frederick W. Smith. This was well before the days of widespread computer use or sophisticated electronic communications; the days when banking still relied on clearance of paper cheques and bank transfers. It could take several days for a bundle of cheques to be transported from New York to Houston, Los Angeles or Denver with the banks facing large interest costs due to the delay.

Thus, Smith devised a high-speed small package service which would halve the transfer time, and then ordered a fleet of 33 Falcon 20Cs from Dassault. He hired a small design consultancy, Product Design Group, run by Gomer Jones and Willard Bashaw in Rose Hill Kansas, to engineer a large cargo door for the aircraft which was installed at Pan Am’s engineering base at Little Rock, Arkansas.

FedEx established a central hub at Little Rock where overnight packages were flown in by the Falcons that were painted in an unmistakeable purple, orange and white color scheme, and transferred to onward flights. It was an outstanding success and, in due course, when FedEx outgrew its Falcons, they expanded into all kinds of other freight and adopted aircraft as large as Boeing 727s, 757s - and DC-10s. Many of the retired FedEx Falcons were moved on to be used by other overnight service operators, worldwide.

While Pan Am’s marketing was forging ahead, Dassault was developing new versions of the Falcon 20. There was a constant need for more power and extra useful load.

The initial Falcon 20C was replaced by the Falcon 20D which had a higher weight and ❯ Aircraft Index see Page 4

Dominion October 18/09/2013 14:55 Page 1

Comprehensive Services 1977 Falcon 20­5BR­2C

S/N: N 366 ­ Reg: N100AQ MSP ­ Honeywell 150 APU­ 286/281 CZI ­ Aft Baggage Mod ­ External Lavatory Service Single point refueling ­ EGPWS VIII ­ TCAS II "MCI & C & 2C c/w 2/2011" ­ 15 Year Gear

2008 Gulfstream G­150

S/N: 272 ­ Reg: N399SC Universal 7 Passenger Interior plus Belted Lavatory ­ Microwave and Seat Storage Drawers ­ XM Radio ­ Wood Veneer Handrails ­ Honeywell Laseref V IRS ­ Dual IFIS w/Jepps Maps & DBU 5000 ­ XM Cock­ pit Weather Graphics ­ Collins Electronic Checklist S/N: HB­002 ­ Reg: N787FF 1150 Hours ­ MSP Engines and APU ­ Provisions for FDR & 2nd HF CAMP ­ External Access & Heated Baggage TCAS II ­ EGPWS ­ LoPresti Taxi& Landing Lights 48 Month Inspection HBC Indianapolis

2008 Hawker 750

1985 Lear 55

1991 Citation V

2001 Cessna Encore

S/N: 121 ­ Reg: N747AN 3250 Hours ­ MSP ­ TR's ­ Phase I & IA Mods TCAT II ­ TAWS ­ WX­1000 Storm Scope ­ 12 year c/w Feb 2010 ­ CAMP ­ Only 5 US owners all FAR­91

S/N: 560­0120 ­ Reg: N129MC 7344 hours ­ 300 SMOH ­ Dallas Airmotive Airtight Warranty ­ All PT Blades changed @ overhaul ­ Honeywell EDZ­605 There Tube EFIS ­ Global AFIS ­ BF Goodrich WX­1000+ Stormscope ­ Three U.S. Corporate Owners Since New ­ New Paint April 2013 S/N: 560­0573 ­ Reg: N804BC AFTT: 3095 Hours ­ Landings: 3865 ­ Pristine w/ESP Gold ­ WAAS ­ Dual UNS ­ Fresh Phase 1­5 Inspections ­ Pro­Parts; Full ESP Gold; Cescom ­ RVSM; 8.33 Spacing; FM Immunity ­ Dual Universal UNS­1EspW WAAS/LPV Enabled FMS ­ Freon Air Condi­ tioning ­ Pristine Paint & Refurbished Interior ­ No Damage HIstory

Dassault Oct13_Gil WolinNov06 17/09/2013 11:28 Page 5

FALCON CELEBRATES 50 YEARS higher thrust CF700 turbofans, and then the Falcon 20E and the Falcon 20F which was fitted with full leading edge slats to improve speed control and enable more fuel to enhance its range.

In April, 1979, Dassault flew the Falcon 20H (later designated Falcon 200) which had even more fuel in a rear fuselage tank - and a change to Garrett AiResearch ATF3-6-2C turbofan engines was made. When Falcon 20 production finally ceased, 515 aircraft had been completed and at least half of these remain in service today.

By 1972, it was clearly necessary for the arms-length relationship between Dassault and Pan Am to change, so the two organisations formed a new joint venture, Falcon Jet Corporation to handle sales and marketing and this became a wholly-owned Dassault business in October, 1980.

FALCON 50 (TOP); 20 (MIDDLE); AND 10 (BOTTOM)

FALCON 20 LEGACY While the Falcon was proving to be a solid commercial success, Dassault was ultimately intent on expanding into a range of additional models. A smaller and cheaper aircraft was attractive, so Dassault designed the Falcon 10 (Mini-Falcon) which soon gained a reputation for speed and comfort.

Customers were also asking for a larger cabin and for more speed and range, though, and in 1973 the company flew the prototype Falcon 30 which was primarily intended as a 29-passenger commuter aircraft but would also meet the needs of corporate customers needing more space. Unfortunately, the Avco

Half a century after the Mystere XX, Dassault is in a healthy position within the Business Aviation marketplace.

Lycoming ALF502 turbofans proved unsuitable and there was no viable alternative so the Falcon 30 project was abandoned.

Consequently, Dassault looked at how it could give the existing Falcon more speed and the range to fly non-stop across the Atlantic or the continental United States. The resulting Falcon 50 was, essentially, a Falcon 20 with an improved wing, more useful load - and three TFE731 turbofans. The jet received an enthusiastic welcome and 352 were built over the years, many being sold in the USA. The Falcon 20 and 50 essentially shared the same cabin, but Dassault was competing with aircraft such as the Gulfstream models which offered more spacious accommodation. By the mid-1980s Garrett’s TFE731 engines were delivering more power, so Dassault was able to design a new tri-jet, the Falcon 900, based on the Falcon 50 but with a larger fuselage providing a taller and wider cabin and incorporating a better galley and restroom.

Further advances in engine technology then led Dassault to a another new aircraft, the Falcon 2000, which could achieve high performance with a 3,000 mile range but cost a little less than the Falcon 900 and benefit from the fuel economy of two engines rather than three. Today, the Falcon 900 and 2000 have been joined by a new leader - the threeengined Falcon 7X - which flies even faster and further to carry on the legacy of the original Falcon 20.

Half a century after the Mystere XX, Dassault is in a healthy position within the Business Aviation marketplace.

❯ More information from www.dassaultfalcon.com 114

WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

■

AIC Title October_Layout 1 18/09/2013 09:34 Page 1

JMesinger Oct13_JMesingerNov06 17/09/2013 11:57 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

Finish What You Start s our transaction activity begins to increase we are reminded of an age-old discussion surrounding the Letter of Intent (LOI) process.

There are so many facets involved that I thought it might be a good time to dedicate an article to this.

Let me begin by saying it is never too early to engage the aviation attorney. Many people use a form template for the LOI and do not involve the help of the attorney at this juncture. I believe the earlier, the better for this involvement. I can always hear the attorney when I call and say, “Please write a contract to match this accepted LOI.” The attorney usually sighs, “OK, but I wish you would have called sooner. Making the contract match this will not be easy…..” In our world I think of the LOI in two distinct forms – ‘short and sweet’ or ‘comprehensive’.

Sometimes understanding the appetite of the seller helps determine which form the buyer should use. The ‘short and sweet’ one focuses on price, deposit and the general need for a pre-buy. The problem here is that any additions to delivery conditions or business points could be construed by the seller as an overreach of the buyer once the price is established. This is usually not the intent, rather just the development of the deal in the contract.

By using the ‘comprehensive’ version, the buyer can articulate the entire deal structure as well as other general contract items like venue and the more definitive deposit terms. The problem here is that often the only thing the seller looks at is price. At least in this version, though, if the contract includes the items in the comprehensive LOI the seller can’t claim they are new reaching points. In both cases, the aviation attorney should have a hand in the development, though.

Now for the sticky part: Is the LOI binding? In most states, the LOI is considered

A

non-binding. Nevertheless, in many states ignoring it is considered not negotiating in good faith. My theory is as follows: An LOI is a great place to start, and a contract is a great place to finish. The LOI is not to be ignored. It would be appalling for a seller to argue points in the contract which were stated - and accepted - in the LOI to be null-and-void, claiming “the LOI is not binding, so what was in the LOI does not need to apply here”.

If as a seller you receive an LOI, read it.

If there is something there you do not like, change it before you sign and return the LOI. Don’t just sign the LOI then try to argue for a different set of terms in the contract. Let the contract expand the language to meet the usual and customary needs for a legally binding document.

When sellers say that it is not important to have LOI terms and conditions survive to the contract I ask them how they would like it if I were to send them a contract with a lower price, added delivery conditions, or significant differences than what was agreed to in the LOI? Of course, they would be furious - so why do they not consider this a two-way street? The LOI is either a great place to start, or it has nothing to do with going forward. It cannot be both.

The seller is not the only responsible party to the LOI, of course. The buyer has huge responsibility. One other area that I often see poorly attended-to in the LOI is the description of the pre-buy work scope.

I cannot tell you the number of times we take a seller’s aircraft to the pre-buy and a consultant on the buyer’s side announces that they want to inspect all of these areas.

Representing the seller we tell the buyer’s consultant to wait, since they failed to request this in their attachment to the contract that is supposed to outline the prebuy. They might retort that they just took a look at the CAMP run and realized the aircraft was coming up for an XYZ-inspection so added that and a few other items that

are close. Not only does this look sloppy and feel disingenuous - it can also have an economic impact on the overall deal.

A seller may have accepted a price based on terms, and expanding a pre-buy work scope can seem like reaching. There should be no reason if you are serious enough about making an offer on an airplane that you or your technical advisor cannot take the time to first look at the maintenance and inspection status of the desired airplane and make the right requests from the start for inspection protocol.

Incidentally, with respect to damage or repairs, anytime we receive an offer that claims ‘no damage’, ‘no corrosion’, or ‘no repairs’, we always counter with a response that includes any of those and say except for [insert here]. This way we do not have a buyer find things later that we know about, and feel like we are repurposing the deal.

The bottom line is, be transparent, be thorough and be accurate. This is the best way to finish what you start! ❯ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He now 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

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Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 116

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Aircraft Index see Page 4

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Andrew Bradley Oct_Bradley 17/09/2013 17:52 Page 1

PRE-2005 LARGE CABIN JETS ANALYSIS

Seller’s pain, buyer’s gain: Accessing the older Large Cabin segment in 2013.

by Andrew C. Bradley eading into NBAA’s annual gathering this month gives us time to reflect on some important shifts in the market place in 2013. Although there were many bright spots and surprises across the entire model spectrum, the largest shift which caught many industry experts unaware occurred in the large cabin jet segment in 2013. The most dramatic paradigm shift occurred among the older large cabin jets; the domain of the Gulfstream GIV-SP and GV, Bombardier’s Global Express line, and some of the older Falcons like the 900EX. Most of the models which are the focus of this article fall into the 10-to-20-year-old-category. Almost all these aircraft have a 4,000and-above nautical mile range, in some cases more than a 5,000 nautical mile range, and can easily seat twelve to fourteen passengers in lavish comfort.

H

RAPID PRICE DECLINES Most industry experts would have agreed that in 2013 most of these older models would

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

continue to see downward price declines. I am willing to go out on a limb and say that most didn’t predict the rapid price plunges that occurred in these older large cabin segments, however. The rapid price erosion in many of these markets in 2013 is unparalleled.

A year or two ago it was hard to fathom a Gulfstream GV trading in the $15,000,000 to $16,000,000 range for an early model. Up until recently this price point was the domain of a Gulfstream GIV-SP buyer who was considering an aircraft five or six years older than a GV and with much less range. Now the GV is in grasp for that same buyer.

As a close comparison, the Global Express, which for much of the past few years traded at a premium to the GV, is suddenly trading at a large relative discount to the GV. Early model Global Express aircraft with less than 5,000 hours, enrolled on engine programs, and with some refurbishments performed are now trading in the same $15,000,000 to $16,000,000 range. Older Globals without engine programs or needing additional investments could soon trade well below these numbers www.AvBuyer.com

and in some cases reach bottom around the $10,000,000 to $12,000,000 range.

Older GIV-SPs (pre-2000 models) can now be acquired in the $7,000,000 range; we recently purchased a 1998 model with new paint and interior and very nicely optioned for about that amount. A year ago this aircraft would have traded comfortably above $11,000,000. With these sorts of entry points and large numbers of aircraft for sale it’s clearly a buyer’s market in the older large cabin segment.

WHERE IS THE BOTTOM? A first glance at these numbers would suggest that buyers would be out in full force to pick up these deals, but the opposite has actually taken place in a few of these markets. In financial markets there is always talk of “picking a bottom” and profiting handsomely when others fear to step in.

As we witnessed in 2008 and 2009, sometimes the “panic” can be so strong that virtually no buyers are present or willing to make an investment.

Aircraft Index see Page 4

Andrew Bradley Oct_Bradley 17/09/2013 17:53 Page 2

PRE-2005 LARGE CABIN JETS ANALYSIS Such was the case in some of the older large cabin markets. Specifically I am thinking of the Global Express market where trades have been sparse despite huge reductions in price. Last August there was a motivated seller who lowered his asking price by over $5,000,000 for a turn-key Global with low time, engine program and immaculately refurbished interior and new paint. Brokers expected the aircraft to be gone in a matter of weeks—clearly a best deal trading below the market.

Buyers, on the other hand surveyed the market and came to the conclusion that too much supply and not enough interest would lead to further price declines. Nearly eight months later that aircraft finally traded as a buyer stepped into the market. Since that time several other turn-key Globals have traded or gone under contract—each at a lower price point than the last—some by over $1,000,000 in each instance. Overall prices in the Global Express market have fallen nearly 25% in one year.

Similar price drops have been seen in other markets such as the GIV-SP market where it seems the bottom has yet to be reached in 2013. In financial terminology the phrase “to catch a falling knife” will be familiar to many financial investors. Clearly put in 2013 many buyers played the waiting game and were handsomely rewarded by not stepping in too early. But has the bottom been reached? No one can say with certainty, but it seems for now that price declines have slowed as we enter the second half of this year.

NEW PARADIGM IN AIRCRAFT SALES During 2013 we saw a large paradigm shift from the conventional thought of selling an aircraft. Two major changes this year considered the buyer’s focus and the timeline to sell an aircraft. In the past, buyers focused on very specific requirements such as cabin layouts, entertainment options, and other specific factors - chief among them an affinity toward a specific OEM line. You could pretty-much throw all those factors out the window in 2013 within these older markets.

One thing—and one thing alone–sold an aircraft in these markets: Price! Buyers showed no brand loyalty in late 2012 and all of 2013 so far. A strong value was all that mattered. Buyers constantly shifted into an out of competing OEM markets based on those that offered the best deals.

The second shift occurred with regard to the timeline to sell an aircraft and get maximum money for the seller. In the past we’d tell a prospective seller that if they needed to sell in thirty-to-sixty days they’d get less for the aircraft than if they had a more flexible timeline of, say, three to six months. The thinking back then centered on the “wholesale” vs. “retail” discussion. If you needed out fast you accepted less.

In the older large cabin markets in 2013 that theory was turned upside down. We now tell our sellers that if they want to maximize the sale price, then price to sell quickly because six months from now it may be worth less than one month from now.

This has been hard for sellers to grasp in view of such rapid price declines. In some cases we are having discussions with sellers or buyers on a weekly basis because prices are changing so rapidly. In these markets the “wholesale” price has become the “retail” price as buyers care little about model year differences and are simply looking for the lowest entry point: Acquisition price.

CUP HALF FULL? From a seller’s standpoint it would seem that it’s all pain and no gain, but this depends on the reason for selling, as those who are upgrading to something less than fully-new will find that strong value deals can be had with newer aircraft such as Bombardier’s Global XRS aircraft and its competing cousin, the Gulfstream G550. While the price declines in these markets have not been as steep there are still strong deals to be had that makes the pain of selling one’s older large cabin jet seem less of an issue.

Recently we found a 2010 Global XRS with less than 1,000 hours that could be purchased for $37,000,000—which presents a strong value compared to a new Global 6000 at, or above $53,000,000. Older early model G550s, meanwhile, have now broached well below the $30,000,000 level and will eventually dip into the $25,000,000 range. Early model Gulfstream G450s are now clearly in sub$20,000,000 category, while newer ones can be purchased in the $20,000,000 to $24,000,000 range.

These types of strong deals will continue to pressure the older large cabin jet segment moving forward, but ultimately this is healthy for the market and will lead to increased sales in the large cabin pre-owned markets in the coming few quarters.

Has the bottom been reached? I think this is the wrong question to be asking. I think the proper question is going to be unique to each individual owner, based on their replacement plans - but one thing I am confident of is that strong value deals are here to stay and buyers will be in full control for the foreseeable future. ❯ Andrew C. Bradley is President, Global Sales & Acquisitions at Avjet Corporation, an international provider of aircraft charter and management solutions. The company is headquartered in Burbank, California, and maintains a global presence in Washington D.C., Seoul, Dubai, Abu Dhabi, Moscow and other locations around the globe. To learn more about the company, visit www.avjet.com

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Pre-OwnedOCT13_Pre-Owned Sales Jan06 17/09/2013 11:54 Page 1

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends Fantasization & Stagnation, followed by Capitulation.

by Fletcher Aldredge

antasization, accompanied by stagnation, followed by capitulation – those words, substantially retranslated from one of the greatest aviation movies of all time, The Right Stuff, best describe the pre-owned market in the latter half of 2013. While this process might not always achieve the best results, it has been with us since the end of 2008, and is working well enough.

F

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

And, this is how it works: Even after all these years, some owners continue to fantasize about the value of their airplane. It is painful to watch as low, but perfectly realistic offers get turned down. Waiting for the market to turnaround has cost many owners many millions of dollars as they ride the roller coaster down.

Clinging to a too-high asking price leads to stagnation – activity virtually stops. Fortunately for the marketplace, this is a temwww.AvBuyer.com

porary problem almost always followed by capitulation. When prices come down, activity starts up again. The recurring question we get at Vref is, “When will this roller coaster go up? And when it does, which airplane(s) will be the first to turnaround?”

We usually answer by saying “We can’t predict the future,” or “Forecasting is guessing.” All of that is true, but we are seeing some broad trends that might lead us to venture a new guess.

Aircraft Index see Page 4

❯

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PRE-OWNED A/C SALES TRENDS P rojected D ate to R each Sub 1 0% of Fleet Inventory Building On Target, Dropping

A ircraft For S ale* Year A go

A ircraft For S ale* August 2 013

% of Fleet F or Sale A ugust 2013

49

53

15%

25

20

5%

66

50

14%

June 2014

8

8

14%

C itationJet ( 525)

No Trend Detected

70

57

16%

March 2015

C J1

29

25

13%

January 2015

C J2

40

34

14%

March 2015

C J3

36

23

6%

133

111

18%

32

33

9%

Inventory Flat

26

24

7%

On Target, Dropping

27

24

13%

October 2015

F alcon 2000

20

26

11%

F alcon 900

28

28

16%

33

26

13%

19

30

10%

11

16

5%

11

9

2%

17

23

12%

22

25

17%

G lobal XRS

13

18

11%

H awker 8 50XP

14

12

12%

L ear 45XR

19

15

7%

L ear 60XR

17

22

20%

B eechjet 4 00A C hallenger 3 00 C hallenger 6 04 A stra SPX

C itation II C itation Excel C itation S overeign E mbraer L egacy 600

G ulfstream G IV G ulfstream G IV-SP G ulfstream G 450 G ulfstream G 550 G ulfstream GV G lobal E xpress

On Target, Dropping November 2015

Inventory Building No Trend Detected July 2014 Inventory Building Inventory Building On Target, Dropping Inventory Building Inventory Building Inventory Building July 2014 On Target, Dropping Inventory Building

Take a few moments and go to VrefOnline.com.

There are nine market indices there. Four of them relate to piston singles and twins. The Vref Light Single Index, Complex Single, Light Twin, and Pressurized Twin Indices hit bottom sometime in 2009. Since then values have vacillated – a little up and a little down.

We pencil whipped this to death trying to figure out why values continue to decline while all around us (housing, stock market, car sales) the economy is looking better.

One school of thought is the news might not be as rosy as it appears on CNN. To test this theory we did an informal survey of airplane owners, brokers and lenders.

Nearly all we spoke with are better off (richer) than they were several years ago.

Some even made money dabbling in the rising housing market and more than just a few are driving new cars. So, it appears many are experiencing an improved economy.

Yet, if you go to VrefOnline.com and click on any of the turbine indices – Turboprop through Large Jet – you’ll see a clear downtrend in airplane values. This quarter we studied 24 jets (as presented in the table, left). In most cases there are fewer for sale now than a year ago. However, in most cases, more than 10% of each prospective fleet is for sale. While the number for sale can change daily, up or down, availability is changing at a glacial pace.

THE NUMBERS Before you love us if you have a Challenger 300, or hate us if you have a Lear 60XR, please know these markets are dynamic.

The Projected Date to Reach Sub 10% in the right hand column is based on the number of each model sold per month during the last year.

Obviously, the past may not be an indicator of the future. Next month and next year will undoubtedly be different. Your airplane might perform much better than expected…or not. The 10% rule delineating a buyers’ market from a sellers’ is really more of a guideline for a normal marketplace. And, the past few years have been anything but normal.

WHAT DOES ALL THIS REALLY MEAN?

* For Sale data per JETNET; (www.jetnet.com)

PISTON SINGLES AND TWINS

NOW TO THE TURBINES

We think this lack of a clear trend has been a good thing.

When a buyer finds a Bonanza or a Cherokee Six with no excuses, he or she expects - and is willing - to pay more. This is unlike the turbine segments where almost all buyers, for good airplanes and bad, expect a discount.

First, there is a lot more red in the table – more inventory - than we would expect this late into what is supposed to be a recovery.

This explains the continued erosion of prices. Furthermore, a third of the airplanes in this study actually are more plentiful than they were one year ago. ❯ More information from www.vrefonline.com

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

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

Inflight Catering_FinanceSept 17/09/2013 11:41 Page 1

IN-FLIGHT CATERING

Corporate In-Flight Catering Advice for Your Business Jet Flights.

by Mike Vines o get a handle on the current state of in-flight catering trends in the corporate business jet sphere, World Aircraft Sales Magazine asked two of the most respected companies – one in the US and one in Europe - for their views. Interestingly their comments may even help business jet travelers to cut costs.

Based in the US and known to the flight attendant fraternity as ‘the mother of corporate aviation catering’, Paula Kraft the founder and CEO of Atlanta-based Tastefully Yours is one of the most respected and friendliest ladies you’ll ever meet

T

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

in the industry. She is based at Peachtree Dekalb Airport (KPDK) and her company services 21 locations at 11 airports within a three-hour drive of Atlanta. Kraft also shares her experience with her competitors through NBAA or EBAA seminars, and through her other company - Aviation Catering Consultants - which was set up around six years ago to meet demand from FBOs and schedulers for advice.

Daniel Hulme is the MD of London, UK-based Alison Price On Air (APOA) and Vice Chairman of the new European Corporate Flight Attendants’ committee which held its first symposium at EBACE this year. APOA is a very high-end inwww.AvBuyer.com

flight corporate catering company which has clients based in, or traveling through London’s busiest Business Aviation hubs.

“Because we’re at the high-end of the market I would say that 95% of our flights are for private owners - we don’t do a lot of charter,” Hulme explained. “Charter flights are more budget restricted. After the US, I would say our biggest market is Russia which is around 20% of our flights.

“We are very much interested in expanding out of the UK. There is a market around the world for the level of what we do. I’ve certainly had a lot of people ask me if we’re going to set up in their cities and countries.”

Aircraft Index see Page 4

Inflight Catering_FinanceSept 17/09/2013 16:05 Page 2

SUMMER SALAD, COURTESY OF APOA

SPECIALIST ORDERS A tool which APOA fully embraces to satisfy the demands of its discerning worldwide clientele is its use of top London restaurants to fulfill specialist orders. “I believe that if we’re not expert in something then we need to find someone who is, and we already have arrangements with Indian, Chinese and Japanese restaurants.

To satisfy the demands of our growing Russian clientele it is anticipated that a new partnership will be formed with one of London’s leading Russian eateries within the next month.” (Since this article was written, London’s Mari Vanna restaurant was named.)

Advertising Enquiries see Page 8

APOA actually caters for very few Chinese flights as they tend to deal directly with chefs in London restaurants specializing in the food they want, but Hulme has been picking up a lot more Indian clients, and also has a number of Middle Eastern customers. “Sometimes we are asked to produce specialist Middle Eastern food in house as my chefs [ten of them] are very skilled. But if the brief is that all the passengers are Arabic and would prefer a full Arabic menu including Arabic coffee then we’ll go to a specialist restaurant for them.

I certainly know that when I travel I like to have comfort food cooked the way I would have it at home. www.AvBuyer.com

“Sometimes the client will dictate where the food comes from, so for us it’s a matter of making sure that whichever [restaurant] supplier we use, it represents our company at the same quality level as my chefs would produce. I like to encourage all of my chefs and team to think differently; to think outside the box - and that motivation has really taken off.”

Food is delivered by a specialist restaurant to Alison Price On Air’s premises where it is blast chilled and repackaged into the company’s food transportation system, prior to being sent out to the aircraft. “It’s quite a bit of work on our part to make sure that food is safe. We are also ❯ WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Inflight Catering_FinanceSept 17/09/2013 16:00 Page 3

IN-FLIGHT CATERING

TASTEFULLY YOURS’ SUSHI

legally responsible for that food and not the restaurant - so as you can imagine, it’s very important for us that we use reputable restaurants,” explained Hulme.

EATING HABITS Over in the US, Paula Kraft says that people are trying to embrace a healthier lifestyle. “Portion sizes have drastically changed, we’re now going to much smaller portions,” she observed.

The humble muffin, for example, now weighs in at around one or two ounces whereas 20 years ago it was five ounces.

“Now that we’ve seen the effects on our bodies everyone is going back to smaller portions.

“So when the flight attendants are ordering, I’m not only saving that compa-

PAULA KRAFT, TASTEFULLY YOURS

ny money but they’re also getting a smaller, lighter and healthier meal.”

With experience of high profile Arabic passengers heading back to the Middle East, Kraft says that an abundance of food choice becomes paramount. “It’s very often not a choice of two, three or four entrees - but six, seven or eight. I ask flight attendants why they’re ordering so much if there are just two or three passengers.

The answer is simple: they like lots of choice and you don’t ever want to be faced with a Sheik or a member of a Royal Family and not have what they want on board.

“If you’re talking differences in eating habits, however, then the Europeans, Middle Easterners, Russians and Asian clientele are still eating to savor their food

TASTEFULLY YOURS’ PASTRY CHEF VANESSA’S APPLE TRILOGY

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

– it’s an event in their lives and it’s something they don’t rush. Americans eat because they have to eat - it’s not normally a ritual and not an event.

“This is probably apart from the American private aircraft owners, but even they when going on a business trip are there to work - so the food onboard often reflects this. I guess it’s because the US is a fast-food culture - we’re in a hurry and we move fast,” Kraft added.

“It’s the same with table linen: we probably get three or four requests per year, with Americans preferring fiber which feels like linen or throw-away, whereas in Europe there is greater demand for real table linen. I see this as a big difference between the American market and other ❯ parts of the world.”

SHORT FLIGHT PETITE SANDWICH TRAY, TASTEFULLY YOURS

www.AvBuyer.com

Aircraft Index see Page 4

THE WORLD IS COMING

17-21 NOVEMBER 2013 The Dubai Airshow moves to Dubai World Central www.dubaiairshow.aero

#DXB13

Inflight Catering_FinanceSept 17/09/2013 11:46 Page 4

IN-FLIGHT CATERING

APOA’S TUNA NICOISE SIGNATURE DISH

DANIEL HULME, APOA

Price, product and service: you can have two of them but you can’t have all three.

A MATTER OF MONEY Kraft says much money can be saved by the client if they don’t over-order. “With a new client we will ask them what their company philosophy is on in-flight catering; do they want to run out of food, run close to running out, or do they want a lot of left-over food? Do they want to feed everyone something light or do they want them to waddle off the airplane and have to take a nap?

“Ultimately, I don’t want passengers to have a lot of leftovers and a bigger bill than was necessary. In the US a sandwich averages six to eight ounces of meat, whereas in Europe, the Middle East and Asia it’s the flavor of the bread and butter that is more important, plus a little bit of meat filling. One flight attendant said to me recently “I’ve been over to Europe and they don’t put any meat on their sandwiches”. I explained that if you’re ordering from any place outside the US you should ask how much is to be put on. If you don’t ask, you’re at fault.”

Kraft’s message is to ‘Plan ahead and save money’. She cites an example of a customer phoning in the early hours of the morning to order one bag of branded potato chips to be delivered to the aircraft. This $0.95 cent order resulted in a $40-$50 dollar invoice when the customer could probably have bought a similar brand from the FBO

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

SHORT-FLIGHT BOXED ANTIPASTI, TASTEFULLY YOURS

vending machine.

To help customers save money, Kraft’s Tastefully Yours offers the same meal at four different prices. The lowest priced meal is delivered in a zip-locked bag and is known as ‘bulk’ food. Next in the price range is ‘plated on plastic’, then ‘plated on glass’ and finally ‘plated on china’. From her experience customers are paying more than they need to if they want everything on china because “very often for a VIP flight they’ll slide the food off the plate and put it onto their own china, so they’ve paid for something that they could have bought for a lesser price. www.AvBuyer.com

“If they tell the caterer in advance they’re going to use their own china then we place a piece of wax paper under the presentation so that it slides right off our plate smoothly.”

In-flight catering prices vary at destinations across the U.S. says Kraft and its tierrating is determined by the number of aircraft departures out of that city. Atlanta is regarded as a second-tier market. Among the first-tier markets are New York, Palm Beach, Miami and L.A. The most expensive of all are the resort-tier destinations. Firsttier prices are roughly double that of second-tier, while resort-tier destinations can be four times higher than second-tier.

“Clients are looking to cut costs,” Hulme summarises. “When it comes to charter they watch their pennies, but when it’s private they tend not to. I’m a strong believer that once you get into a discounttype business model all you’re doing is competing with other companies on price.

“We say to clients – ‘Price, product and service: you can have two of them but you can’t have all three’. We do product and service. Price doesn’t come into it - we charge to maintain quality and make money.”

POINT OF CONTACT Kraft and Hulme agree that the caterer’s key contact should be the flight attendant Aircraft Index see Page 4

Inflight Catering_FinanceSept 17/09/2013 11:47 Page 5

making the trip. “We take a lot of orders from emails,” admitted Hulme but I do kind of push my staff to pick up the phone.

“Sometimes when you’re dealing with the same client all the time email works well, but flight attendants love to feel special, they’re flying on an airplane worth millions of dollars, and have discerning clients. They are our clients not the guy in the back of the airplane. As long as the flight attendant loves the food and it makes them look good with the client, they are happy and will keep coming back to us.

“We offer things like free cabin courses where flight attendants come into our kitchen and can play around with all our products and my chefs teach them some of the tricks of the trade.”

Kraft adds, “If it’s a flight attendant I’m dealing with it could take up to an hour on the phone because I want to know how they’re going to serve it, so that the meal will look its best.”

Hulme hardly ever speaks directly with the principal or his PA. “The PA speaks to the flight attendant and they are the aircraft’s PA. We have a very wealthy client who has used the same flight attendant for 15 years. He phones her directly and says, ‘We’re leaving tomorrow,’ and reels off the list of food required. The flight attendant Advertising Enquiries see Page 8

SEAFOOD PLATTER BY EXECUTIVE CHEF DOMINQUE, TASTEFULLY YOURS

has a tough enough job in not only ordering the food but cooking it and presenting it on board. If the caterer messes up, it’s the flight attendant who lands in trouble.”

DIETARY RESTRICTIONS Kraft says that a big change that has affected menus over the last five years is passenger dietary restrictions. “Food allergies are on the rise at an exponential rate. Five years ago we might have had one food allergy meal a month, now we have approximately three per day. So whether it’s true allergies, intolerances or special diet - it causes a big difference in our hanwww.AvBuyer.com

dling costs as all the kitchen equipment has to be sanitized and washed, cleaned and scrubbed again.”

Hulme agrees that special dietary food is on the increase, whether it be gluten free, lactose intolerant or nut allergies.

“With passengers with nut allergies we are very, very careful and won’t supply anything with nuts in any dish on that flight, just in case.”

Thus, the business of in-flight catering is a multi-faceted issue. Dietary requirements as well as budgetary requirements should be weighed up. Additional consieration should be given to the length of the flight and the size of the aircraft, as not all journeys are long enough to facilitate a multi-course banquet, and not all galleys big enough to allow for adequate preparation or storage of food.

Once considered, all the input should be fed to the flight attendant in advance, allowing for them to make the proper planning direct with the in-flight catering company and ensure no sour taste is left with employees or clients following the next business trip where catering is necessary.

❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com WORLD AIRCRAFT SALES MAGAZINE – October 2013

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JetNet Oct13_PAMA interview November06 17/09/2013 15:32 Page 1

JETNET >>KNOW MORE

An Analysis of the 2013 YTD Pre-owned BizJet Market Trends

by Michael Chase & Marj Rose CHART A - NEW BUSINESS JET DELIVERIES

T

1964 to 2012

1315 ‘08 New Record

1400

US Recessionary Periods

Aircraft Delivered

1200

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

1000 800

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

-49%

1 784 ‘01

600

- 62% 400

-34% 672 ‘12

“No Change Years”

578

2 3

200

2015

2012

2009

2006

2003

2000

1997

1994

1991

1988

1985

1982

1979

1976

1973

1970

1964

0 1967

he year 2012 was a success for our industry in many ways. So now that we are more than half way into 2013, what is the current market outlook? Our hope is that the upward trend recorded in 2012 for the Pre-Owned Business Jet market along with improvements in the world economy would continue to push more new aircraft purchases.

We continue to see a buyer’s market environment with Pre-Owned ‘For Sale’ inventories running at around 13%. Over the following paragraphs of this month’s JETNET >>Know More, we will examine in greater detail the industry’s progress so far in 2013.

1 = growth; 2 = no change; 3 = decline Source: Bus Av Week; GAMA; Analysis and presentation by Chase & Associates

NEW BUSINESS JET DELIVERIES Before jumping into this review a little perspective on New Business Jet deliveries from 1964 to 2012 (including seven different U.S. Recessionary periods) is worthwhile.

Historically, there was a period of flat industry trending, which we have labeled the ‘No Change Years’ that ran from 1983 to 1994 (see Chart A, top, right).

The market essentially suffered a 17-year trough after a 1981 peak, followed by a highflying ‘see-saw’ period in the late 1990s/early 2000s. 2012 deliveries, as a result of the economic slump only exceeded 1981’s deliveries by 16%, but now we look ready for recovery…we hope!

NEW VS. PRE-OWNED BUSINESS JET MARKETS New and Pre-owned worldwide business jet delivery cycles have certainly followed different trends during this recent downturn, as depicted in Chart B (right). Historically, there has been a one-year lag in the recovery of new business jet deliveries versus pre-owned sale transactions. Our chart shows the overall global market trends from 2001 to 2012 for both new deliveries and pre-owned sale transactions.

New aircraft orders are based on the successful sale of existing aircraft in the pre-owned market. New purchases are often coupled with sales or trade-ins of existing

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

CHART B - NEW & PRE-OWNED JET CYCLES New and Pre-owned Business Jet Delivery Cycles are different……...

2400 2200 2000 Worldwide 1800 New Deliveries 1600 1400 vs.

Pre -owned Sale 1200 1000 Transactions 800 600 400 200 0

NEW RECORD

1,466 ‘01

782 ‘01

2,181 ‘07

Pre-owned 1,315 ‘08

518 ‘03

Source: JETNET; GAMA - New; JETNET Pre-owned Whole & Lease; Presentation and Analysis by Chase & Associates

1,539 ‘09

New

2,240 ‘12

672 ‘12

Year

TABLE A – 1H NEW BUSINESS JET DELIVERIES

TABLE A - 1H NEW BUSINESS JET DELIVERIES

New Business Jet Deliveries 1st 6 Months 2009 2010 2011 2012 2013 104 82 69 75 84 57 56 46 40 65 153 74 69 87 52 29 60 31 33 41 26 45 19 34 29 39 27 21 16 6 2 3 2 6 3 4 8 3 4 3 414 355 260 295 283

OEM Bombardier Gulfstream Cessna Embraer Dassault Falcon Hawker Beechcraft Boeing Airbus Total Source: GAMA

www.AvBuyer.com

Aircraft Index see Page 4

JetNet Oct13_PAMA interview November06 18/09/2013 10:50 Page 2

TABLE B – 1H PRE-OWNED BUSINESS JET DELIVERIES

JETNET >>KNOW MORE

TABLE B - 1H PRE-OWNED BUSINESS JET TRANSACTIONS Pre - owne d Full Re t ail Sale T ransact ions 1 st 6 Mont hs

LEARJET CHALLENGER

Bombardie r T ot al Hawker Beechcraf t Gulfstream Dassault Falcon West wind Embraer Eclipse Astra Sabreliner Boeing Airbus Ot her

Ultimately, business jets are showing a slow start in the first seven months of 2013 with a 6.4% decrease in pre-owned sale transactions. ❯ They are also taking more time to sell (36 Advertising Enquiries see Page 8

T ot al

375

425

364

-6 1

132

122

137

110

-2 7

34

61

66

74

72

-2

6

14

27

21

15

-6

141

207

215

232

197

-3 5

100 66

141 90

168 110

164 117

183 122

75 11

84 19

93 12

127 13

110 29

7 13 3

15 14 7

18 17 8

29 18 8

28 12 7

19 5 -1 7 16 -1 -6 -1

9 0 2

8 8 1

13 1 4

8 4 1

7 4 1

-1 0 0

10

4

3

8

9

639

890

1 , 0 43

-6

1 , 156 1,068

-8 8

Source: JETNET

TABLE C

TABLE C

Pre-owned Business Jets July 2013 2012 Change % In Operation 19,194 18,704 490 2.6% For Sale 2,521 2,521 0 0.0% % For Sale 13.1% 13.5% (-0.4) pt January to July Fleet 2013 2012 Change % Full Sale Transactions 1,263 1,349 -86 -6.4% Average Days on Market 411 375 36 9.6% Avg. Asking Prices -$USD mil $4.952 $4.462 $0.490 11.0% Fleet

Source: JETNET

CHART C - PRE-OWNED JET “FOR SALE” INVENTORY Months of July 2005 to July 2013 For Sale

2,700.0

Percentage For Sale

2,400.0

20.0%

5 yr. avg. 2,632

3,000.0

18.0% 16.0%

4 yr. avg. 1,757

14.0%

2,100.0

12.0%

1,800.0

10.0%

1,500.0

8.0%

1,200.0

6.0%

900.0

4.0%

600.0

2.0%

300.0 0.0

Percentage For Sale

For Sale

3,300.0

0.0%

Jul. '05 Jul. '06 Jul. '07 Jul. '08 Jul. '09 Jul. '10 Jul. '11 Jul. '12 Jul. '13

For Sale 1,640 Percentage For Sale 12.6%

1,727 12.6%

1639 11.2%

2021 12.8%

2961 17.7%

2616 14.9%

2539 13.9%

2521 13.5%

2521 13.1%

Source: JETNET; Presentation and Analysis by Chase & Associates

CHART D - PRE-OWNED JET ASK PRICES

“Retail Sale Transactions”vs. vs.“Average “Average Asking “Retail Sale Transactions” AskingPrice” Price” January 2004 to July 2013 12 Month Moving Trends 3,000.0

$7.00

$6.65m

2,800.0

Retail Sale Transactions

FULL SALE TRANSACTIONS VERSUS AVERAGE ASKING PRICES

2013

288

101

GLOBAL

RECOVERY SHAPE? As we reflect on Tables A, B and C the big unknown is what will be the shape of this recovery? Will it be a ‘V’ shaped, ‘U’ shaped, or ‘L’ shaped recession for new business jet deliveries? The pre-owned market has followed the classic ‘V’ shaped pattern (see Chart B), but the New Business Jet portion of the market has not yet clearly shown its recovery shape. Stay tuned!

As we turn the calendar past the mid-point of 2013, Table A (bottom left) reflects the First Half (1H) new business jet deliveries by OEM over the past five years. 1H 2013 new business jet delivery results are down 4.1% compared to 1H 2012.

Table B (top, right) reflects 1H pre-owned business jet deliveries by OEM over the past five years. 1H 2013 pre-owned business jet delivery results are down 7.6% compared to the 1H 2012. The largest declines in the preowned sale transactions are from Cessna and Learjet when 1H results are compared for 2013 with 2012. These results are indicative of the prevailing weakness today in the small and medium cabin jet sectors.

The updated YTD January to July 2013 preowned business jet market results compared to 2012 are presented in Table C (right), showing that we are seeing less of a decline in the YTD transactions from 7.6% to 6.4% as we move into 2H 2013.

Perhaps the most surprising number in this table is the ‘for sale’ inventory total. There was no change in the total number of ‘for sale’ business jets (2,521) in July 2013 compared with July 2012. Of course, there were business jets ‘for sale’ that were added as well as taken off the market in the past 12 months, but somehow the exact same number was recorded in inventory. In addition, that level of inventory has not changed much over the past three years, as shown in Chart C (right).

2012

209

2009 2010 2011

OEM Cessna

Change 2 0 1 3 / 2 0 12

$6.75 $6.50

2,600.0

$6.25

2,400.0

2,186

2,200.0

$6.00 $5.75

$5.50

2,246

2,000.0

$5.25 $5.00

1,800.0

$4.75 $4.50

1,600.0 1,400.0 1,200.0

$4.85m

$4.25

$4.27m 12-Month Moving Total Retail Sale Transactions

$4.00

1,405

$3.75

12-Month Moving Average Asking Price

$3.50

1,000.0 800.0

Avg. Asking Prices $mil

equipment. Thus, a single new purchase can often result in added availability and sales of at least one additional aircraft per sale, and often more.

Questions about the recovery still linger. A common feeling is that we are just not there yet. However, our analysis suggests that the industry is on the right track. From the Buyer’s point of view, the current market is a good time to buy a pre-owned business jet. It is still a Buyer’s market, with ample inventory of most business jets that are at near-record low average asking prices.

$3.25

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

$3.00

Year

Source: JETNET; Presentation and Analysis by Chase & Associates

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

131

BAM October_Layout 1 18/09/2013 15:34 Page 1

BROMMA AIR SALES Bromma Air Sales presents following aircraft for sale.

Please do not hesitate to contact us if you need more information about these objects or visit www.bamsales.aero.

Citation Mustang

Please visit www.bamsales.a ero for more details !

s/n 49

2007 Citation Mustang s/n 49 - EU OPS. Power Advantage + and Pro Parts. Pampered aircraft! Make offer!

Eclipse

s/n 97

2007 Eclipse s/n 97 - Avio NG 1.3 and Upgraded Combustion Liners for FL410 operation. Asking Price: 795.000 USD.

Bromma Air Sales AB Hangar 4, Stockholm Bromma Airport, 168 67 Bromma, Sweden. Phone: +46 8 566 190 00, fax: +46 8 566 190 90 Direct phone; Gunnar Samuelsson: +46 708 80 44 77, Jonas Sundberg: +46 708 19 64 62. Web: www.bamsales.aero

JetNet Oct13_PAMA interview November06 18/09/2013 10:50 Page 3

JETNET >>KNOW MORE days) than last year on average, with an 11% increase in average asking price compared to the same period in 2012 (Chart D, previous page). July was the third consecutive month this year that has seen an increase in the YTD average asking price.

The average pre-owned asking price on a 12-month moving average over the past 24months remains in the $4.50m to $4.85m price range. The current trend shows that both lines (transactions and average asking prices) are headed to meet each other again after almost a two year period of not knowing what market correction will be taken next.

Most industry analysts believe that 2012 was the inflection point. Currently, 2013 new business jet deliveries and pre-owned sale transactions are below the YTD 2012 numbers by 4.1% and 6.4% respectively.

• The pent up cash and demand in the U.S. may cause the pre-owned market to “pop” more quickly than it did in 2003-2004.

• Prices are depressed to historic lows.

• The worldwide demand for aircraft (not just the U.S. anymore) may also cause the pre-owned market to likely recover more quickly than we presume.

• During the last market recovery in 2003, it took approximately three years for prices to fall, reach bottom, languish, and then BEGIN to increase (from April 2000 of the dot.com crash to mid-2003 when prices slowly started upward). We are now at about the five-year mark since values began to drop in mid-2008.

• During the last market recovery in 2003, it took approximately five years for prices to go from their low to their high (mid-2003 to mid-2008).

SUMMARY As we reflect upon the current market conditions we are experiencing in 2013, we recall some sage advice received from Joseph Carfagna, Jr. – Leading Edge Aviation Solutions at an industry conference last year.

• U.S. corporations and wealthy individuals have a stockpile of liquid cash available to purchase.

Advertising Enquiries see Page 8

The one missing ingredient, as Mr. Carfagna put it, remains the same: “CONFIDENCE”…

Confidence from aircraft buyers and potential buyers holds the key to picking up the pace in both the pre-owned and new business jet markets.

We will continue to track the industry’s progress and hold on to the slow, but sure

www.AvBuyer.com

market improvements we are making in 2013. ❯ For more information: • Michael Chase is president of Chase & Associates, and can be contacted at 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com or www.avdatainc.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

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

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Hobby LossOct13_Gil WolinNov06 18/09/2013 17:16 Page 1

HOBBY LOSS RULES

Game Over: Private aircraft expense deductions disallowed under Hobby Loss Rules.

by Gary I. Horowitz

d Heinbockel, one of the creators of the classic “Leisure Suit Larry” video game series, had a case in the U.S. Tax Court. Like the title character Larry, Mr. Heinbockel did not prevail, as the Tax Court determined that he engaged in private aircraft activity “not entered into for profit” under the “hobby loss” rules, resulting in the denial of aircraft tax deductions, plus penalties and interest.

E

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“LOVE FOR FLYING” Ed owned and ran a company (Visual Purple, LLC or ‘VP’) that developed 3-D training simulations for the Department of Homeland Security and other government agencies. When VP won a contract with Homeland Security in 2004, Ed, a pilot since the age of 17, saw an opportunity to combine his professed “love for flying” with VP’s business. Ed purchased an aircraft for the claimed business purpose of providing trans-

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portation services to VP. Ed reported his aircraft expenses on his IRS Form 1040, Schedule C, and called the aircraft business “Collective Flight,” but the activity never really got off the ground.

Ed occasionally flew the aircraft to transport himself for VP-related trips, but often did not seek reimbursement from VP because of VP’s cash flow problems.

Collective Flight had no other revenue sources, and it generated net losses every

Aircraft Index see Page 4

Hobby LossOct13_Gil WolinNov06 18/09/2013 17:17 Page 2

year. The IRS disallowed all of the losses from Collective Flight for 2005 through 2007 because the activity was “not entered into for profit”.

■

NO “LOVE FOR FLYING” Under Internal Revenue Code Section 183 “hobby loss” rules, tax deductions are generally disallowed when an activity is “not engaged in for profit.” Whether an activity is “not engaged in for profit” is a facts and circumstances test, and the IRS auditor will generally look at nine factors to determine whether a taxpayer has a profit objective: (1) the manner in which the taxpayer carried on the activity; (2) the expertise of the taxpayer or his advisors; (3) the time and effort expended by the taxpayer in carrying on the activity; (4) the expectation that assets used in the activity may appreciate in value; (5) the success of the taxpayer in carrying on other similar or dissimilar activities; (6) the taxpayer's history of income or losses with respect to the activity; (7) the amount of occasional profits, if any, which are earned; (8) the financial status of the taxpayer; and (9) the presence of personal pleasure or recreation.

Based on these factors, the Tax Court easily concluded that Ed did not engage in the Collective Flight activity for profit, and denied the tax deductions in excess of Collective Flight’s income. As determined by the Tax Court: ■ Ed did not conduct Collective Flight in a businesslike manner. When he bought the aircraft, the loan documents specifically stated that he was going to use it for “personal” purposes; ■ Ed failed to keep complete records. There were no written contracts between Collective Flight and VP—his only alleged customer; ■ Ed did not institute changes in an effort to earn a profit, after realizing that Collective Flight could not make a profit from servicing VP; ■ Ed did not seek guidance from industry experts. Ed relied on “intuition” and his

Advertising Enquiries see Page 8

■ ■

■

casual conversations with some pilots and aircraft brokers; Ed did not devote significant time to the aircraft activity. He claimed he spent 10 hours per week with Collective Flight, but had no records to support his administrative hours; The aircraft was not expected to appreciate in value, and ultimately was sold at a loss; Ed's history of income and losses with respect to Collective Flight did not come close to generating a profit during any year at issue. Ed admitted that he knew he had a dying business model; and The presence of Ed's personal passion to pilot planes weighed heavily against him. As Ed testified, "I love to fly. I'll be real up-front about that. Flying’s always been a passion of mine.”

Based on these factors, the Tax Court denied Ed’s tax deductions for his aircraft activity, and upheld the IRS-imposed 20% accuracy-related penalty for tax underpayment.

LESSONS LEARNED Unfortunately, Ed’s case is a study on what not to do with private aircraft and taxes. The main lessons are: ■ If you are going to take tax deductions on an aircraft, you need to consult with a tax advisor. The Tax Court looked unfavorably at the fact that there was no evi dence that Ed had any discussions with lawyers, accountants, or any other aircraft experts or advisers about the potential profitability of the aircraft.

■ The details are important. If you buy an aircraft for business use, your loan documents should not state that the aircraft was purchased for personal purposes. If you are leasing an aircraft, there should be a written lease and invoices or other evidence of billing, adequate books and records, and charge arms-length rates to charter customers. Collective Flights records were too spotty for the Tax Court to determine that it carried on in a busi-

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nesslike manner. Ed also used the aircraft for personal purposes, and should have made an attempt to allocate the aircraft expenses between his personal and business use of the aircraft.

■ Don’t talk so much (but be cooperative).

Through the course of the audit, Ed told the IRS Revenue Agent everything that the Agent needed to deny Ed’s aircraftrelated tax deductions under the “hobby loss” rules. If you are going to talk, be consistent. Ed testified that he “built spreadsheets,” but the Tax Court found this to be inconsistent with the evidence of only a one-page “pro-forma” spreadsheet that Ed admitted was done in a “stream of conscious[ness].”

Notwithstanding Ed’s loquaciousness, the Tax Court determined that Ed was not sufficiently cooperative during the audit, and refused to provide documents to the IRS Revenue Agent.

Happily, Ed is not someone to ultimately worry for. He took a large tax deduction for the aircraft in 2004, and it appears that the IRS could not challenge that tax deduction because of the statute of limitations. Also, Ed and his wife are - in the words of the U.S. Tax Court - “a happy couple possessed by entrepreneurial spirit.” Nevertheless, better tax planning and recordkeeping would have served him well.

❯ Gary I. Horowitz is Special Counsel with the Washington, D.C. law firm Wiley Rein LLP, representing private and commercial aircraft operators, owners, lessors and financiers in structuring the sale, acquisition, ownership and operation of aircraft, and providing federal tax and state sales and use tax planning services. Gary can be reached at Tel: +1 703-9052845, email: ghorowitz@wileyrein.com.

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Airspace Improvements_FinanceSept 16/09/2013 16:06 Page 1

AIRSPACE FOCUS

Airspace Operational Improvements

A global review of airspace integration efforts.

by Ken Elliott

here improvements are underway, airspace integration is still a regional focus but with a global goal. Many emerging economies have innovative civil aviation networks under construction and in some cases are transitioning from military to civil jurisdiction, albeit with limitations imposed.

When upgrading existing air traffic systems and user technologies there is an extra step not present with new construction.

Few governments can afford to replace existing systems carte blanche so they implement incremental adjustments to the existing infrastructure building upon - and yet still relying on - tried and tested ways of managing flight operations. When constructing a new civil airport, for example, a state can leverage on the latest of technolo-

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gy and operational procedures from the start.

The US and Europe lead the way with their NextGen and Single European Sky (SES II) programs respectively, when it comes to major changes to long standing airspace infrastructures. China stands out as the leader in the new construction category. Meanwhile the International Civil Aviation Organization (ICAO) headquartered in Montreal, acts as the United Nations of airspace guidance across the world with its 191 nation membership.

Because we are not yet a truly global airspace there are many complications, interpretations and variations when it comes to aircraft operations. As we merge closer to a common goal, ICAO is actually playing a more significant role. Many leading aviation nations are actively involved in its www.AvBuyer.com

international effort.

For day-to-day operations, smaller nations often mirror or take cues from the long-established leaders such as the Federal Aviation Authority (FAA), European Aircraft Safety Agency (EASA) or the European Organization for the Safety of Air Navigation (Eurocontrol) with its 40 member states, while staying in line with ICAO guidelines.

This is partially a legacy from colonial days, and mainly it makes good sense when many aircraft either originate or operate in the world’s leading nations.

Both NextGen and SES II have their issues. The issues migrate to all levels of both far-reaching programs, but from a high-level perspective perhaps the largest for NextGen is US government sequestration impacts, and for SES II plan B (or SES II+), national interests and union-based resistance.

Aircraft Index see Page 4

Airspace Improvements_FinanceSept 16/09/2013 16:07 Page 2

OPERATIONAL FOCUS When it comes to Business Aviation and flying globally, there is much to know so understanding your resources for information is fundamental. Here are some of the primary resources when it comes to international operations: • National Business Aviation Association (NBAA); www.nbaa.org • International Civil Aviation Organization (ICAO); www.icao.int • Aircraft Electronics Association (AEA); www.aea.net

•

• •

Single European Sky II+ (SES II+); ec.europa.eu/transport/modes/air/ single_european_sky EUROCONTROL; www.eurocontrol.int

FAA NextGen Implementation Plan (NGIP);

C at FANS ADS B ADS B ADS B ADS B ADS B ADS B ADS B ADS B ADS B FANS FANS FANS FANS FANS FANS

T able A: Known current and future mandates with dates and exemptions O peration R egion D ue Date E xemption 1 E xemption 2 Link 2000+ EU Feb 2015 FANS 1/A Older A/C ADS B Out Australia Dec 2013 <FL290 ADS B Out Hong Kong Dec 2013 Off AW L642 Off AW M771 ADS B Out Hong Kong Dec 2014 <FL290 ADS B Out Singapore Dec 2013 <FL290 Unaffected AW's ADS B Out Vietnam Dec 2013 <FL290 Unaffected AW's ADS B Out EU Cascade Jan 2015 New <12500LBS Older aircraft ADS B Out EU Cascade Dec 2017 <12500LBS <250 KTAS ADS B Out US Jan 2020 <FL100 ADS B Out China Projected 2018 TCAS 7.1 EU March 2012 Retrofit older A/C TCAS 7.1 EU Dec 2015 Data Link Recording EU 2014 Existing A/C Data Link Recording Mexico 2015 Existing A/C Data Link Recording US Existing Non-CPDLC A/C FANS 1/A North Atlantic Jan 2013 Out of FL360 track Out of FL390 track FANS 1/A North Atlantic Jan 2015 >FL 410 Out of all tracks FANS 1/A North Atlantic Jan 2015 Out of FL350-390? Out of all tracks

In’ will allow other aircraft to receive and display the surveillance data. The FAA plans for all ground stations to be in place by 2014.

www.faa.gov/nextgen/implementation

•

FAA NextGen Performance Snapshots (NPS); www.faa.gov/nextgen/snapshots

There are typically four major categories of operations that receive most of the current focus: • Navigation - Performance Based Navigation (PBN) • Surveillance - Automatic Dependent Surveillance (ADS-B) • Communication - Future Air Navigation System (FANS) or Data Communication • Air Traffic - Air Traffic Management (ATM).

TCAS 7.1: Traffic Collision Avoidance System version 7.1 provides updated avoidance when confronting non-equipped aircraft, or if an aircraft ignores a resolution advisory (or ATC instruction) in an avoidance situation. Version 7.1 reverses the resolution if either instance occurs.

FANS 1/A: Future Air Navigation that includes datalink communication over Iridium or Inmarsat as well as VHF (see Link 2000+). Aircraft position reporting via ADS-C (Contract) and other data via CPDLC. FANS will require training and a Letter of Authorization.

GLOBAL MANDATES Encapsulated in Table A (above right), these four categories of operations are broken out where planned mandates apply and exemptions are provided.

The specific sub elements of these categories are very complex and outlining the primary ones demonstrates this: LINK 2000+: Protected Mode Controller Communication Data Link Communication (PM-CPDLC) using VDL Mode 2 via VHF datalink for communication above FL285, replacing standard voice. All first time Certificate of Airworthiness aircraft after January 2014 cannot have FANS as an exemption.

Out of the four above categories, only two have global sets of mandates. PBN (although a major area of airspace improvement) typically is optional to the user and actively being embraced by commercial operators.

RNP, a subset of PBN, is a precision of navigation category and applies to different airports and operators based on equipage and operational approval.

GBAS, another subset of PBN, is specific

FIGURE 1: MEASURING US NEXTGEN

PBN Data Link Recording: When an aircraft is equipped for CPDLC and has a CVR, plus FDR the data must be recorded on the CVR. This usually means an update to most aircraft CVRs. ADS-B Out: Automatic Dependent Surveillance replacing ground-based radar with automatically reported aircraft speed, position and direction along with existing data from transponders and WAAS equivalent GPS information. The planned ‘ADS-B Advertising Enquiries see Page 8

to a runway-airport and operator based on ground and aircraft equipage along with operator approval. Eleven are currently in operation within the US. In the US WAAS-LPV (or LP), yet another subset of PBN, is an enormous success story.

On July 25, 2013 there were 3,173 full LPV approaches - a number that far exceeds the existing 1,283 US Cat I ILS. Of all the elements of NextGen, this approach capability, primarily embraced by Business and General Aviation, truly is a shining beacon.

ATM is the ground-side of aviation infrastructure and implements improvements to specific timelines or goals, based on funding and prioritization. The far reaching ATM goals within the US will significantly reduce delays and environmental impacts.

However, along with the aircraft they control there is really only success if the migration of ATM changes is widespread. Further, many of the airspace categories are integrated and require simultaneous implementation.

This may create a Catch 22 situation within a budget-constrained environment.

Some of the primary areas of ATM focus are surface and multiple runway operations, time-based flow and separation management, oceanic and wake control, on-demand and weather services and the core infrastructure.

Of course the ATM side of PBN, ADS-B ❯

Low Visibility

ATO Improvements

ADS B

Data Comm

www.AvBuyer.com

Predictability

+ _ 133 OPERATIONAL IMPROVEMENTS

RTCA Proposed Tasking

Capacity

Access

Efficiency

Jetcraft - Ken Elliot WORLD AIRCRAFT SALES MAGAZINE – October 2013

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AIRSPACE FOCUS and Data Comm are equally important.

Recent sequestration impacts in the US have driven a prioritization agenda that could see more focus in specific areas that provide the biggest bang for the buck, so to speak.

Although still a work in progress it is clear that PBN-related activity may receive the most short-term attention. Internationally similar constraints are in play and priorities being set, for example, by SES to SES II Plan B (or II+).

PLANNERS SEEK WAYS TO INTEGRATE UAS INTO NATIONAL AIRSPACE

WEATHER-RELATED OPS Previous articles in this publication have covered another important area of future operations, centered on low visibility. Because this is currently best equipped, best served and embraced chiefly by Business Aviation, there is not the attention given as provided for other areas of airspace operations where funding is a prerequisite and Airlines dominate.

Note that funding does not apply only to the infrastructure. Airlines are seeking funding incentives from the governing authorities as they internally digest new airspace impacts.

It is important to note that weather-related events are the largest cause of air traffic delays as witnessed by the seasonal cycle of airport congestion. Many of the airspace improvements address elements of weather delay concerns, but we are far from a satisfactory resolution on a national scale.

Lastly, it needs to be reinforced that airspace improvements (regional or global) typically require the majority of users to be engaged with equipage and the approvals to operate. Without a large section of the aviation community embracing improvements they cannot be effective at all.

A NEW ELEMENT OF AIRSPACE OPS While governments around the world grapple with the sensitivities around unmanned aircraft, planners are seeking ways to integrate unmanned aircraft systems (UAS) into their national airspace. This is not an issue around UAS activity below regular air traffic, or the use of UAS under 55 lbs weight (for those there are other airspace concerns and greater issues around privacy protection). This is all about UAS that involves unmanned versions of, or new designs similar to, full-size aircraft as flown in today’s airspace.

Integration of UAS is a multiple-step program that is only in its infancy with test locations or areas being created while funded university programs slowly gear-up.

NASA and others have well-developed projects either completed or in work, that outline UAS NAS integration. However no-one has yet successfully certified and obtained commercial operational approval for a large

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unmanned aircraft in a country's national airspace, operating in a standard category of airworthiness.

While mostly public money continues to drive the UAS commercial momentum it will take a private investor with savvy to break the barrier of a truly commercial or private operation equivalent to today's manned aircraft ops.

Meanwhile consensus groups like RTCA's new SC228 representing broad sectors of both the unmanned and manned aviation community are creating solid Minimum Operational Performance Standards (MOPS) as a guideline that aviation and other authorities can eventually use to navigate the murky future of UAS airspace integration.

MEASURING AIRSPACE IMPROVEMENTS For around two years under tasking from the FAA, RTCA has been advising on NextGen implementation as well as ways to measure it.

This has proven to be a momentous task as there are many elements to consider (refer to Figure 1, previous page).

In 2012 the US Congress required the FAA to report on 12 performance metrics. Just one of those is fuel burn between key city-pairs.

The RTCA has expended considerable effort much voluntarily - by its members, providing recommendations. The final report presented to RTCA's NextGen Advisory Council (NAC) last month includes a reliable metric for fuel burn calculations and a recommended set of city-pairs. It was assembled after months of Airline and other operator contributions to a prototype effort. The use of modeling and direct fuel burn was explored.

In the background are many efforts at monitoring airspace improvements. ICAO uses Key Performance Areas and this formed the basis of RTCA's Task Force 5 (and later NAC) effort, a good example in international collaboration.

IN SUMMARY Airspace improvements across the world are providing significant benefits to specific usergroups. ICAO has embraced its role as the principle guidance source for international www.AvBuyer.com

operations and the FAA still leads the pack with its implementation of an overall plan for a national airspace upgrade providing sequestration has only minimal impacts. The FAA's lead may be maintained while Europe's SES II+ struggles to gain consensus as a rapid solution for the inability of member states to meet SES December 2012 objectives.

Australia is a bright star in its proactive engagement in ADS-B, PBN and Data Comm technologies and their operations, while China attempts to shortcut some infrastructure in its new airport construction by embracing the latest in airborne equipage and operational procedures.

As authorities wrestle with the business case to receive infrastructure funding and convince operators to equip, they are faced with the looming task of UAS integration.

Environmentalists still have a significant lobbying influence, for example, in noise abatement and fuel efficiency efforts underway. Environmental impact surveys (EIS) for new PBN approaches, while necessary, dramatically delay implementation.

These are exciting times for the future of Business Aviation as best-equipped-bestserved operators harness the benefits. Sellers and buyers of aircraft have a lot of due diligence to consider when reviewing potential trades, re-equipage, and operational capability, especially based on the region(s) of expected operation.

❯ Ken Elliott is an

avionics veteran of 40 years and more recently focused on NextGen. His work within the NextGen Advisory Council sub-committees brings him close to current and intended development effort.

Equally, his specialization in low-vision operations provides a deeper insight into one of the pillars of NextGen. Ken has served the aviation industry on three continents from light GA to large corporate aircraft. His current employer Jetcraft is a leading aircraft brokerage company with worldwide presence. ❯ More from www.jetcraft.com, email: kenelliott@jetcraft.com Aircraft Index see Page 4

Heli Asset / Avpro October 18/09/2013 17:32 Page 1

Regulatory Update_Gil WolinNov06 16/09/2013 17:12 Page 1

REGULATORY ENVIRONMENT REVIEW

Legislation & Regulation A few steps forward and a few steps back...

by Dave Higdon n late August the Federal Aviation Administration (FAA) published its final rules on requests from operators to block their aircraft's data from the Aircraft Situation Displays for Industry.

The action marked a big win for Business Aviation operators with concerns about competitiveness, privacy and security.

It was a long time coming. It was a conclusion long-sought by Business Aviation interests. And it literally required an Act of Congress: House Resolution 2112, formally known as ‘‘Consolidated and Further Continuing Appropriations Act, 2012,’’ which provided the U.S. Department of

I

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Transportation’s appropriation for the balance of fiscal year 2012. Section 119A of that statute provided that: “Notw ithstand ing any other provision of law, none of the fund s mad e available und er this Act or any prior Act may be used to implement or to continue to implement any limitation on the ability of any ow ner or operator of a private aircraft to obtain, upon a request to the Ad ministrator of the [FAA], a block ing of that ow ner’s or operator’s aircraft registration number from any d isplay of the [FAA’s ASDI and NASSI] d ata that is mad e available to the public, except d ata m ad e available to a Governm ent agency, for the noncommercial flights of that ow ner or operator.”

www.AvBuyer.com

Now, note the date of H.R. 2112....

Previously, the FAA sought to end BARR and owners' ability to have their aircraft's movement blocked from public display; Congress cut off their funding to end BARR and essentially instructed the FAA to find a way to make it work – a way that satisfied users more than bureaucrats.

Even with explicitly vague instructions on accomplishing that desired outcome, the FAA still took nearly two years to follow through.

While it may seem like a long time, in reality it happened in a relative eye-blink in the glacial pace of congressional and regulatory action – and only with political pressure, checkbook leverage, lobbying and letter-writing.

Aircraft Index see Page 4

Regulatory Update_Gil WolinNov06 16/09/2013 17:12 Page 2

REGULATORY ENVIRONMENT REVIEW

The result also stands as a singular example of the influence of the still-relatively new General Aviation Caucus which numbers well over 200 members of the House and Senate. But this result scratches only the surface of the many issues of concern to the Business Aviation community, specifically, and General Aviation in general. Many other issues exist that give the alphabet groups unending reason to exist. Consider the following topics pending or in play…

FAR 23 RE-WRITE Among the most-coveted government actions is to see Congress act on a pair of bills that seek to force the hands of the FAA and streamline the certification process for FAR Part 23 aircraft – the “light” end of General Aviation that extends from the smallest normally certificated piston aircraft up through most of the turboprop fleet and into the business jets up to 12,500 pounds.

There’s nothing light about the issue! The complexity and costs of certificating the simpler aircraft continues to increase far beyond the rate of inflation, holding back new aircraft sales and, in turn, the growth of Business and General Aviation.

With a recently completed top-to-bottom review of FAR 23 certification requirements, sympathetic members of Congress seek to move the process forward at a commanded pace through complementary pieces of legis-

Advertising Enquiries see Page 8

lation first introduced in the House of Representatives and then the Senate. No less than the future of General Aviation hinges on the outcome, industry members and lawmakers predict.

In June the Part 23 Reorganization Aviation Rulemaking Committee (Part 23 ARC) released recommendations developed by its many industry and government members under a charter authorizing its organization in August 2011. In the world of government regulation the ARC members performed their job and released their recommendations relatively quickly.

All involved knew that the next challenge awaited, moving the FAA forward to poll the community through a laborious Administrative Procedures Act regulatory rulemaking process: Publish specific proposals; review the resulting public comments; then what…? Issue revised NPRM (Notices of Proposed Rulemaking) or publish final rules based on the FAA's response to the ARC recommendations and its initial NPRM… “This could take years to implement,” noted one understanding, but realistic association executive, “if the FAA moves at all!”

Wichita's Rep. Mike Pompeo (R, KS-4) introduced “The Small Aircraft Revitalization Act of 2013” (H.R. 1848) to call on the FAA to adopt the consensus-based, design-specific performance requirements for FAA certifica-

www.AvBuyer.com

tion the ARC recommended. The bill initially drew 25 co-sponsors (a number that's grown significantly through the growing General Aviation Caucus). Across the capital in the Senate, Sens. Amy Klobuchar (D-MN) and Lisa Murkowski (R-AK) introduced S.1072, a bill similar to Pompeo's, with the same expressed goal: simplifying certification of Part 23 airplanes and, in turn lowering the costs of new aircraft and the systems they use.

With the pilot population shrinking by about 10,000 a year and prices increasing faster than inflation, aviation groups from AOPA, EAA, GAMA and NBAA – participants and supporters of the ARC – are supportive of the lawmakers' efforts and want to see the bill become law this year. So far the bills have won broad support - and passage, even in today's highly divided Congress, appears likely.

ASDI BLOCKING As noted above, the FAA recently released its proposal for restoring a new program to allow operators to choose to block the display of their aircraft registration numbers from a system that allows real-time public display of the aircraft's movements.

It's been a long, and at times, contentious struggle that required congressional intervention to reverse a unilateral decision by FAA to end the system that allowed blocking ❯

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Regulatory Update_Gil WolinNov06 16/09/2013 17:14 Page 3

REGULATORY ENVIRONMENT REVIEW

Regardless, aviation services and the FAA's non-ATC operations would take a major hit in any accompanying default or government shutdown...

the tail numbers. Now industry focus shifts to assuring smooth and timely implementation.

FAA FUNDING & SEQUESTRATION The US continues to operate a government without the benefit of the normal processes of authorizing and appropriating funding, and as of this writing the chambers of Congress and the White House appeare headed toward another crisis, similar to the self-inflicted one of the summer of 2011 that gave us today's sequestration and all the complications and controversy it brought.

Some members of the House majority are again threatening a government shut-down and to block an increase in the government's borrowing authority unless the Senate and White House agree to allow de-funding of the Patient Protection and Affordable Care Act (what has become known as “Obamacare”).

The odds of concurrence by the Senate and White House are considered nil – and significant numbers of the House majority are warning against such intransigence. But after the showdown of 2011, which resulted in a downgrading of the nation's credit rating, no one seems to be betting the house on either outcome.

Regardless, aviation services and the FAA's non-ATC operations would take a major hit in any accompanying default or government shutdown – to the detriment of all of aviation.

USER FEES A non-starter past, present and future, the aviation community – the non-Airline part – remains united and determined to see usagebased excise taxes remain the funding mechanism for most FAA operations. The community continues to support a general-fund con-

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tribution in line with the vast public benefit of non-Airline aviation and the government's own use of the airport and airways system.

The Obama administration, like every presidential administration dating back to the late 1970s, has proposed user fees for all but the non-turbine operators who use the system, exempting the light-business segment that predominantly flies piston-powered aircraft. But the divide-and-conquer approach remains a unite-and-oppose catalyst, with only the membership of Airlines for America – the Airline trade group – supportive of any user fees scheme.

CBP DETENTION OF PRIVATE PILOTS Federal agents with Customs and Border Protection, with the help of local law enforcement officers, have been stopping and searching General Aviation aircraft around the country without satisfactory explanation, or apparent legal authority: No search warrants; no probable cause shared; no explanations; and no apologies. The aviation community is losing patience, because in some instances the alleged trigger for the detention was legal.

For example, in one instance a sailplane pilot was jailed overnight because local authorities responded to a complaint about him soaring over a powerplant – completely legally. In others, individual pilots, flying on personal business or for personal travel, were met at gunpoint, intimidated into submitting to arguably illegal searches, detained for hours – and when nothing untoward was found ultimately released with no explanation, apology or even a lame rationalization.

AOPA and NBAA offer advice amid an ongoing effort to protect pilots’ rights. And all sources urge pilots to state their objections politely and absent confrontation www.AvBuyer.com

(particularly in the face of armed officers with weapons drawn). At some point the pilot who is stopped will have the resources and support to challenge these arguably unlawful searches – but it's conceivable, in the ongoing post-9/11 era that it may take another act of Congress to reaffirm that flying an aircraft does not mean losing one’s constitutional rights.

PARTICIPATION NEEDED “Constituents rule”. Such were the words of a long-retired member of the U.S. House of Representatives many, many years ago. In today's fast-moving Internet-connected world, constituents have shown at the ballot box that they can counter the influence of huge sums of money often spent in the selfinterest of the already rich-and-powerful.

General Aviation arguably enjoys the representation and collective influence of some of the best-run, most-influential associations in and out of Washington – even though not all of them headquarter there.

The surest way to know your representatives know how you feel about issues, aviation and otherwise, is to take the time to write, call, email – and do it on a repeat basis.

Lobbyist contacts can help influence a lawmaker only so much – and you can be absolutely certain that every lawmaker visited by pro-General Aviation interests also hears from those on the opposite side of the issue.

But the staff keeps track of constituents' input, even that at odds with the lawmaker's expressed positions. Being a squeaky wheel for Business and General Aviation can help keep the community open, available, functional and affordable for all who wish to use it. And that includes all of us who fly. Sound off – often!

Aircraft Index see Page 4

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MarketIndicators Oct13_Layout 1 17/09/2013 15:04 Page 1

Market Indicators ARG/US View BizAv Flight Activity - US & Canada TRAQPak data shows that August 2013 flight activity increased over July levels to finish the month up 3.2% overall. The results by operational category were all positive for the month with Part 91 activity posting the best monthly gain, up 4.9% from July.

Fractional and Part 135 activity saw increases of 1.8% and 1.1% respectively. Aircraft category results were also positive with Small cabin posting the largest gain, up 4.6%.

Large and Mid-size cabin activity followed with increases of 3.1% and 2.6% in that order.

Turboprop flight activity was also up 2.6% month-over-month. Reviewing the individual market segments, the largest month-overmonth gain came in the Part 91 Small cabin segment, up 6.7%.

Reviewing year-over-year activity (August 2013 vs. August 2012), TRAQPak data shows August 2013 posted a slight year-overyear decrease, down -1%. The results by operational category continue to show strong Part 135 flight activity with a year-over-year increase of 14.3%. Conversely, the Fractional and Part 91 markets both posted year-over-

A ugust 2 013 vs J uly 2 013 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 91 4.4% 6.7% 4.1% 4.2% 4.9%

P art 135 0.9% 1.3% 1.8% -0.7% 1.1%

F ractional -7.3% 6.3% 1.3% 5.8% 1.8%

A ll 2.6% 4.6% 2.6% 3.1% 3.2%

P art 135 8.0% 21.6% 19.2% 7.7%

F ractional -61.3% -1.5% -5.9% 10.5% -14.8%

A ll -7.8% 5.0% -0.3% 6.3% -1.0%

A ugust 2 013 vs A ugust 2 012 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet

P art 91 -8.3% -2.9% -7.4% 4.8%

A ll Combined

-5.1%

14.3%

More from www.argus.aero year decreases at -14.8% and -5.1% respectively.

By aircraft category, the Large and Small cabin markets showed year-over-year gains with increases of 6.3% and 5% respectively.

Mid-size aircraft finished flat, down -0.3%.

Market Indicators - October 2013

Turboprops, which continue to post a yearly decline, decreased -7.8% year-over-year. January-August 2013 vs. the same period in 2012, flight activity has seen an overall decrease of -1.2% (in 2013).

/ More from www.argus.aero

EMBRAER View China Executive Aviation Market Outlook 2014-2023 of the country’s economic scenario. China’s fleet of executive jets has experienced an average annual expansion of 27%, fueled by a 26% growth of the wealthiest population, from 2008 to 2012, according to the data released by Hurun Report. The Company’s market outlook also highlights infrastructure improvements as catalysts to executive aviation growth in China, with the number of Fixed-Base Operators (FBO) expected to increase to nine, up from the current five.

Market Indicators - October 2013 144

WORLD AIRCRAFT SALES MAGAZINE – October 2013

Since 2004, when its first executive jet was delivered to this region, Embraer has booked orders for 38 executive jets in China, including five options. Leveraging its commercial jets service network and facilities, the Company has several Authorized Service Centers for executive jet customers in the Greater China region, offering tailor-made efficient service and support.

/ More from www.embraerexecutivejets.com

www.AvBuyer.com

Aircraft Index see Page 4

▼

Embraer presented its China Executive Aviation Market Outlook 2014-2023, and forecasts a total of 805 executive jets will be demanded by the Chinese market over the next decade. The Large Cabin business jet class is expected to represent 51% of this demand, accounting for 78% of the total value of deliveries.

Embraer maintains a favorable forecast for the Chinese executive aviation market potential, based on comprehensive studies

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Market Indicators

JETNET View Pre-Owned Aircraft Transactions JETNET released the July 2013 (and first seven months of 2013) results for the pre-owned business jet, business turboprop, helicopter and commercial airliner markets. Highlighted in the table are key worldwide trends across all aircraft market segments, comparing July 2013 to July 2012. ‘Fleet for Sale’ percentages for business jet, business turboprop, and turbine helicopter market sectors were down in the July comparisons, but increased slightly in the piston helicopter market.

Business jets showed a slow start in the first seven months of 2013, with a -6.4% decrease in pre-owned sale transactions, and are taking more time to sell (36 days) than last year, along with an 11% increase in average asking price.

This is the third consecutive month this year with an increase in the YTD average asking price. Business turboprop sale transactions decreased -6.2%, while asking price showed a double-digit decrease of -27.8%.

Both turbine and piston helicopters saw double-digit declines in sale transactions YTD

W ORLDWIDE TRENDS B usiness Aircraft

J ULY

H elicopters

J ets T urbos T urbine 19,194 13,938 19,395 2,521 1,077 1,197 13.1% 6.2% 7.7% 13.5% 8.9% 6.3% (-0.4)pt (-0.1)pt (-1.2)pt J ANUARY TO JULY 2013 Full Sale Transactions 1,263 745 666 Avg. Days on Market 411 313 410 Avg. Ask Price (US$M) $4.952 $1.375 $1.1 74 YTD JANUARY TO JULY 2013 vs -17.8% Change – Transactions -6.4% -6.2% Change – Days on Mkt 36 -34 -10 Change – Asking Price 11.0% -27.8% -21.3% In-Operation Fleet For Sale Fleet % For Sale 2013 Fleet % For Sale 2012 % Change For Sale

at -17.8% and -19.4%, respectively. Turbine helicopters recorded a double-digit decrease in average asking price, at -21.3% in the YTD comparisons through July 2013.

Numbers of commercial jets (including airliners converted to VIP) and commercial turbo-

Market Indicators - October 2013

P iston 9,480 586 6.2% 6.0% (0.2)pt 425 324 $0.221 2012 -19.4% -72 -3.1%

C ommercial Airliners J ets T urbos 24,821 9,612 575 412 2.3% 4.3% n/a n/a 1,195 376

352 347

props for sale are also reported. Looking across all market sectors at the YTD pre-owned sale transactions, commercial jets are at 1,195 transactions and business jets are at 1,263 - only a 68-jet differential.

/ More from www.jetnet.com

WINGX View BizAv Flight Activity - Europe The market got a fillip in August, notes Richard Koe, Managing Director of WINGX Advance. “This may be a one-off summer season spike, or may point towards some recovery,” he adds. “In fact despite the overall 3% decline in activity YTD, eight out of 20 of our surveyed markets are busier in 2013 than in 2012. And in this month, five of nine jet segments increased flight hours, with VLJs flying almost 20% more charters than in August 2012. So in some ways the market looks in relatively better shape.”

In summary: • At last this year there was year-on-year growth in Business Aviation departures.

It was small – only 0.8% - but it included

major bounce-back in activity in Italy and Spain, as well as growth in France.

• Marginal growth for Piston and turboprop fleets, but 2.3% growth for the Jet fleet. Private activity narrowly increased, with charter activity up for the first month in 2013, by 1.3% YOY. • Activity was down in Germany and significantly down in the UK (due to YOY comparison with the Olympics). The Russian market was also down, but other Eastern European markets and Turkey were up. Strong Mediterranean market activity reflected the peak of the summer season at resorts like Olbia, Mallorca, Malaga, Nice, especially Ibiza.

• Inbound flight activity increased strongly from the Middle East, Eastern Europe, West Africa and the APAC region, but fell

Market Indicators - October 2013 146

WORLD AIRCRAFT SALES MAGAZINE – October 2013

YOY from North Africa, India and North America.

• Ultra-Long-Range and VLJs accelerated their YOY activity growth to 18% and 16% respectively. Heavy Jets also exceeded YOY 2012 activity for the first time this year.

• VLJ growth came mostly in charter activity (+19%).

• Cessna’s Mustang was one of several Cessna aircraft which gained activity in August, including the CJ2 and XLS. Overall, the European Light Jet segment narrowly gained flight activity.

• Other strong aircraft performers in August were the Global Express (+25%), Falcon 2000 (+5%), Legacy (+12%), Challenger 600 and 300 (+15% and 16% in YOY flights).

/ More from www.wingx-advance.com

www.AvBuyer.com

Aircraft Index see Page 4

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Market Indicators

ASSET INSIGHT View Technical Condition of Aircraft Listed “For Sale” Maintenance status for the 65 models and 1,422 aircraft listed “for sale” researched on July 31 evidenced an improvement in Asset Technical Condition, registering 5.015 for all turbine aircraft, on the ATC Score scale of -5.000 to 10.000.

While the average Asset Technical Financial Condition declined nearly 25 AI2 basis points to 4.624 (on the ATFC Score scale of 0.000 to 10.000), one needs to keep in mind that July’s figures include our semi-annual cost revisions which generally increase maintenance costs for many aircraft, usually generating higher maintenance exposure figures (ATFE Value) and lower ATFC Scores – although not uniformly across the in-service aircraft fleet.

Medium Jets continue to dominate asset quality, with combined ATC and ATFC Scores edging above the Mid-Time/Mid-Life 5.000 level in both categories, while last July dramatic improvement in Turboprop ATFC Score did not last, as our semi-annual cost revisions, along with a degradation in “for sale” asset quality, negatively impacted this group.

Technical Condition and Ask Price: Approximately one-third of the aircraft listed for sale generated an Exposure to Price Ratio, or ETP Ratio (the aircraft’s maintenance financial exposure divided by its Ask Price), in excess of 40% – the point where we consider maintenance due to be excessive relative to Ask Price. This, coupled with another average aircraft ETP Ratio increase to 46.4% from last month’s 44.5%, tends to signal an on-going deterioration in aircraft value.

Market Outlook: Considering all this numerical negativity, you might find it surprising to learn we expect an improvement in asset finan-

Large Jets

Medium Jets

Small Jets

Turboprops

cial quality (ATFE Value) during the second half of this year, in large part, by virtue of aircraft maintenance that will have to be addressed. We also believe that good value currently exists in every sector of the market.

The challenge is finding such an asset before anyone else does – which may require creating it by convincing its owner to accept a price that addresses the aircraft’s maintenance exposure.

Anthony Kioussis is President of Asset Insight, Inc., which provides asset evaluation and financial optimization services. Kioussis has over 35 years of aviation industry experience within Corporate &

Market Indicators - October 2013

General Aviation, major Airlines, fixed-wing & rotary OEMs, technical services providers and financial services companies. He is a published author, experienced industry speaker, and active industry association member, serving as Secretary on the Board of the National Aircraft Finance Association, and on the Associate Member Board of the National Aircraft Resale Association. / More from www.assetinsightinc.com

AVINODE View Strong Travel Growth in Latin America Brazil has emerged as one of the fastest growing countries within the market, delivering a 93% increase in flight requests for the same period. In terms of popularity, however, Brazil is second to Mexico, by a still sizable margin, and

Market Indicators - October 2013 Advertising Enquiries see Page 8

only slightly ahead of the Bahamas. If the country’s request popularity continues to grow at its present rate then there will likely be some reshuffling at the top of the list in the not-toodistant future..

/ More from www.avinode.com

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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Demand for travel into Latin America and the Caribbean has shown strong growth again this year, as evidenced by its 46% increase in Avinode flight requests for the first seven months of 2013 compared to the same period in 2012.

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Market Indicators

AEA View Avionics 2Q 2013 Market Report The Aircraft Electronics Association (AEA) announced its second quarter Avionics Market Report for this year. In the months of April, May and June 2013, total worldwide avionics sales amounted to more than $1.6 billion ($1,620,201,160.49), 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 components and accessories in cockpit/cabin/software upgrades/portables/non-certified aircraft electronics; all hardware (tip-to-tail); batteries; and chargeable product upgrades from the participating manufacturers. The amount does not include re-

pairs and overhauls, extended warranty or subscription services.

The second quarter sales were 5% less than what was reported in the first quarter 2013 report (more than $1.7 billion).

“Although there was a slight decrease in the amount of sales compared to 1Q 2013, the industry is still on pace to outperform the total year-end sales from 2012, which amounted to more than $6.3 billion,” said Paula Derks, president of the Aircraft Electronics Association. "It's important to remember that the AEA Avionics Market Report is still in its first year of existence, and it has not had the

opportunity to gather and report a complete year's-worth of data.

“As we move forward in time and the report evolves into its second and third phases…I expect the report eventually will reveal the impact of seasonal and economic trends as well as upcoming equipment mandates, among other things."

Market Indicators - October 2013

/ More from www.aea.net

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Aircraft Index see Page 4

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News - Aircraft listings - Editorial WORLD AIRCRAFT SALES MAGAZINE – October 2013

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BusAviationNewsAug13_Layout 1 17/09/2013 12:37 Page 1

BizAv Round-Up

10.13

NEWS ROUND-UP AW609

AgustaWestland is flight testing a num-

/ More from www.agustawestland.com

Aircell’s Gogo Biz service willl expand to include voice capabilities, beginning this month. Gogo Biz was launched in 2009 as an Internet-only service in the Business Aviation market. As Gogo Biz operates on Aircell’s airto-ground technology, its voice calls are claimed to be among the clearest in aviation.

This new service offers Internet and voice capabilities from a single system. / More from www.aircell.com

Asset Insight expanded its Asset Grading System Process (AGSP) program to include 16 helicopter models manufactured by various OEMs recently. This innovative appraisal tool enables buyers, sellers and financial services companies to evaluate accurately the projected maintenance costs for a wider variety of new and pre-owned aircraft. / More from www.assetinsightinc.com

Comlux a world-leading Business Aviation services group has completed the relocation of its main holding company headquarters from Switzerland to the Mediterranean Island of Malta. Unlike Switzerland, Malta is a member state of the European Union (EU) - most of the Comlux fleet will be registered in Malta and operate under the auspices of EASA. / More from www.comluxaviation.com

Duncan Aviation has launched a simpler way to navigate its website when searching for parts. Not only do customers see a photo 150

WORLD AIRCRAFT SALES MAGAZINE – October 2013

FIRST PRODUCTION UNIT M2 FLIES TC EXPECTED TO FOLLOW THIS FALL  Cessna celebrated as the first production unit of its newest business jet, the Citation M2, took its maiden flight out of the Independence, Kansas facility. Announced in September of 2011 the M2 is the latest in a succession of new Cessna aircraft to make its initial production flight, and type certification is expected this fall.

The company outlines that the M2 is the ideal aircraft to economically fly

up to six passengers in comfort on a 1,300nm flight. The Cessna Intrinzic flight deck has Garmin G3000 avionics featuring high-resolution multifunction displays and splitscreen capability. Touch screen interactivity comparable to a Smartphone provides pilots with the precise performance information they need in a logical, familiar user interface.

The Citation M2 fea-

of the most popular parts or units and whether it’s in stock, but they also receive the option to have it repaired, and Duncan states the turn-time.

Further, Duncan delivered its 56th pair of Aviation Partners winglets installed on Dassault Falcon 900s and 2000s. Both the Lincoln and Battle Creek facilities offer the modification. / More from www.duncanaviation.aero

Eagle Creek Aviation Services will be installing the new Garmin G1000 panel in a privately-owned Twin Commander 900, based in New Jersey. The installation includes RVSM certification. / More from www.eagle-creek.com

www.AvBuyer.com

tures two powerful Williams FJ44 engines and a cruising speed of up to 400 ktas. The aircraft has the range to fly passengers nonstop from Houston, Texas to New York, Calgary to Chicago, or San Diego to Mexico City.

The M2 can climb to a flight level of 41,000 feet in 24 minutes, is single pilot certified, and has a useful load of 3,809 lbs. / More information from www.cessna.com

Eclipse Aerospace revealed a new package of safety enhancements available for existing Eclipse Jet owners.

The new Safety Enhancement Package (SEP) includes Anti-Skid Brakes, Auto Throttles, a new, independent standby display, and improved EFIS software. / More from www.eclipse.aero

▼

ber of aerodynamic improvements that will boost the performance of the AW609 TiltRotor. Recently, AgustaWestland undertook the first flight of a modified, vertical tail fin on AW609 TiltRotor prototype #2. The modified vertical fin is one part of an extensive package of product improvements that reduce the drag factor of the TiltRotor by approximately ten percent, as well as delivering a significant weight reduction with a resulting performance increase.

Aircraft Index see Page 4

Wentworth October_Layout 1 19/09/2013 09:22 Page 1

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BusAviationNewsAug13_Layout 1 17/09/2013 12:39 Page 2

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BizAv Round-up Embraer is offering new standard and optional features for its Phenom 100, including multi-function spoilers (ground spoiler and speed brake), 11 new interior collections (new color choices and materials) and new options including a refreshment center, stowage space and premium seats (including swivel, lateral and forward movement). The new refreshment center has been included as an option which can be installed in lieu of the standard wardrobe opposite the entry door.

Harbin Embraer has announced that the first Legacy 650 to be assembled in China has successfully completed its maiden flight.

Delivery of the first Legacy 650 is scheduled for the end of 2013. Since February 2012 (when the first Legacy 650 was delivered to the Chinese market) the Company has booked firm orders for 21 Legacy 650s and five options. / More from www.embraerexecutivejets.com

Jet Support Services Inc. (JSSI) has launched Embraer Phenom 100 and 300 airframe programs. The programs cover virtually every part, component, assembly and system of the airframes, including all parts and labor for scheduled and unscheduled maintenance.

The cost-per-flight-hour service is backed by 24/7 access to technical and client services teams worldwide. / More from www.jetsupport.com

Jetcraft Corporation and partners L’VOYAGE, and Sino Private Aviation (HK) Limited (SPAL) announced a one-year charity project, effective from September 2013, to support the Hong Kong Committee for UNICEF's “28 Days to Save a Child’s Life” fundraising campaign. The charity project aims to raise over HK$1 million (US$136,800) to support the Campaign to provide more than 2.2 million doses of vaccine to save children from tetanus. / More from www.jetcraft.com

Marshall Aerospace has acquired Beechcraft’s flagship European MRO business, Hawker Beechcraft Limited. At its Broughton, UK location, the site - also known as Hawker Beechcraft Services Chester - has provided a full range of maintenance, modification, paint and upgrade services to owners of Hawker and Beechcraft aircraft for over 50 years. The business will be known as ‘Marshall Aviation Services.’

FIRST BIZAV TURBOPROP ANNIVERSARY Gulfstream recently celebrated the 55th anniversary of the first Gulfstream I (GI) flight.

The twin-engine turboprop was the first aircraft specifically designed and built for business travel.

The company delivered 200 GIs between 1958 and 1969, when production ceased. The aircraft was used by many US corporations for business travel, but also saw service with five U.S. government agencies and all branches of the U.S. armed forces. Several of the first Gulfstream aircraft were later converted

demand has far outpaced our expectations,” says Nextant President Sean McGeough.

“Over 60% of our retail sales come from outside the US and we adapted our sales and marketing approach to meet regional needs.” / More from www.nextantaerospace.com

Pilatus was ranked as the best customer service provider for business turboprop aircraft for the 12th year in a row. In the 2013

Nextant Aerospace launched a multilingual website showcasing the company’s new brand identity. The website is part of a regionalized sales and marketing strategy designed to address the growth the company has seen in the first six months of 2013. “International WORLD AIRCRAFT SALES MAGAZINE – October 2013

access to Gulfstream’s worldwide product support network. The app, which will be updated regularly, is a comprehensive source for direct access to Gulfstream Technical Operations; 19 company-owned and authorized service centers; 13 company-authorized warranty facilities; 43 field service representatives; spare part sales; and other key contacts.

Download for free at www.productsupportapp.com

/ More information from www.gulfstream.com

Corporate Aircraft Product Support Survey of business aircraft operators, conducted annually by Professional Pilot magazine, Pilatus earned the top ranking based on company response time, spares availability, cost of parts, speed of AOG service, technical manuals, technical representatives and service satisfaction. / More from www.pilatus-aircraft.com

Piper Aircraft is to provide Jeppesen flight data to purchasers of new Piper airplanes, effective immediately. Delivery of new Pipers will include Jeppesen NavData and digital charts onboard and ready for use in flight.

New owners of Piper aircraft equipped with Garmin G1000 avionics will receive a PilotPak data bundle that also includes supplemental databases; including obstacle, terrain, SafeTaxi and airport diagrams in addition to Jeppesen navigation data.

/ More from www.marshalladg.com

152

into commuter Airliners.

Today, more than 20 GIs still operate in the US. Several other countries have GIs on their aircraft registry. The largest fleet (with nine aircraft) is operated by Phoenix Air Group, an international aircraft services company based in Cartersville, Georgia.

Underlining the changes in Business Aviation since the days of the GI, Gulfstream recently launched an iPhone- and iPad-compatible application for 24Hour Support, providing customers with fingertip

/ More from www.piper.com

www.AvBuyer.com

Aircraft Index see Page 4

BusAviationNewsAug13_Layout 1 17/09/2013 15:18 Page 3

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BizAv News / Events Mark Baker - a long-time General Aviation pilot and former executive at Home Depot was recently named AOPA president and CEO, succeeding Craig Fuller who held the position for five years.

Leo Mendoza - has been appointed regional sales leader at StandardAero for its Latin American airline and fleet business.

Greg Bowles - has been appointed to a new position as director of European Regulatory Affairs & Engineering on behalf of the General Aviation Manufacturers Association (GAMA). Bowles will join GAMA’s director of European and International Affairs Brian Davey in GAMA’s Brussels office.

Paul Poberezny - founder of the Experimental Aircraft Association (EAA) passed away in late August. He was 91. Born in Kansas in 1921, Poberezny served as a pilot in the U.S. military for 30 years. He retired from the Wisconsin Air National Guard in 1970. Along with his wife, Audrey, Poberezny founded the EAA in 1953.

William Gibson - becomes director, product support William Gibson

Lee Rohde - following his departure, in August, from Aviation Management Systems, Rohde has now launched a new company, Essex Aviation Group, Inc., based in Portsmouth, NH.

global distribution for Gulfstream Aerospace.

Jason Johnson - joined Bell Helicopter as director of sales and customer support.

Fernando Lombo - is named Vice President and

Fernando Lombo

chief financial officer at American Eurocopter.

Luiz Sandler - is the new Gulfstream regional vice

Joe McDermott - has been appointed to the newly

Bill Arrazola, who recently retired.

president of sales for South America. He replaces

created role of head of FBO Operations for the Lagosbased aviation business EAN. McDermott will be based at the Lagos headquarters, responsible for managing all operations at its fully integrated FBO facility.

Paul Strack - Piedmont Aircraft veteran, has been promoted to the newly created position of vice president of aircraft acquisitions.

WELCOME BRITTANY Brittany Davies has been appointed Vice President of Sales for AvBuyer.com/World Aircraft Sales Magazine & BizJet Advisor (China). Having recently moved to the greater New York area from her home state of Colorado, Brittany, with her service, sales and interpersonal skills, will now be a direct liaison for our North American clients with immediate effect. With 12 years of Business Aviation experience, Brittany has held several roles in aircraft charter and fixed base operations with a focus on client relations and business development. Brittany holds a Commercial, Multi-engine pilot’s Certificate with

Instrument Rating and a Bachelor of Science degree in Aviation Technology from Metropolitan State University of Denver. As an active participant in promoting Business Aviation, she was a founding board member of the Colorado Aviation Business Association, and in her role as chairwoman led the board in providing more than $22,000 in scholarships to further aviation education in 2013. Brittany can be contacted at: Tel: 303 917 0186, email: bd@avbuyer.com; and will also be available to meet with our clients and friends at the forthcoming NBAA Meeting & Convention, Booth# N3621.

BizAv Events 2013 MIDDLE EAST BUSINESS AVIATION CONFERENCE (MEBAC) AFRICAN AIR EXPO EBAA REGIONAL FORUM AOPA AVIATION SUMMIT NBAA: EMERGENCY RESPONSE NBAA: HUMAN FACTORS IN CORPORATE AVIATION NBAA: TAX, REGULATORY & RISK MANG CONFERENCE BACE: (BUSINESS AVIATION CONVENTION & EXHIBITION) NBAA: FLIGHT OPERATIONS MANUAL WORKSHOP INDIAN BUSINESS AVIATION EXPO AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) MIDDLE EAST BUSINESS AVIATION CONFERENCE (MEBAC) DUBAI AIRSHOW AVM SUMMIT (PAMA) CEPA EXPO AIRCRAFT ACQUISITION PLANNING SEMINAR OFFSHORE AIRCRAFT REGISTRATION Events in RED indicate Business Aviation related.

Advertising Enquiries see Page 8

Oct Oct Oct Oct Oct Oct Oct Oct Oct Nov Nov Nov Nov Nov Nov Dec Dec

8 9 - 11 10 – 11 10 – 12 20 - 21 20 - 21 20 - 21 22 – 24 25 – 26 5–6 6-8 17 17 – 21 21 – 22 26 – 28 10 - 11 12 – 13

Marrakesh, Morocco Accra, Ghana Istanbul, Turkey Fort Worth, TX, USA Las Vegas, NV, USA Las Vegas, NV, USA Las Vegas, NV, USA Las Vegas, NV, USA Las Vegas, NV, USA Delhi, India Kansas City, MO, USA Dubai World Trade Centre, UAE Dubai World Trade Centre, UAE Orlando, FL, USA Prague, Czech Republic Scottsdale, AZ, USA Oranjestad, Aruba

/ www.mebaa.com / www.africanairexpo.com / www.ebaa.org / www.aopa.org / www.nbaa.org / www.nbaa.org / www.nbaa.org / www.nbaa.org / www.nbaa.org / www.miuevents.com / www.aea.net / www.mebaa.com / www.dubaiairshow.aero / www.avm-summit.com / www.cepa.aero / www.conklindd.com / www.aeropodium.com

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

153

Welsch Aviation October 17/09/2013 10:12 Page 1

For details contact:

Edward Vesely phone: 713-644-5100 Email: Evesely@welschaviation.com www.welschaviation.com

King Air B200 S/N 1647

Turnkey aircraft ready to move Only 2499 hours total time, 826/826 hours since hot section, fresh Phase 3 and 4 inspections, meticulous U.S. corporate owner/operator, Part 91 certified, dual 3 tube EFIS 85B, UNS-1K+ FMS, Artex ELT, CAMP, Raisbeck wing lockers, dual strakes, tasteful paint and interior rated "9".

No damage history.

Gulfstream III S/N 450

The premier GIII on the market today!

21st Century Primus EPIC glass cockpit, Stage III hush kits, one of the lowest total time GIII's available, Gulfstream IV features and benefits at a Gulfstream III price, worldwide transcontinental operations equipped, GCMP, 72 month inspection complied with July 2012, excellent records.

Motivated seller Specifications Subject to Verification Upon Inspection

New York

Washington DC

Texas

Georgia

J Hopkinson 2 October 17/09/2013 10:14 Page 1

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

follow us on twitter@HopkinsonAssoc

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Mente 2001 Dassault Falcon 2000 Oct 18/09/2013 12:19 Page 1

S H O W C A S E

2001 Dassault Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

143 N872EC 4907.9 3358

Airframe Delivered new in Sept. 2001 Engines CFE 738. MSP Gold Engine Program Engine #1: Serial Number: P105425 4589.1 hours, 3119 cycles Engine #2: Serial Number: P105424 4589.1 hours, 3119 cycles CAMP Maintenance & Tracking Program APU Honeywell 36-150F2M. MSP APU Program Serial Number: P-254. 2881 Hours since new 5557 Cycles since new Avionics Collins Proline 4 Two primary Flight Displays Two Multi-Function Displays Dual Collins ADC 850C Dual Honeywell Laseref IV (IRS) Collins AHS-85E (AHRS) Dual Collins RTU-4220 Radio Tuning Units Triple Baker B1045 Audio Control Panels Dual Collins VHF-422C Comm Dual Collins HF – 9000 Selecal Coltech CSD-714 Decoder Dual Collins VIR-432 VOR / ILS / Marker Dual Collins ADF-462 Dual Collins FMS 6100 with dual GPS Collins TWR-850 Weather Radar with Dual WXP-4220 Radar Control Panels

Dual Collins DME-442 Dual Collins TDR-94D Transponder with Mode S Dual Collins ALT-55B Radio Altimeter Collins TCAS-4000 (TCAS II) with Change 7 Additional Features Meggitt Secondary Flight Display Honeywell MARK V EGPWS Honeywell AFIS with Sky Printer Honeywell SATAFIS Honeywell SSCVR Cockpit Voice Recorder Socata ELT 97 Aircell Axxess Dual Channel Phone Aircell High Speed Data and Wifi XM Weather Provision For EFBs Floor mounted jump seat Collins SATCOM 6000 Flight Dynamics Cat III Heads Up Display Airshow 400 Cabin DVD Player with 4 Rosen monitors Interior Tastefully appointed 8-passenger configuration with an aft lavatory. Forward 4-place club seating and aft 4-place dinette. Soft goods completed with light beige leather, beige carpet and lightcolored woodwork. The forward galley is complete with TIA microwave, warming oven and coffee maker. Interior was partially refurbished in 2008 with new headliner and sidewalls. Cockpit seats new in 2007. Carpet new in 2013 Exterior New paint in 2007 in overall Off White with Pewter Grey, grey and red accent stripes. Slant style engine mounted registration markings

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

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

Aircraft Index see Page 4

Mente Citation XLS/Sovereign October 18/09/2013 12:20 Page 1

S H O W C A S E

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

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

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 – October 2013

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IAG Falcon 900C October 17/09/2013 14:21 Page 1

S H O W C A S E

Lease Only 2001 Dassault Falcon 900C Serial Number: Registration: Airframe TT: Landings:

189 N144FH 3958.8 2122

Airframe & Engines Engine Plan: MSP Gold Engine Model: 3 x TFE731-5BR Engine #1 Engine #2 Engine#3 Serial Number: P101388 P101386 P101387 TSN (HRS): 3958.8 3958.8 3958.8 CSN: 2122 2122 2122 TS MPI (HRS): 1827.9 1827.9 1827.9 MPI Due (HRS):4630.9 4630.9 4630.9 CZI Due (HRS): 5000 5000 5000 Auxiliary Power Unit APU Plan MSP Type GTCP 36-150F Serial Number P-401 Time Since New (HRS) 2774 Hot Section Due (HRS) 4500 HS Interval (HRS) 4500 Avionics Avionics Suite/ EFIS Honeywell Primus 2000 Data Loader (DL) Honeywell DL-900 Compass Smiths Standby Instruments Sextant Standby Horizon J.E.T. Electronics Flight Management System (FMS) Honeywell Control Display Unit (CDU) Honeywell CD-810 Air Data Systems (ADS) Honeywell AZ-840 Inertial Reference System (IRS) Honeywell Navigation Radio (GPS) Collins Distance Measuring Equipment (DME) Collins Automatic Direction Finder (ADF) Collins

Autopilot/ Flight Director (AP/FD) Honeywell Audio System Baker B-1045/M-1050 Additional Equipment Securaplane 450 Security System Six Securaplane Aerial View Cameras Foxtronics Battery Temperature Indicator Dual Digital Davtron Clocks Compliance and Capability 8.33kHz Spacing FM Immunity Current FAA Part 135 Compliance RVSM Capable RNP 10 Capable B-RNAV (RNP 5) Capable NAT MNPS Capable CAT II Certified Interior Seating 18. Jump Seat 1. Galley Forward Lavatory Aft + Forward Crew Lav. Dividers Galley Pocket Door, Mid Cabin Tracking Stowable Curtain Galley Right Side Main Galley. Left Side Aux Galley Microwave. Convection Oven. Coffee Maker Interior Finishing Bird's Eye Maple High Gloss Veneer, Camel Leather Seats and Divans, Ultra Suede Headliner, New Carpeting 2011 Cabin Equipment Baker Entertainment Management System Nine Baker LCD modular switch controls One Baker 18" LCD Monitor Dual Baker 15" LCD Monitors Exterior Overall White with Blue Stripes

Jeff Habib, Managing Partner Tel: +1.212.888.7979 Email: info@iagjets.com www.iagjets.com

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Cass Anderson, Managing Partner Tel: +1.212.888.7979 Email: info@iagjets.com www.iagjets.com Aircraft Index see Page 4

IAG Falcon 2000EX October 17/09/2013 14:23 Page 1

S H O W C A S E

2004 Dassault Falcon 2000EX Serial Number: Registration: Airframe TT: Landings:

25 N699MC 3064.4 1390

Engines Engine Plan: ESP Gold Engine Model: 2 x PW308C Engine #2 Engine #1 76 Serial Number: 75 2979.7 2889 TSN (HRS): 1341 1303 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

Jeff Habib, Managing Partner Tel: +1.212.888.7979 Email: info@iagjets.com www.iagjets.com Advertising Enquiries see Page 8

www.AvBuyer.com

Cass Anderson, Managing Partner Tel: +1.212.888.7979 Email: info@iagjets.com www.iagjets.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; October 2013

159

Albinati Citation CJ2 October 17/09/2013 10:22 Page 1

S H O W C A S E

2008 Cessna Citation Jet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0422 HB-VPB 1038 1043

No damage history Engines Williams International FJ-44- 3A-24 on TAP ELITE FADEC Controlled • LH: S/N 216252 - 1038 TSN, 1043 CSN • RH: S/N 216177 - 1038 TSN, 1043 CSN Program Coverage and Maintenance Status Aircraft scheduled maintenance performed exclusively by Jet Aviation Zurich since new Aircraft under Cesscom (CAMP) maintenance tracking service Airframe under Cessna Proparts program coverage Engines under Williams International TAP ELITE coverage Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays • AHRS 2 Collins AHC-3000 • ADC 2 Collins ADC-3000 • IFIS 1 Collins IFIS 6.0 • FMS 2 Collins FMS-3000 (incl. DME II) • GPS 1 Collins GPS-4000A w/12-Channel Receiver • RTU 2 Collins RTU-4220 • NAV 2 Collins NAV-4000 and NAV-4500 • ADF 1 Collins ADF • DME 1 Collins DME-4000 • VHF 2 Collins VHF-4000 w/8.33KHz spacing

• XPDR 2 Collins TDR-94D Mode S • TCAS II 1 Collins TTR-4000 TCAS II • EGPWS Mark V EGPWS with Runway Awareness and Advisory System (RAAS) • Radar 1 Collins WXR-800 • ESIS GH-3000 ESIS • ELT 1 Artex C406-N w/3 freq. ELT (121.5/243/406 MHz) Additional Equipment • HF System HF-9000 • Aircell Flitefone (2 Handsets) • Lightning Detection Sytem WX-1000E • Turbulence Weather Radar WXR-852 • Cockpit Voice Recorder DK-120 • Data Link • Cabin Briefer PBS250 • Annunciator Voice System • Electronic Check List • Pulselight System with interface to TCAS II Interior Configuration • Two (2) Cockpit, six (6) Cabin passengers seats • Four executive club chairs with two fold-out executive tables • RH Fwd Refreshment Center • Dual Aft Dividers Assembly with sliding doors • One Aft Potty Belted Seat Colors • Beige leather seats - Satin finished wood veneer – Australian Walnut • Goldy Plated Hardware Finish Exterior Overall light beige with brown stripes Asking price: Make Offer

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

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Tel: E-mail: Web:

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

Albinati Global Express October 17/09/2013 10:24 Page 1

S H O W C A S E

2005 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9145 HB-JEX 3696 1292

• 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 - 3613 TSN, 1249 CSN • RH: S/N 12406 - 3696 TSN, 1292 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2553 TSN / 3120 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 Asking price: USD $25,250,000

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 – October 2013

161

Northern Jet Citation Bravo September 18/09/2013 14:20 Page 1

S H O W C A S E

2006 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1134 N412BT 4548 3636

Engines Left Engine 4548 Right Engine 4548 Both engines 0 since overhaul at Pratt Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VIII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met Interior Fire-blocked Seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate.

Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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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 Aircraft Index see Page 4

Northern Jet Lear 40XR September 18/09/2013 14:21 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

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 – October 2013

163

Jetability September 17/09/2013 14:32 Page 1

S H O W C A S E

2012 Citation CJ2+ Serial Number: Airframe TT: Landings:

525A-0501 470.9 332

Engines LT Engine TT – 472.5. RT Engine TT – 472.5 LT Engine Total Cycles – 334. RT Engine Total Cycles - 334 LT Engine TBO – 4000. RT Engine TBO – 4000 Engines are enrolled on TAP Advantage Elite Equipment / Options RVSM certified. EU-OPS certified Steep Approach Certified (London City Capable) Aircell ST-3100 SATCOM. 100 VAC Universal Outlets Airstair Style Cabin Entry Step LH forward entertainment cabinet equipped with AvVisor 8.4” Cabin. Information Display system Maintenance and Inspections All ADs and SBs are up to date and in compliance

Inspection Documents 2, 12 and 26 due Sept 2013 CESCOM since new. Aircraft is enrolled with Cessna Pro Parts Avionics ADC: Dual Collins ADC 3000 ADF: Collins NAV 4000 COMM: Dual Collins VHF 4000 DME: Dual Collins DME 4000 ELT: Artex ELT C406-2 FMS: Collins FMS 3000 AHRS: Dual AHC 3000 FGC: Dual FGC 3000 GPS: GPS 4000S NAV: Dual - Collins NAV 4000 / NAV 4500 Rad ALT: Collins ALT 4000 RADAR: Collins WXR 850 TCAS: Collins TCAS 4000 TCAS II TDR: Dual Collins TDR 94D EGPWS: Honeywell EGPWS MKVIII

Interior Factory new, 2012. Classically designed executive six seating configuration finshed in Townsend leather - Cigar; four seats arranged in a club complimented with two fold out tables, and two remaining seats forward facing and situated directly behind the club configuration. Belted flushing toilet is at LH rear of Cabin which can also serve as an additional seat, separated from Main Cabin by sliding doors. RH Forward refreshment centre and all cabinetry finished in Cocobala gloss laminate with brushed aluminium fittings. Scott Group Carpet - Alpena, throughout Exterior Factory new, 2012. Overall "Snow" White with Light Navy and Gamma Grey Stripe scheme General Owned and operated/chartered in the UK since new; one owner. No Known Damage History

Two Corporate Owners Since New

2003 Agusta 109 Power Elite Serial Number: Registration: Airframe TT: Landings:

11168 G-PLPL 2238.1 3968

Engines Make: Pratt & Whitney. Model: PW206C Left Engine: S/N: PCE-B00440. Total Time: 2060.7 Right Engine: S/N: PCE-B00396. Total Time: 2238.1 Avionics • GPS: Trimble - FreeFlight 2101 • Communication (VHF) Receiver: Dual Collins VHF-22A • Navigation (VOR) Receiver: Dual Collins VIR-32 • Automatic Direction Finder: Collins ADF-60

• Transponder: Collins TDR-90 • Distance Measuring Equipment: Collins DME-42 • Radar Altimeter: Honeywell RT-300 • Flight Director: Agusta FZ-702 • Heli-Pilot: Dual Agusta SP-711 • EFIS: 4 tube Krato/Rogers • Moving Map: King KMD-540 • Colour Weather Radar: King RDR-2000 Additional Equipment • Gemelli Intercom • Normalair-Garrett ECS • Rotor Brake • Windshield Wipers • Composite Rotor Blades Interior Five passengers VIP seating in custom black

Jetability

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soft leather, 2+3 configuration with centre arm rest/drinks cabinet. Fully air conditioned, silent soundproofing and advisory/courtesy lights throughout Exterior Metallic black, painted 2008 Inspection overview and status Imported to UK in 2004, professionally operated and maintained. Full maintenance and component status is available on request. Complete log books and maintenance history all in English, AD’s and Mandatory SB’s are in compliance. EASA Certificate of Airworthiness

Tel: +44 (0) 1223 399966 info@jetability.com

Aircraft Index see Page 4

Peregrine Aviation October 18/09/2013 11:02 Page 1

Price Reduced by 2 Million Dollars Owner’s New Aircraft Being Delivered

1997 Falcon 900B Serial Number: Airframe TT: Landings:

162 3659.7 1886

• One owner since new • Forward and aft lavs • 12 Pax • Excellent maintenance and records • MSP GOLD • Very low time Airframe & Engines Honeywell TFE731-5BR (On MSP Gold) Eng 1: 3629.7 TSN 1846 CSN 1534.9 TSMPI Eng 2: 3628.7 TSN 1857 CSN 1533.9 TSMPI Eng 3: 3616.5 TSN 1849 CSN 1521.7 TSMPI Avionics COM: Dual Collins VHF-22C NAV: Dual Collins VIR-32 A/P: Honeywell SPZ-8000 ADF: Dual Collins ADF-60B ADC: Dual Honeywell AZ-810 DME: Dual Collins DME-42 XPNDR: Dual Collins TDR-94D Mode S FD: Dual Honeywell SPZ-8000 GPS: Dual Honeywell 12 CHANNEL FDR: LORAL F1000 INS/IRS:Honeywell Laseref HFCOM: Dual King KHF-950 FFONE: Magnastar C2000 RALT: Honeywell AA-300 EFIS: Honeywell EDZ-820 w/5 Tube RADAR: Honeywell Primus 870 FMS: Dual Honeywell NZ-2000 / GNSXLS EGPWS: Honeywell MK-V RADAL: Honeywell RT-300

Steve Dandeneau Boca Raton, Florida Tel: +1 (561)-417-6300 Email: steve@peregrineaviation.com

Advertising Enquiries see Page 8

CVR: LORAL A1005 TCAS: Collins TTR-920 AFIS: Wulfsberg Features/Options/Maintenance RVSM Compliant, N1DEEC’s, RNP-10, FM Immunity, 8.33 Mhz, Pilot and Co-Pilot Class II EFB’s, Concord Lead Acid Batteries, Shadin Serial Data Converter, Flight ID, Cockpit mounted camera, Artex ELT, 2C inspection & Landing Gear OH c/w Feb. 2009 at Standard Aero, 2B inspection c/w Mar 2011, 4A+ c/w Sept 2011, Z insp. c/w Mar 2011, May 2012 A inspection c/w Interior Forward four club seats, Mid Cabin Dining Table and four seats, Credenza opposite dining table.

Rear cabin has three seat divan with storage units and Single Seat Opposite. All Tan Leather Seats with Rosewood, Beige Carpet and Headliner.

Forward and Aft lavatory with vanity.

Entertainment system with DVD and CD Music Player, (2) Baker Video Monitors, One Rosen Monitor , Airshow Genesys, New Carpet 2007 Exterior White upper with gray lower fuselage with red stripe – New 2004 by Jet Aviation PBI

Peregrine Aviation Services Boca Raton • San Francisco www.peregrineaviation.com

Scott Dandeneau Boca Raton, Florida Tel: +1 (561)-417-6300 Email: scott@peregrineaviation.com

Bill Handy San Francisco, California Tel: +1 (415) 643-6992 Email: Bill@peregrineaviation.com

www.AvBuyer.com

Yalin Bilgin Boca Raton, Florida Tel: +1 (561) 271-6105 Email: yalin@peregrineaviation.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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S H O W C A S E

CAI CJ525 October 17/09/2013 10:29 Page 1

S H O W C A S E

1998 Citation CJ 525 Serial Number: Airframe TT:

525-0239 1,726

Engines On TAP Elite 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 (complete dates available.)

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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www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 4

IBA Citation X September_Empyrean 19/09/2013 09:18 Page 1

S H O W C A S E

2004 Cessna Citation X Serial Number: Registration: Airframe TT: Landings:

750-0232 OE-HAC 3,542 1987

Engines Engine Number 1: Rolls Royce AE3007C1 Engine S/N: CAE 330487. Engine HSN: 3,542.

Engine CSN: 1,987 Engine Number 2: Rolls Royce AE3007C1 Engine S/N: CAE 330484. Engine HSN: 3,542.

Engine CSN: 1,987 APU Honeywell 36-150(CX) APU Serial Number P-355 APU Hours Since New 3,673 Avionics Honeywell Primus 2000 CVR L3 Con 000263081 FDR Honeywell 10548 Dual MADC Honeywell 7004700-607 Dual COM Honeywell 7510700-665 Dual NAV Honeywell 7510100-731/3 Dual GPS Honeywell HG2001GD03 ELT Martec 81821502-02 AFIS Honeywell 400-045500-0003 Dual HF Honeywell 064-1015-01 Altimeter Honeywell 7001840-936 SATCOM Aircell 400-10640-001 GNSSU Honeywell HG2021-GD02 Selcal AvTech 1200008-000 EGPWS Honeywell 965-0976-040-213-213

Dual IAC Honeywell 7017300-31424 TCAS Honeywell 066-01146-1211 Interior Configuration and Optional Equipment 8 seats in two club four arrangements Side mounted folding tables between each seat pair 110v outlets AirCell AST3500 Airshow 400 system Two DVD/CD players LCD Monitors in cabin Hot and Cold Galley including Microwave WC with Belted option and 110v outlet Sheepskin Covered Flight Deck Seats LCD fold down Flight Deck Monitor Weight Data Maximum Ramp Weight 16,510 kgs Maximum Take Off Weight 16,193 kgs Maximum Zero Fuel Weight 11,067 kgs Maximum Landing Weight 14,424 kgs Basic Empty Weight 9,943 kgs Fuel Capacity 5,790 kgs Maintenance Schedule and Status Enrolled in Cessna ProParts and JSSI programmes

International Bureau of Aviation Contact: Ben Jacques

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +44 (0) 1372 22 44 88 Email: ben.jacques@ibagroup.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; October 2013

167

Aviation Advisors October 18/09/2013 10:56 Page 1

S H O W C A S E

Price: Make Offer 2006 Citation CJ3 Serial Number: Registration: Airframe TT: Landings:

525B-0097 704 486

Engines Williams FJ44-3A Left Right TSN 704 hrs 704 hrs CSN 482 482 TBO 4000 4000 Maintenance Phase I-V c/w 08/2012 Complete logs, No damage History Always hangered Avionics A/P: Collins 3 Axis ADF: 2 Collins Radar: Col WXR 800 STRMSCOPE: TTR 4000 FDR: L3 FA 2100 CVR: L3 FA 2100 GPS: YES FMS: 2 COL FMS 3000 XPNDR: 2COL TDR 94D; Mode: S Surveillance TAWS: YES EGPWS: HNYWL MK VIII Interior: Main Cabin Color: Cream Lthr Configuration: Executive Passenger: 8 Fire Blocked: Y Refreshment Center: RH Fwd Slimline

Refreshment Center (Non-Standard) Sideledge / Tables: LH / RH Sideledge (Non-Standard) Additional Furnishing: Airstair step assembly (Leather covers for air-stair holders) (Non-Standard) Baggage Compartment (Non-Standard) TCAS II: COL TTR 4000 Electrical Outlet: 220 VAC (European non standard) Co-Pilot’s Side Console with Lid Lower sidewall at seats #5 and #6 with Lid (Non Standard) Entertainment (Non standard): AvVisor Plus (without DVD) 8.4” Monitor Flushmounted in LH Fwd Cabinet Data Outlet for downloading Interior: Aft Cabin Toilet /Closure LH Toilet (Non-Standard) Notes: Storable inboard armrest, Seat back pockets, 2 Storable slim-line tables, Quaker city plating polished gold 18K, AvVisor Plus 8.4 in Monitor, Aft Vanity storage area, Sunvisors, Belted Flushing Lav Exterior Color: White, Gold, Blue Dark Turquoise Blue with Antique Gold Shadow.

Starlight Silver Metallic Emergency Door markings: Color: Antique Gold Metallic Features RVSM Certified: Yes

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

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Tel: +1 (941) 351-5400 Fax: +1 (941) 359-3448 Email: bobd@aaisrq.com www.aviationadvisorsintl.com Aircraft Index see Page 4

Aircraft Acquisitions Sept H/R_Layout 1 17/09/2013 14:41 Page 1

S H O W C A S E

2011 GLOBAL 5000

Serial Number: 9398 | Airframe TT: 791 | Landings: 235 Engines Rolls-Royce Deutschland BR710A2-20 turbofans Thrust: 14,750 lb (65.6 kN) Flat rated to: ISA + 20ºC (95ºF) Rolls Royce CorporateCare Avionics Honeywell Primus 2000XP Avionics Suite with Batch 3 upgrades WAAS/LPV CPDLC/Link 2000/FANS 1/A+ Swift Broadband SATCOM system with CNX-200 Series 2 router Thales/Sextant Heads-Up display Triple Honeywell NZ-2000 navigation computers and dual global positioning systems Collins ASXi Airshow with 24” monitors with network six-paks, day-night with time zones, etc Cabin Entertainment System: CES software update V7 iPod cradle inserts for integration to CES Enhanced soundproofing Part 135/EAS-JAR ops ready Honeywell LASEREF IV Inertial Reference System Honeywell LSZ-860 lighting sensor

Quick access recorder Crew force measuring system Performance Range At M 0.85: 5,200 NM 9,630 km (Theoretical range with NBAA IFR Reserves, ISA, 8 pax/3 crew. Actual range will be affected by speed, weather, selected options and other factors) Speed Mach kt mph km/h High-speed 0.89 513 590 950 Typical cruise speed 0.85 488 562 904 Airfield Performance Takeoff distance (SL, ISA, MTOW): 5,540 ft (1,689m) Landing distance (SL, ISA, MLM): 2,760 ft (814m) Operating Altitude Maximum operating altitude: 51,000ft (15,545m) Relative cabin pressure altitude at 45,000 ft (13,716m): 4,500ft (1,371m) Noise Level (EPNdB) Flyover: 80.1 Approach: 88.2 Lateral: 89.7

PO Box 389, Durham, North Carolina 27702 | Telephone 919.683.2600 | Fax 919.680.0208 | info@aircraft-acquisitions.com Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September WORLD AIRCRAFT SALES MAGAZINE – October 2013

123 169

AeroSmith Penny October 17/09/2013 14:43 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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www.AvBuyer.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

Empyrean Learjet 60XR October_Empyrean 18/09/2013 17:07 Page 1

S H O W C A S E

Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

421 M-GLFZ 127 63

• Smart Parts Plus • Engines on ESP Gold.

• APU on MSP. • Enrolled on CAMP. • EASA compliant.

Engines P&WC 306A Total Time & Cycles: 127 Hours & 63 cyc.

APU Honeywell GTCP 36-150 Hours: 99.

Avionics Autopilot L3 Honeywell PS-440 HF Dual Honeywell VHF-422C VHF Comms Dual Collins VIR-432 VHF Nav Collins ADF-462 ADF Dual Collins DME-442 DME Dual Collins TDR-94D ATC Transponder Collins RTA-844 Weather Radar Collins ALT-4000 Rad Alt. Collins TTR-4000 TCAS Dual Collins GPS-4000A GPS Artex C406-2 ELT Honeywell Mk V EGPWS

Digital Flight Data Recorder (DFDR) (XR) Cockpit Voice Recorder Rosemount Ice Detection system Dual FSU with electronic charts Enhanced map overlays Additional Equipment Avionics Digital Flight Data Recorder Cockpit Voice Recorder Equipment Hide-A-Key Interior Aircell Axxess, Dual Channel Iridium W/Wired Handsets Acoustic Curtain, Passenger Door Seat Pan Lifter (XR) Dual Hot Liquid Containers (XR) Microwave Oven - 28VDC (XR) Floorplan Executive Floorplan H Interior This aircraft features a seven (7) passenger configuration offering a forward double club seating arrangement and two single forward facing seats.

A seventh belted seated can be found in the aft lavatory section.

There are also forward and aft mounted 15 inch video monitors with DVD and Passenger Audio / Video inputs.

For Immediate Sale

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +34 96626 1967 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com WORLD AIRCRAFT SALES MAGAZINE – October 2013

171

Jetbrokers Europe Global 5000 October 18/09/2013 17:11 Page 1

S H O W C A S E

2006 Bombardier Global 5000 With Extended Range modification Serial Number: Airframe TT: Landings:

9190 1603 648

Airframe & Engines Left Eng 1603 Hours 648 Cycles (BR710A2-20) Right Eng 1603 Hours 648 Cycles (BR710A2-20) APU 1197 Hours 1533 Cycles (RE 220GX) Engines on Rolls Royce Corporate Care Airframe on Smart Parts Plus APU on JSSI pro rate Avionics • Honeywell Primus 2000XP Avionics System • Sat Com and High Speed Link (SAT-6100) • Thales/Sextant Head-up Flight Display System (HFDS) CAT II operations • Central Aircraft Information Maintenance System • Teledyne Datalink System (ACARS) • Honeywell RCZ-833 Third VHF Communication System • Honeywell LSZ-860 Lightning Sensor System • 3rd Honeywell Single Global Positioning • EDM (emergency descent mode) • Six 8x7 inch colour CRT Display Units (DU-870) 2 PFD, 2 MFD, 1 EICAS and 1 System Synoptic Display • Three IC-800 Integrated Avionics Computers (IAC) - I/O processor, ASCB controller

• EDS, Flight Management Computer, Autothrottle Control, Flight Guidance Computer FGC • Dual integrated NZ-2000 Flight Management • System with CD-820 CDUs • One DL - 800 data loader • One Lasertrack Navigation Data Unit (NDU) • Triple LASERREF IV Inertial Reference System • Dual Primus II Nav/Com system with 25 KHz or 8.33 KHz channel spacing • Triple AZ-840 Micro Air Data Computers • Dual Automatic Flight Control System (AFCS) • Primus 880 weather radar with dual Weather Radar Controllers • Flight Data Recorder • Solid State CVR - 4 channel Interior Forward galley; Forward cabin – club 4; mid cabin conference 4 and credenza; aft cabin – club 2 and 3 place divan. Fore and aft lavatories.

Maintenance 4C inspection performed 2011 5C inspection performed 2013 Beautiful Aircraft

Price $29,250,000

www.jetbrokerseurope.com FARNBOROUGH GERMANY SWITZERLAND +44 (0)1252 52 62 72 + 49 177 80 500 90 +41 21 964 4585 ST.LOUIS CHICAGO DETROIT +1 636 532 6900 +1-630-377-6900 +1-248-666-9800 New offices in Istanbul and Mumbai soon 172

WORLD AIRCRAFT SALES MAGAZINE – October 2013

DENVER +1-303-494-6900

E-mail: tbarber@jetbrokerseurope.com

www.AvBuyer.com

Aircraft Index see Page 4

Florida Jet Falcon 2000 October 18/09/2013 12:06 Page 1

S H O W C A S E

2006 Falcon 900EX EASy Serial Number: Registration: Airframe TT: Landings:

160 N731FJ 1383.3 994

Engines Honeywell TFE 731-60-1C On MSP Gold Left: S/N: P112609 1383.3 Hours 994 Cycles Center: S/N: P112610 1383.3 Hours 994 Cycles Right: S/N: P112613 1383.3 Hours 994 Cycles APU GTCP36-150(F) S/N: P490 1534 Hours On MSP Gold Avionics Honeywell Epic Flight Controls Honeywell EASy Honeywell EASy II Baseline SB 400 C/W Triple Honeywell VHF TR-866 Triple Honeywell AV-900 Audio Panels Triple Honeywell Laseref V Head Up Display - CAT IIIA Capable Primus 880 Weather Radar Dual Honeywell NV - 875A VOR/ILS/Marker Dual Honeywell DME DM - 855 Dual Honeywell AA-300 Radio Altimeter Dual Honeywell XPDR XS - 857A w/ Flight ID Dual Honeywell ADF DF – 855 Honeywell TCAS 2000 w/ Chg. 7 Honeywell Easy EGPWS Dual Collins HF-9000 Honeywell AV-9000 SELCAL Triple Honeywell EASY FMS Dual Honeywell GPS-90X

ELTA ADT-406 Tri Band ELT Honeywell SSCVR (120 minutes) Honeywell SSFDR Additional Equipment Thrane & Thrane TT-5000 HSD+ Video Camera Securaplane GoGo WiFi SATCOM AERO H+/Swift 64 Tel-Tail Recognition Lights Maintenance A/A+, 2A+, 4A+, Z, B1, C Inspections complied with 12-2012 by DFS Paris.

Dry Bay Mod C/W 12-2012 On CAMP Interior Completed by Standard Aero SPI Fourteen (14) passenger executive interior features a forward 4-place club and mid-cabin 4-place conference group opposite a credenza, two aft 3 place divans.

The seats and divans are finished in tan leather.

Custom Wood Veneer. All woodwork is high gloss finish. Four (4) Rosen 8.4” LCD Plug in Monitors.

ERDA 3rd Crew Jump Seat. 25"Fwd RH Crew Lavatory w/ Hanger Bar, Forward RH 36" full service galley, LH 30" Aux Galley/Entertainment Cabinet. Iacobucci Coffeemaker, hot cup, TIA Wavejet microwave and hot oven. Cabin amenities include: forward coat closet with horizontal manual storage, Airshow 410, Two 20" flat screen monitors, Dual DVD players, (3) telephone handsets (2 in cabin and 1 in cockpit) and fax machine. Aft lavatory with vanity. External Water System Servicing. Two Twelve (12) Man Life Raft Exterior TBD. Painted by Standard Aero SPI

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com WORLD AIRCRAFT SALES MAGAZINE – October 2013

173

Triair Bermuda Ltd October 17/09/2013 10:32 Page 1

S H O W C A S E

2009 Dassault Falcon F7X Serial Number: Airframe TT: Landings:

036 2136 531

• Entry into service January 2009 • Total time 2136 hours & 531 cycles • Engines on ESP Gold • Engines on condition with FAST DTU installed • 12 passenger interior • EU-OPS 1 Certification • Location United Kingdom • Full World wide Commercial Operation also available for qualified buyers • Asking Price $36 Million Engines Eng: S/N: PCE-CH0029 : 2136 hrs Cycles: 631 Eng: S/N: PCE-CH0030 : 2136 hrs Cycles: 631 Eng: S/N: PCE-CH0031 : 2136 hrs Cycles: 631 Engine Type: Pratt & Whitney Canada PW307A APU S/N: 1163 hours Honeywell GTCP36-150 (FN) Avionics HONEYWELL PRIMUS EPIC SYSTEM (EASY1)Honeywell SSFDR Flight Display System(w/4each 14” LCDs, 2 each Cursor controls - 1 Honeywell EASy Flight Control Systems - 2 Honeywell EASy Auto Throttle System - Honeywell EASy Crew Alerting & Aural Warning Systems - 3 Honeywell Central Maintenance Computer - 1 Honeywell Interactive Dual Checklist - 1 Honeywell

Flight Management Systems - 3 Honeywell EASy Global Positioning Systems - 2 Honeywell NV-875X Enhanced Ground Proximity & Windshear Warning System - 1 Honeywell VHF Communications System - 3 Honeywell TR-866B Additional Equipment Facsimile/Copier (interfaced with SATCOM) - 1 Brother T106 Flightdeck Printer (used for AFIS and Maintenance Functions) - 1 Miltope TP-4840 AFIS Capability - 1 Honeywell Easy Communications Additional Data Ports. NAV Interface to ELTA ELT EASy Jeppeson Charts Cabin Systems Collins Cabin Audio Amplifier System Collins 3.8” Color LCD Touch Screen Control in Galley Area Collins 3.8” Color LCD Individual Switch Panel (10 each) Collins Mechanical A-Type Individual Switch Panel (2 each) Sony Stereo Headsets (14) Interior 15 seat but only certificated for 12 passengers due seating next to bulkhead restrictions Front 1 divan-club 2 Dining area club 4 and credenza with fold out seat (not certificated for Take-off or landing) Aft 2 Three-place Divans-berthing capacity Aft Cabin Dividers with stowable curtain with fixed track in headliner Recliner type leg rest in single seats (2) Tracking table top with 12” plug in extension for electric table

TRIAIR BERMUDA LTD Business Aviation Centre Farnborough Airport, Farnborough, Hampshire, GU14 6XA, United Kingdom

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www.AvBuyer.com

Tel: +44 (0) 1458-241112 Fax: +44 (0) 1458-241706 Mob: +44 (0) 7785-364567 E-mail: David@triairops.co.uk Aircraft Index see Page 4

JB Park September 17/09/2013 10:35 Page 1

S H O W C A S E

Owner is interested in a quick deal!

2008 Challenger 850 Serial Number: Registration: Airframe TT:

8063 OE-IKG 2000

Engines Maintenance Tracking Program: CAMP General Electric CF34-3B1. E950527. 1500.

HSI and Overhaul: On Condition General Electric CF34-3B1. E950528. 1500 HSI and Overhaul: On Condition APU Honeywell GTCP 36-150 RJ, s/n P-1311; 1168 hrs Avionics Collins Proline 4 w/ EICAS: Dual FCC-4000 Digital Flight Control Computers Dual ADC-850 Digital Air Data Computers Dual DCU 4000 Data Concentrator Units Dual RTU-4000 Radio Tuning units

Make offer

MDC-4000 Maintenance Diagnostic Computer Collins WXR 840 Color Weather Radar Dual Collins FMS-4200 Flight Management System Dual Collins GPS-4000A GPS Dual Collins AHRS Dual VHF 422C Comm System with 8.33 spacing Dual VIR-432 Nav System with FM immunity Dual DME 442 Dual ADF 462 Dual TDR-94D Mode S Transponders Dual Collins ALT-55B Radio Altimeter Collins TCAS 94 (TCAS II with Change 7) Collins HF-9000 HF with Coltech SELCAL Additional Equipment RVSM, MNPS and RNP 5 Equipped L3 Communications SSCVR Cockpit Voice Recorder (2 hour) L3 Communications SSFDR Digital Flight Data Recorder

Honeywell Mk V EGPWS Artex C406-2 ELT Iridium ICS-200 SATCOM Communications System Airshow 4000 Passenger Information System Audio International Cabin Management System Interior Originally completed by Midcoast Aviation; March 2008.

The cabin features a twelve (12) place executive interior configuration. Forward cabin features four (4) club seats.

The mid cabin has a four (4) place conference group on the left with a manually operated - hi-low table, opposite is a credenza with storage as well as a 20" LCD pop-up monitor. The aft cabin has a two (2) place divan opposite two club seats. The lower sidewalls are a cream colored ultraleather. The carpet is light tan.

Exterior Painted March 2008. Overall Matterhorn white, dark and light blue accent stripes run from nose to tail.

Two Corporate Owners Since New

2006 Cessna Citation Sovereign Serial Number: Registration: Airframe TT:

0066 OE-GBY 4000

Engines Engine Hours L&R 2,381 Engine Cycles L&R 1,357 APU Hours 1,937 Avionics Multifunction Displays 4 Honeywell DU-1080 VHF COM 2 Honeywell TR-865A VHF NAV 2 Honeywell NV-875A HF Communication 1 Honeywell KHF 1050 ADF 2 Honeywell DF-850 DME 2 Honeywell DM-855 FD/Autopilot 2 Honeywell Primus Epic

Interior Total 11 certified seats including 3 seats sofa. One owner since new. Engines are covered with JSSI program and airframe with Cessna Pro parts

JB Park GmbH Mr Andrei Aleynikov Sales Director

Advertising Enquiries see Page 8

Make offer

Transponder (Enhanced Mode-S) 2 Honeywell XS-857A EGPWS 1 Honeywell EGP-100 TCAS II 1 Honeywell CAS-67 FMS Control Unit 2 Honeywell MC-850 GPS 2 Honeywell GR-2400 Radio Altimeter 1 Honeywell RT-300 Weather Radar 1 Honeywell WU-880 SSFDR 1 L3 Communications CVDR FA 2100 SSCVR 1 L3 Communications CVDR FA 2100 ELT 1 Kannad 406AF Satcom 1 Aircell ST 3100

www.AvBuyer.com

Tel: +38 044 351 70 26 Cell: +38 095281 1 282 Fax: +38 044 351 77 67 E-mail: aleynikov@upi.com.ua WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; October 2013

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Innotech September_Layout 1 21/08/2013 09:39 Page 1

Please contact: Andrew Pearce - UK Call: +44 (0) 7557 237 730 Email: Andrew.pearce@innotech-execaire.com Harald Maron - Toronto Call: +01 (905) 673 0800 Email: harald.maron@innotech-execaire.com Ken Moon - Vancouver Call: +01 (905) 604-273-8686 Email: ken.moon@innotech-execaire.com

Citation XLS A very well maintained example of a Citation XLS with an 8 seat interior finished in light grey leather and mahogany wood. Interior offers a forward galley/stowage, an aft lavatory and Satphone.

• Financing Available • Fully EASA EU-OPS1 Compliant • CESCOM • MSG-3 Maintenance Program • Engines on JSSI-Premium • APU on JSSI

CL 601-3A/ER S/N 5069 Innotech-Execaire is pleased to offer this 10 passenger Challenger 601-3A/ER for sale. The aircraft interior was refurbished in 2010 and includes a 4 place belted divan with a forward lav and aft galley.

The aircraft currently has 7,522 hours and 4,751 cycles

Gulfstream IVSP Late model Gulfstream IVSP with 13 passenger interior offering excellent comfort and amenities.

• Part 135 – US registered aircraft • Engine Mid Life completed March 2010 • MSG-3 Maintenance Schedule and on CAMP • 150 APU upgrade on MSP Gold • EGPWS with RAAS • Forward and Aft Lavatories • Cabin WIFI, I-Pod station & VOIP • Excellently appointed AFT Galley

www.execairejetsales.com

JetNet October_Layout 1 16/09/2013 18:02 Page 1

Join us at this year’s NBAA to help us celebrate our 25th anniversary and thank you for all your support. We’ll be hosting a cocktail hour to raise a glass to you, and to toast the industry that has been so good to us all: business aviation. Say hello to many of the JETNET staff who have worked for so many years to make our company the best it can be by serving you. Turning 25 is something to celebrate, and celebrations are always best in the company of good friends. We’re looking forward to enjoying this special event with you.

[ celebrate ] NBAA CONVENTION | OCTOBER 22-24 | LAS VEGAS | BOOTH #N5535

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com

P180-184 18/09/2013 13:47 Page 2

Marketplace Gulfstream G200

Tempus Global Jet Partners, LLC Price:

USD$5,500,000

Year:

2002

S/N:

036

Reg:

B-KSJ

TTAF:

3,614

Tel: +1 (480) 703 6698 Email: mlong1533@aol.com

Lowest Priced G-200 on the World Market! * Very Low Total Time and Cycles Since New! * Only Two Corporate Owners Since New! * Fully Paid P&W Factory ESP Gold Engine Program! * Fully Paid Honeywell Factory MSP Program on APU! * Excellent Maintenance History and Condition!

Location: USA

www.tempusglobaljetpartners.com

Cessna Citation IIC550

Government of Canada Public Works & Services Price:

Please call

Year:

1991

S/N:

550-0684

Reg:

C-FJXN

TTAF:

9453

Tel: +1 (613) 991 3059 Email: andrew.sommerfeld@pwgsc.gc.ca Owner: Transport Canada, Canadian Federal Government.

Available via online sealed bid auction at www.gcsurplus.ca, Minimum bid: $744,666 CAD Bid Period ends: October 9th, 2013 Pratt & Whitney JT15D-4 Engines, Rockwell Collins Proline 21 System, Contact Andrew Sommerfeld

Location: Canada

Challenger 601-3R

Aero Air, LLC Price:

Make Offer

Year:

1995

S/N:

5191

Reg:

N605T

TTAF:

6085

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Engines: Left: S/N: 807347 - 6085 TTSN - 2797 TCSN Right: S/N: 807348 - 6085 TTSN - 2797 TCSN. APU Garret GTCP36-150: 1545 Hours On MSP. Honeywell Primus II System; Honeywell AFIS/VHF SATCOM; Dual Honeywell HF; Dual Collins ALT-55B Rad Alt; Dual Honeywell RCZ833J Com Int: New in 2004: 10 place with normal four place forward club, aft four place divan across from two place club, or 12 place with second four place divan installed in place of aft two place club. Ext: New in 2004. White top with blue bottom and three silver pin strips down the side

www: www.aeroair.com

Cessna Citation Encore

Aero Air, LLC Price:

Make Offer

Year: S/N:

656

Reg:

N656Z

TTAF:

2770

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/ TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262.

Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms.

Dual Primus 850 VHF Navs. CD-850 Control Clearance Delivery. Dual DM-850 Primus II DME. N1 Computer, mounted in panel. Instrument Panel Glare Shield Lighting.

AT.02 Satellite Phone -Aircell w 2 handsets. Aircell Intercom Switch. Factory Original Tastefully appointed eight passenger (plus belted lav seat) interior has a center club seating design with Westwood Seat Tailoring

www: www.aeroair.com

Lear 31A

Aero Air, LLC Price:

$1,150,000US

Year: S/N:

50

Reg:

N38SK

TTAF:

9625

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI 1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI 1300TTSMPI 1300. MSP Gold on Both Engines.

Bendix/King 5 Tube EFIS. Bendix/King ED-551A Flight Director. Bendix/King RDR-2000 Radar. Dee Howard TR4000 Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in 2004. Eight passenger executive interior finished in medium blue leather seats and aft three place divan, light gray headliner and medium brown carpet. 2001 paint by Duncan.

Overall white with AND light and dark blue stripes

www: www.aeroair.com Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; October 2013

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P180-184 18/09/2013 13:48 Page 3

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 (Seven Available)

Leonard Hudson Drilling Price:

Please Call

Year:

Call for details

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Seven, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all seven.

Location: USA

Learjet 45

Aelis Group Price:

Contact Seller

Year:

2000

S/N:

084

Reg:

HB-VML

TTAF:

4460

Location: Slovakia

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Tel: +421 232 112 610 Email: marketing@aelisgroup.com ONE OWNER SINCE NEW. CAMP Maintenance Tracking System, JAR OPS 1 Subpart K & L, JAA-M45 Certification, EASA TCDS IM.A.020, Airworthiness Review Inspection due 30.8.2013. Engines #1 (LH) #2 (RH) APU Manufacturer Honeywell Honeywell Honeywell Type TFE 731-20AR-1B TFE 731-20AR-1B RE100 (LJ) MSN P-116157 P-116158 P-220 Total Time 4253:09 4234:15 2188:00 Total Cycles 4256 4222 4551 Program JSSI (100%) JSSI (100%) MSP APU

Aircraft Index see Page 4

P180-184 18/09/2013 13:49 Page 4

Marketplace Cessna Citation Jet

Price: Reduced to $1,350,000 Year:

1995

S/N:

525-0089

Reg:

N600HS

TTAF:

5,700

Location: France

Hawker 800XPi

Tel: +1 (626) 584 8170 Email: jason@aviasource.aero

Avia Source, Inc.

This excellent Citation Jet has 5,660 hours total time, 5,823 total landings and is covered under Cessna Pro Parts. It has Williams TAP ELITE coverage on the engines. The Honeywell Avionics include SPZ-5000/IC-500 AP/FD, Dual KY-196 COM, Dual MST-67A Transponders, RVSM, and KMH-820 TAS/EGPWS. The exterior is Overall White w/ bottom dark blue – 2 lines red and grey. The interior has high gloss cabinetry, fwd refreshment center, club seating with an additional side facing seat. It has Cream Leather and Beige Carpet.

Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466

Capital Jet Group Price:

$4,250,000

Year:

2005

S/N:

258723

Reg: TTAF:

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

Beechcraft King Air 350i

Hawker Pacific Pty. Ltd Price:

USD$5,495,000

Year:

2010

S/N:

FL-727

Reg:

N80427

TTAF:

227

Location: New Zealand

Beechcraft King Air C90B

Tel: +61 404 488977 Email: aircraftsales@hawkerpacific.com

A stunning as new King Air 350i to suit a new buyer!

Aircraft always hangared and maintained by Beechcraft Service Centre. No known damage history with One Owner since new. The aircraft is located in New Zealand however as on N reg, owner will move the aircraft where it needs to go for the new purchaser. Avionics: Pro Line 21 system with two (2) AFD-3010 & one (1) AFD-3010E adaptive flight display (pilotís PFD, MFD and copilotís PFD); incorporates an Engine Indicating (EI) system

Tel: +65 66817885

Hawker Pacific Asia Pte Ltd Email: Yatie.Ghaffor@hawkerpacific.com Price:

USD$995,000

Year:

1994

S/N:

LJ-1375

Reg:

VH-ILB

TTAF:

2934

ENGINES: Pratt & Whitney PT6A-21. PROPELLERS: McCauley, four blade, metal, fully feathering, reversible.

AVIONICS/RADIO: Collins Proline. Collins Dual EFIS-84 (PFD and H.S.I with overlays). OPTIONAL EQUIPMENT: Deice/Anti ice (Boots, heated windshield, heated pitot/static, ice vanes), Auto Feather, 22 Cu Ft Oxygen, Lead Acid Battery, Dual Door Cables, Cleveland Wheels & Brakes, Aft Body Strakes

Location: Australia

Bell 412EP - Offshore Equipped

Hawker Pacific Pty. Ltd Price:

POA

Year:

1999

S/N:

36246

Reg:

N412HP

TTAF:

5244.4

Location: Asia

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +9714 886 0470 Email: alan.parsons@hawkerpacific.com

A rare opportunity to acquire a competitively priced, low time, offshore equipped 1999 Bell 412EP. This aircraft has just being fully refurbished at Hawker Pacific’s Gold Bell Customer Support Facility. Included in the refurbishment are a fresh 3000 Hr / 5 Year Inspection, installation of the BLR FastFin & Strake System and a full strip and repaint in all over white. All major dynamic components are zero time having been overhauled at Bell Helicopters Piney Flats facility in the USA

WORLD AIRCRAFT SALES MAGAZINE – October 2013

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P180-184 18/09/2013 13:50 Page 5

Marketplace Challenger 300

Tel: +49 7403 914 04 66 Email: sales@basjets.com

BAS GmbH Price:

US$ 9,500,000

Year:

07/2004

S/N:

20004

Reg:

D-BFJE

TTAF:

5.700

New Paint and Interior Dec 12, 96 mth. Done Dec. 12; Airframe and Engines on MSP and Smart Plus; No Damage History; only one Owner since new; CVR/FDR; SATCOM, Airshow with DVD; Microwave, Coffee-maker; 8 Pax Club Seat config; belted Toilet Seat; CAT II; MNPS; In and Out like new

Location: Germany

Citation XLS

Tel: +49 7403 914 04 66 Email: sales@basjets.com

BAS GmbH Price:

US$ 5,200,000

Year:

2005

S/N:

5536

Reg:

D-CHSP

TTAF:

1.613

Low time German Citation XLS, full enrolled on Programs (Airframe, Engines and APU), NDH, EASA and FAA compliance, fresh Maintenance done by Citation Service Centers, on corrosion prevention Program, CVR/FDR, HF/SELCAL, dual FMS, Garmin MX20, SatPhone, 110V, in and out 8 of 10

Location: Germany

Piaggio Avanti II

Wingtip, Inc. Aviation Consulting Price:

Make Offer

Year:

2006

S/N:

1106

Reg:

N780CA

TTAF:

1780

Tel: +1 (0)732 222 0274 Mobile: +1(0)973 768 1821

Low Time, Collins ProLine 21 Cockpit, XM Weather, Electronic Charts in the Cockpit, Aircell Satellite Telephone, TCAS-I, TAWS-B, DVD/CD with IPOD Docking, FAR Part 135 Compliant, Fully Paid and Transferrable Pratt & Whitney ESP Gold Engine Service Plan, Beautiful Corporate interior and Exterior.

Price Reduced, Please Call

Location: USA

Fax: +1 (0) 732 222 2042

Eurocopter AS 355F-1

Tel: +44 (0)1895 833 365 Email: info@helicopterfilm.tv

HFS Aviation Ltd Price:

£350,000 excl. VAT

Year:

Price reduced Light weight VFR Utility. Good component times

S/N:

5043

Reg:

G-LECA

TTAF:

13,847.25

Contact for more details - See PDF Brochure link for more information / photos

Location: United Kingdom

Eurocopter EC 120B

Normal Piotr Jafernik Price:

EURO 495,000

Year:

2001

S/N:

1264

Reg:

SP-KKR

TTAF:

2101

Tel: +48 (0) 501 595 050 Email: angelika@heliservice.pl

With turbine Turbomeca Arrius 2F engine.

Good condition, as you see at photo.

Airworthy, Ready to fly All amintenance history - since 2006 maintain and management at Certifying Maintenance Station Part 145/MG Under polish registry, all maintenance done, If you have question feel free to call

Location: Poland

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WORLD AIRCRAFT SALES MAGAZINE – October 2013

www.AvBuyer.com

Aircraft Index see Page 4

P180-184 18/09/2013 15:22 Page 6

Marketplace Eurocopter EC 130T2

Tel: +1 (786) 863 9060 Email: info@globalaircrafts.com

Global Aircraft Price:

Call

Year:

2013

S/N:

NXXXX

Reg:

76XX

TTAF:

Delivery

Location: Florida, USA

Pilatus PC12/45

DELIVERY POSITION FOR DECEMBER 2013. STILL ON TIME TO CHOOSE THE PAINT COLOR AND CONFIGURATION. Total Time: Delivery Time Only Warranty: 500 flying hours or 36 months CofA Date: Projected for December, 2013. Engine Specs: Turbomecca Arriel 2D (952 shp). Serial: TBD Warranty: Manufacturer’s Standard Warranty. TTSN: Delivery Time Only. NAV/ COM / GPS • Garmin 430W • Honeywell KX165A • Garmin GTX 330• Garmin GMA340

Tel: +41 (0)44 828 88 88 Email: r.schmid@lionairgroup.com

Lions Air Ltd. Price: US$ 1,790,000 excl VAT Year:

2000

S/N:

349

Very well equipped aircraft. Maintained by Pilatus Aircraft or there Service Centres and always flown by professional pilots. Managed under EASA CAMO organisation. One owner. Located Zurich International Airport, LSZH.

Reg:

HB-FOQ

Contact: Renè Schmid for more information.

TTAF:

3000

Location: Switzerland

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please Call

Year:

2005

S/N:

Tel: +49 (0) 821 7003 100/145 Email: info@beechcraft.de

EU Reg, EU-OPS, 9-Seat Config, HF-1050, Head Up Checklist, 2x FMS UNS-1 ESP, TCAS II, Aircell ST3100, EASA German commerc. cert. New Carpet + Seats in Dec 2012 - top deal !

Reg: TTAF:

4.510

Location:

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please Call

Year:

2007

S/N:

TBD

Reg:

EU-Reg

TTAF:

3,120

Tel: +49 (0)821 7003 100/145 Email: info@beechcraft.de

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, fresh HSI 08/2012!

Location: Europe

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – October 2013

183

P180-184 07/10/2013 10:37 Page 7

Attorneys for business aviation.

Purchase, sale, lease and finance contract support for owners and operators.

Tax structuring and compliance.

Federal regulatory compliance.

Dispute resolution.

Wiley Rein LLP

Washington, DC

Northern Virginia

www.wileyrein.com/aviation

World Aircraft Sales (USPS 014-911), October 2013, Vol 17, Issue No 10 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 16th October 2013 Advertiser’s Index 21st Century Jet Corporation.................................186 AeroSmith/Penny.......................................................170 AIC Title Services......................................................115 Aircraft Acquisitions..................................................169 Albinati Aeronautics.......................................160 - 161 AMSTAT .......................................................................101 Aradian Aviation .........................................................117 Aviation Advisors .......................................................168 Avjet Corporation ................................................52 - 53 Avpro.......................................................FC, 10-15, 139 BAM..............................................................................132 Bell Aviation ............................................................58-59 Bombardier....................................................................75 Boutsen Aviation ..........................................................93 Central Business Jets .....................................185, 187 Charlie Bravo ................................................................29 Conklin & de Decker.................................................121 Corporate Aircraft Photography ............................184 Corporate AirSearch Int’l .................................91, 166 Corporate Concepts....................................17, 30 - 31 Dassault Falcon Jet Europe .....................................2-3 Dominion Aircraft.......................................................113 Donath Aircraft Services ............................................69 Dubai Airshow ............................................................127 Duncan Aviation............................................................81

184

WORLD AIRCRAFT SALES MAGAZINE – October 2013

Eagle Aviation................................................................43 Elliott Aviation................................................................67 Embraer PreFlown ..............................................44 - 45 Empyrean.....................................................................171 European Heli Show .................................................176 Florida Jet.....................................................................173 Freestream Aircraft USA ...................................22 - 25 General Aviation Services..........................................73 Guardian Jet .........................................................18 - 21 Gulfstream Pre-Owned......................................40 - 41 HELI UK EXPO .........................................................123 Inada................................................................................39 Intercontinental A/C Group.........................158 - 159 Int’l Bureau of Aviation..............................................167 Innotech - Execaire ....................................................177 Intellijet International...................................................6-7 J. Mesinger Corporate Jet Sales ..........5, 35 - 37, 55 JB Park GmbH ...........................................................175 Jet Support Services (JSSI)....................................129 JETability ......................................................................164 JetBrokers....................................................64 - 65, 172 Jetcraft Corporation....................................56 - 57, BC Jeteffect ..........................................................................89 JETNET ........................................................................178

www.AvBuyer.com

John Hopkinson & Associates.........................49, 173 Leading Edge................................................................85 Lektro............................................................................149 Mente Group...................................................156 - 157 NBAA Meeting & Convention ................................145 Northern Air .....................................................162 - 163 OGARAJETS .......................................................50 - 51 Par Avion..................................................................62-63 Peregrine Aviation Services ....................................165 PremiAir Global Aircraft Sales ..................................97 Rolls-Royce ...................................................................99 Singapore Airshow....................................................143 Soujourn Aviation .........................................................83 Southern Cross Aviation ............................................95 Tempus Jets...................................................................71 The Jet Business..................................................46 - 47 The Jet Collection ........................................................33 Triair Bermuda.............................................................174 True North Avionics...................................................133 Universal Avionics........................................................61 VREF Aircraft Values ................................................149 Welsch Aviation .........................................................154 Wentworth Aviation...................................................151 Wiley Rein ...................................................................184 Wright Brothers Aircraft Title..................................103 Aircraft Index see Page 4

CBJ September_CBJ November06 21/08/2013 09:57 Page 1

♦

General Offices

Mexico office

Minneapolis / St. Paul

Enrique A. Ortega Lapham

TEL: (952) 894-8559

TEL: +52.55.5211.1505

FAX: (952) 894-8569

CELL: +52.55.3901.1055

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

E-MAIL: Enrique@CBJets.com

C e l e b r a t i n g 3 0 Ye a r s

♦

GULFSTREAM V S/N 567

GULFSTREAM G200 S/N 199

Of fered by Original Fortune 100 Corporation, 35 year history as a Fleet Operator of Gulfstream Aircraft; Immaculate Maintenance, Rolls Royce Corporate Care Engine Program, Can Deliver w/ New Interior & Configuration

1,800 TT / 935 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 900EXy S/N 121

FALCON 900C S/N 194

Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2476 Total Hours, 1140 Cycles, MSP Gold Engine Programs

Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold Engine Programs, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs

FALCON 20F "500NH" SN/470 w/ FALCON 900C Engines & APU Modification 7800 TT / 5000 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L's w/ WAAS, ETC

Also Available - Falcon 900EXy S/N 238 For Lease • Off Market 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 aircraftâ&#x20AC;&#x2122;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 September_CBJ November06 21/08/2013 09:58 Page 2

♦

General Offices

Mexico office

Minneapolis / St. Paul

Enrique A. Ortega Lapham

TEL: (952) 894-8559

TEL: +52.55.5211.1505

FAX: (952) 894-8569

CELL: +52.55.3901.1055

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

E-MAIL: Enrique@CBJets.com

C e l e b r a t i n g 3 0 Ye a r s

♦

De Int sign er er ior

PIAGGIO II S/N 1158

CHALLENGER 604 S/N 5577

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

Freshly completed by Duncan Aviation for its 96-Month Inspection and Landing Gear Overhaul, 2000 Hours TT, On Smart Parts Plus and MSP -150 APU Engine Programs, Spectacular Terence Disdale Designed 10 Place Interior

2009 CHALLENGER 300 S/N 20264

CITATION EXCEL S/N 5066

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

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

CITATION VII S/N 7052

HAWKER 800XP SN/258298

24 Carat Gold Standard 61 Year Corporate Department History, 6200 TT, 3584 Cycles, MSP Gold, Dual UNS-1C's, 880 Radar, 8 + 1 Place Interior

Fortune 500 owned. MSP Gold Engines. 48 Month c/w March 2012.

8 Place interior with airshow display

Also Available - Falcon 900EXy S/N 238 For Lease • Off Market Falcon 7X w/ only 425 Hours

Just because you no longer have connecting flights

you no longer need connections.

The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions.

Want the best value in the business? Just connect the dots. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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

FEATURED INVENTORY

File Photo

2011 Airbus a318 Elite

49 Hours TTAF; 12 Cycles - Increased MTOW to 66 tons Enlarged Mid-Cabin Lavatory

File Photo

2000 Global Express - SN 9016 No Known Damage History EU OPS 1 Compliant - Triple FMS/IRU

WAS_9-11-13_back cover_Connections.indd 1

2010 Challenger 300 - SN 20286

One Private Owner, Low Time Proline 21 Avionics Block Upgrade & Enhancements 2006 Challenger 300 1989 Challenger 601-3A 1995 Challenger 601-3R 1998 Challenger 604 2005 Challenger 604 2006 Citation CJ1+ 1998 Citation X 2009 Falcon 2000LX 1987 Falcon 50

Download the

2000 Global Express 2003 Global Express 1997 Gulfstream IVSP 1998 Gulfstream IVSP 1987 Hawker 800A 2003 Hawker 800XP 2006 Hawker 850XP 2008 Hawker 900XP 2006 Lear 60

2004 Falcon 2000EX EASy - SN 29

Engines Enrolled on ESP Gold - APU Enrolled on MSP Fresh ARCS & Inspections at Gulfstream

2007 Gulfstream 450 - SN 4065

C of A Date 11/2006 - Entry into Service 4/2007 Gulfstream Demonstrator - Cert Foxtrot

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

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9/10/13 4:31 PM