World Aircraft Sales Magazine August 2014

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4 WORLD AIRCRAFT SALES MAGAZINE – August 2014

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• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

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THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

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AIRBUSA318 Elite. . . . . . 84, 85, A319CJ . . . . . . . . 81,A320 VIP . . . . . . 156,

BOEING/MCDONNELLDOUGLAS727-100REW ’Super’ . . .134,BBJ . . . . . . . . . . . 27, 45, 74, 156,CRJ-200 ER . . . . 29, CRJ-200 LR . . . . 156, Super 727-200 . 45,DC8-62 VIP . . . . 45,

BOMBARDIERGlobal 5000 . . . . 10, 54, 61, 81, 132,. . . . . . . . . . . . . . . 133, 156,Global 6000 . . . . 54, 156,Global 7000 . . . . 151,Global Express . 1, 28, 39, 45, 55, 75,. . . . . . . . . . . . . . . 81, 156, Global Express XRS. 10, 19, 28, 55,. . . . . . . . . . . . . . . 79, 156, Challenger300 . . . . . . . . . . . 11, 12, 39, 54, 79,. . . . . . . . . . . . . . . 156,601-1A . . . . . . . . 69,601-3A . . . . . . . . 24, 75,601-3R . . . . . . . . 54, 69,604 . . . . . . . . . . . 47, 58, 66,605 . . . . . . . . . . . 54, 81, 156,850 . . . . . . . . . . 25, 151, 156,Learjet 24E . . . . . . . . . . . 67, 83,31A . . . . . . . . . . . 66, 151,31ER . . . . . . . . . . 49,35A . . . . . . . . . . . 67, 79, 115,36A . . . . . . . . . . . 150,40XR . . . . . . . . . . 126,45 . . . . . . . . . . . . 67, 69, 129,45XR . . . . . . . . . . 55, 69, 127,60 . . . . . . . . . . . . 66, 69, 74,60SE . . . . . . . . . . 66, 156, 60XR . . . . . . . . . . 40, 58, 66, 69, 139,

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

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

DIAMONDDA-40 . . . . . . . . . 152,

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

FAIRCHILD DORNIER328 . . . . . . . . . . . 37,328/300 . . . . . . . 81,

FALCON JET7X . . . . . . . . . . . . 3, 10, 48, 61, 81,. . . . . . . . . . . . . . . 154, 156, 10 . . . . . . . . . . . . 11, 67,20F . . . . . . . . . . . 155,20F-5BR . . . . . . . 138,20-5F. . . . . . . . . . 115,50 . . . . . . . . . . . . 11, 19, 47, 58, 61,. . . . . . . . . . . . . . . 83, 140, 149, 154,50-40 . . . . . . . . . 155,50EX . . . . . . . . . . 3, 11, 31, 154, 155,100 . . . . . . . . . . . 11,900B . . . . . . . . . . 3, 11, 24, 45, 47, 69,. . . . . . . . . . . . . . . 113, 154, 155,900C . . . . . . . . . . 11, 43, 45, 48, 54,. . . . . . . . . . . . . . . 154, 155,900EX . . . . . . . . . 11, 29, 54, 154, 156, 900EX EASy . . . 3, 154, 155, 156,900EX EASy II. . 79,900LX . . . . . . . . . 131,2000 . . . . . . . . . . 10, 29, 45, 61, 67, 69,. . . . . . . . . . . . . . . 83, 135,2000EX . . . . . . . . 54, 156, 2000EXEASy . . 3, 10, 28, 47, 61,2000LX . . . . . . . . 3, 24,2000S . . . . . . . . 10,

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

HAWKER BEECHCRAFTBeechcraft RK-194 . . . . . . . . 51,400 . . . . . . . . . . . 83,400A . . . . . . . . . . 13, 51, 66, 67, 113,. . . . . . . . . . . . . . . 125,Premier 1A . . . . . 115,King Air350 . . . . . . . . . . . 19, 24, 66, 81, 115,B200 . . . . . . . . . . 13, 39, 49, 51, 58,. . . . . . . . . . . . . . . 69,C90 . . . . . . . . . . . 81, 115,C90B . . . . . . . . . . 13,Hawker400XP . . . . . . . . . 51, 69, 115,700A . . . . . . . . . . 66,800A . . . . . . . . . . 48, 149,800XP . . . . . . . . . 7, 12, 47, 58, 66, 115,. . . . . . . . . . . . . . . 130, 149,850XP . . . . . . . . . 58,900XP . . . . . . . . . 12, 152,1000A . . . . . . . . . 151,

IAIAstra SP . . . . . . . 19,Westwind II . . . . 149,

PIAGGIOAvanti P180 . . . . 61,

PILATUSPC45 . . . . . . . . . . 152,

PIPERCheyenne II . . . . 81,Meridian . . . . . . . 49, 152,

PZLM28 Skytruck . . 141,

SABRELINER65 . . . . . . . . . . . . 67,

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

HELICOPTERSAGUSTAWESTLANDA109A II Plus . . 14,A109 Power . . . . 156,A109E Power. . . 13, 14,A109S Power . . 14, 81,A119 KE . . . . . . . 81,

BELL206 L4 . . . . . . . . . 150,212 . . . . . . . . . . . 150,407 . . . . . . . . . . . 14, 69,412 EMS . . . . . . 150,429 . . . . . . . . . . . 14, 74,430 . . . . . . . . . . . 14,

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

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

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

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

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8 WORLD AIRCRAFT SALES MAGAZINE – August 2014 www.AvBuyer.com

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The global marketplace for business aviationNews - Aircraft listings - Editorial

2014 GULFSTREAM G450, SN 4303

The global marketplace for business aviation

June 2014

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See pages 32 - 33 for further detailsThe global marketplace for business aviation

July 2014

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Panel July14 23/07/2014 10:48 Page 1

Contents

WORLD AIRCRAFT SALES MAGAZINE – August 2014 9Advertising Enquiries see Page 8 www.AvBuyer.com

Other Features64 Wichita Insider76 Aircraft Specs & Performance Tables108 JETNET iQ Summit Round-Up110 JETNET >>KNOW MORE114 Aviation Leadership Roundtable117 Market Indicators121 BizAv Round-Up

Next Month’s IssueBusiness Aviation and the Boardroom

Plane Sense on Cockpit Avionics

GAMA 2Q 2014 Shipment Report

Featured Articles - Business Aviation and the Boardroom16 Corporate Angel Network: Discover how involvement with the

Corporate Angel Network can reflect the very best of Business Aviation to the watching world…

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

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

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

36 How Do You Use It…: Your company probably has a computer policy. Does it have documented policy for using business aircraft, asks David Wyndham?It should do…!

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

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

Main Features56 Flight Dept. Management Skills – High Trust Leadership: Great leaders and

managers have trustworthiness in common. That’s partly down to ‘Character’ and ‘Commitment’. Here’s how…

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

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

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

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

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

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

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

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

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

Volume 18, Issue 8 – August 2014

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Panel July14 23/07/2014 10:29 Page 2

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

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

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BUSINESS AVIATION AND THE BOARDROOM

16 WORLD AIRCRAFT SALES MAGAZINE – August 2014 Aircraft Index see Page 4www.AvBuyer.com

magine the diagnosis is ‘the big C’. Thisyear approximately 1.67 million US citi-zens will learn that they have cancer, thecountry’s second leading cause of death.The likelihood that a US male will be

diagnosed with some form of cancer within hislifetime is slightly less than 50 percent; for USwomen the odds are about 35 percent. That’s thebad news.

The good news is that today the five-year sur-vival rate for all cancers detected between 2003and 2009 is 68 percent, up noticeably from the 49percent survival rate that was characteristic ofthe mid-1970s. On January 1, 2012 approximately13.7 million Americans with a history of cancerwere alive, either cured or undergoing treatment.

No longer is the C-word synonymous withdeath. While early detection is one reason forthat advance, possibly the most profound influ-

ence stems from the specialized treatments thatare now available at renown hospitals in sev-

eral locations throughout our country.

TRANSPORTATION IS CRITICALAccess to specialized treatment, which

can be found only in a limited num-ber of cities, is difficult for manycancer patients. While finances playa role, often the more critical factoris the depressed state of the victim’simmune system due to the diseaseand the debilitating interventionemployed to combat the cancer.

Thus using Scheduled Airlineswith nearly every seat filled andmaking one’s way through today’scrowded terminals place the cancerpatient in a challenging environ-ment that often precludes travel bypublic means. Furthermore, nonstopflights between the patient’s homeand the specialized hospitals oftendo not exist.

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

Possibly the world’s most recog-nized expert on the value ofBusiness Aviation, Jack Olcott is aformer Editor and Publisher ofBusiness & Commercial Aviationmagazine and Vice President withinMcGraw-Hill’s Aviation WeekGroup. He was President of theNational Business AviationAssociation from 1992 through2003, and today Jack’s network andpersonal knowledge of BusinessAviation uniquely qualifies him tooversee Business Aviation and theBoardroom. More information from [email protected] I

Companies offering an empty seat on their business aircraftto cancer patients in need of specialized treatment and carereflect the best of Business Aviation, observes Jack Olcott.Have you considered doing so?

GIVE LIFT TO A CANCERPATIENT IN NEED

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

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What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – August 2014 17Advertising Enquiries see Page 8

empty seats on corporate aircraft conducting nor-mal business trips to provide transportation forpeople needing to reach hospitals specializing incancer therapy, and call that system the CorporateAngel Network (CAN). Both Pat and Jay werefrom the area surrounding Westchester CountryAirport (KHPN), one of the nation’s leading cen-ters for Business Aviation.

As founders of CAN, they approached Dr.Leonard Green, President of the SafeFlightInstrument Corporation (also located at KHPN)and inventor of the stall warning indicator as wellas other safety devices for aircraft. Impressedwith the concept, Dr. Greene immediately becamea significant benefactor for the program andoffered his company’s King Air to launch CAN’sfirst flight. He personally piloted several ofCAN’s early trips and flew the 10,000th CANtraveler in April 1998.

UNDERSTATED SUCCESSWith support from the local Business Aviationcommunity and the Country of Westchester, CANdeveloped a home at KHPN. Today six full-timeCAN employees located at the airport are sup-ported by a cadre of 20 to 25 volunteers whocoordinate the needs of cancer patients with theschedules of flight departments that have agreedto make their empty seats available on businessflights. Half of CAN’s volunteers have been activefor 10 or more years.

Finding a fit between the needs of cancerpatients and the normal travel schedules of par-ticipating flight departments is indeed challeng-ing. A person requesting transportation contactsCAN’s office and completes a questionnaire thatcaptures basic data such as the traveler’s type ofcancer, age, gender, dates when travel is needed,and whether he or she will be traveling alone orwith a companion. Prospective travelers must beambulatory and obtain a doctor’s approval for thetrip.

CAN volunteers digest those data and distrib-ute travel requests using a variety of systemsranging from simple email communications toparticipating companies to sophisticated linksdirectly into the computerized scheduling sys-tems of CAN transport providers. In 2013, CANreceived over 6,000 travel requests and was ableto satisfy 2,600—a fulfilment rate of about 43 per-cent. Since its founding 33 years ago, CAN hasflown approximately 45,000 trips for childrenand adults with cancer.

YOUR HELP IS NEEDEDBecause Business Aviation is experiencing increas-ing internal demand and available seats are occu-pied by company personnel, CAN fulfillment isdown from the 50 percent rate that existed a fewyears ago. To satisfy the requests of cancerpatients, the organization needs to expand itssupply of participating flight departments.

All that is required to become a participatingflight department is communicating with Dick

Koenig, Executive Director of CAN([email protected] or 914 328 1313).Formerly Vice President and Publisher of FLYINGmagazine, and a 21-year Army and Air Guard vet-eran with over 7,000 hours as pilot-in-command,Dick knows Business Aviation. No mention offlights or participation is made without theexpress consent of participating companies.

We urge Directors of companies using businessaircraft, whether owned, leased or chartered, tosupport the Corporate Angel Network; an effec-tive way to amplify the benefits that companiesand society gain from Business Aviation.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 18

C.A.N NEEDS TO EXPAND ITSSUPPLY OF PARTICIPATINGFLIGHT DEPARTMENTS


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

Establishing A Game-PlanPlayers in the business aircraftacquisition game.


Peter Agur Jr. is managing direc-tor and founder of The VanAllenGroup, a business aviation con-sutancy with expertise in safety,aircraft acquisitions, and leaderselection and development. Amember of the Flight SafetyFoundation’s Corporate AdvisoryCommittee and the NBAA’sCorporate Aviation ManagersCommittee (emeritus), he is anNBAA Certified Aviation Manager.Contact him viawww.VanAllen.com.

�

hether acquiring your first aircraft,its replacement, or an add-on, theobjective is the same: Place the bestaircraft for your needs into safe andeffective service while saving every

nickel in making that happen.The stakes of the game are both intangible and

tangible. On the intangible side, if the political oreconomic environment is not good, your reputationor the brand of your company may be damaged. Forinstance, during the recent recession several finan-cial services companies received strong negativepublicity for having new aircraft on order, eventhough the deals were struck in better times and theaircraft’s use was clearly justifiable.

The tangible stakes are equally important. A win-ning result is not getting the lowest price. There aremany more facets than the bottom line in creating agem of a deal. The point is we often see companiesleave hundreds of thousands, if not millions of dol-

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

THE PRE-GAMEWinning the game starts with proper preparation. Forinstance, do you evaluate your current aircraft’s majormaintenance events several years into the future? Ifso, you can take advantage of the market’s insensitivi-ty to the cost of those major maintenance events whenthey are still a year or two out. If a major event is inthe immediate future, you can plan on the cost of thatevent impacting the market value of your current air-craft dollar-for-dollar. That adds up. A major inspec-tion can run $500,000-$1,500,000. If it involves engineoverhauls the lost value can double.

Whether you are buying a pre-owned light jet ornew intercontinental time machine, there are a num-ber of rules to establish and follow. Those rulesshould be designed to keep the process fromunraveling.

W



Global XRS1854 AFTT, JSSI Platinum – 100%, InmarsatAero-H+, CES Version 7.0, Second-GenerationEnhanced Vision System. Longer RangeAircraft with double crew rest will benefitthose wishing to use the aircrafts maximumrange potential

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Gulfstream Astra SP7097 AFTT, Engines on MSP, TCAS II, EGPWS,GNS XLS FMS, RVSM and VIP Configurationwith 6 pax

Falcon 5013,502 hrs, Engines on MSP Gold, CollinsPro-Line 4, Dual Honeywell Laser Ref III,Magnastar Airphone C-2000, Airshow 400,MGTW Increase, 8 Passenger Seating

King Air 350i599 AFTT, Rockwell Collins Pro Line 21/FGC3000, CVR, TCAS II, TAWS+, AirConditioning, and Eight Heated Cabin Chairs

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

Tel: (403) 291 9027Fax: (403) 637 2153

[email protected]

follow us on twitter@HopkinsonAssoc

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

W

“An aircraftpurchase is a blended

market basketof goods

and servicesthat are

individuallynegotiable.”

For instance, what ethical standards do youintend to follow? A multi-million dollar acquisitiontempts scoundrels both in-house and out. I recentlycontacted the advertiser of an aircraft that was a per-fect fit for one of our clients. The “seller’s” lack ofknowledge of the owner’s terms and conditionsquickly revealed that he was marketing an aircraft hedid not control. His efforts were not illegal, but theywould have added unnecessary costs to the transac-tion.

A less obvious example of the gray side of ethicshappened with a company that possessed a squeakyclean brand. Their Director of Aviation, the aircraftacquisition project leader, accepted fully paid-vaca-tions from the broker of his pre-owned aircraft. Thesetrips were not fully disclosed or approved. If thatkind of behavior became public it would tarnish thecompany and the aircraft.

Another rule to live by: Never, never, never buyan aircraft, new or pre-owned, without conducting acomprehensive inspection. We know of a deal madebetween friends that cost the new owner over $2 mil-lion when major corrosion in the wings was discov-ered during the first major inspection. It was anexpensive end to the friendship.

FIELD THE ‘A TEAM’Assigning the aircraft acquisition project to one per-son is a sure way to be outplayed. It takes a blendedteam of subject-matter experts to win. And winningis important because purchasing a business aircraft isone of the largest investments you make in a non-core business arena.

Appointing the project manager is critical.Consider appointing the executive to whom theleader of aviation services reports. Anyone else maynot have the big picture perspective needed to under-stand how all the game’s pieces come together. Theteam should include:

• Corporate Executive: Preferably the executive towhom aviation services reports;

• Aviation Services Business Unit Leader:Technical expert;

• Aircraft Acquisition Expert: Your unbiasedadvocate in this complex and dynamic market;

• Legal: Include aircraft acquisitions counsel tovastly streamline the contracting process;

• Corporate Purchasing: To support, not drive theprocess;

• Corporate Finance: Financing decisions shouldbe separate from the aircraft selection and bestructured to maintain flexibility for early exits incase your needs change unexpectedly.

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

We find playing collaboratively with the selleroften nets a better deal. A take-no-prisoners approachtends to create barriers to effective negotiations.Manufacturers shudder when a wheeler-dealer comesthrough the door. Some even hold additional econom-ic reserves to support excessively demanding cus-tomers. On the pre-owned side, a gentleman’sapproach can reap rewards, too. We were awed whenone seller paid for all faults during the pre-purchaseinspection, including cosmetic items, because he want-ed the new owner to love the aircraft as much as hedid. That would not have happened if we had beenaggressive.

THE END GAMEThe process is complete when the aircraft and crew areready for passenger trips. That is not the day afterdelivery.




The first 20-25 hours in a new aircraft’s life can befraught with failures. As thorough as pre-deliveryacceptance flights and inspections may be, the firstflight hours allow the technology to act up, wiringplugs that are not fully seated to back out, and seepsand leaks to develop. You do not want to experiencethese kinds of anomalies on company trips. It can tar-nish the faith in the new aircraft as well as the deci-sion to acquire it.

Even more important, if the aircraft is new to yourflight and maintenance crews, they need time tobecome accustomed to its real world behaviors,quirks, and cockpit and cabin layouts. The data arevery clear: the accident rate for crewmembers duringtheir first hundred hours in a new aircraft is dramati-cally elevated. Give your crews the time they need toget settled without the pressure to conduct passengertrips before they are ready. An option to accelerateputting the aircraft into service is to rent a mentorpilot to fly with them while they get fully acquaintedwith their new flying machine.

The preceding points only touch the edges of thevery complex Aircraft Acquisition Game. But, a greatteam can use well-thought out rules and a well-played game-plan to create a winning result.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 22

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n 2007, when we first started to feel the winds ofour industry shift, market characteristics seemedto change all at once. One day we had hugedemand for aircraft but limited supply and large

premiums were paid for like-new aircraft. Deliverypositions for new aircraft traded like commodities asbacklogs grew. Then all of a sudden everythingstopped. Activity ground to a halt. Prices began to

tumble and orders for new aircraft were canceled.Backlogs shrunk, and people started to withdrawfrom transactions for pre-owned aircraft that werewell under way. It was frightening. There was noblueprint or manual for how to survive this dilemma.In fact there was no way to forecast the depth of whatwas about to happen. People were actually walkingaway from large deposits just to cancel a deal.

I likened this phenomenon to a high school promwith boys on one side of the gymnasium staring atgirls on the other side, but no one was dancing.

Sellers felt that the market meltdown wastemporary, so they were unwilling

to take less for their aircrafteven though all

signals pointeddown. Buyers were certainthey had no need to pay the cur-rent pricing, so nothing happened. Ourindustry did not move. Jobs were lost and loanswere being called or borrowers were being notifiedthat additional funds were required to bring debt-to-equity ratios more in line with current marketconditions.

COMPARING MARKET DYNAMICSIn the 1999 downturn, which was precipitated by aweakening economy in Asia and bursting of the Dot-Com bubble, many factors were different. First andforemost our industry in 1999 was simply not as bigas it was in 2007. During the recovery from 2002through 2007 the market for business aircraft grew inlarge part because of emerging markets. Russia,

Jay Mesinger compares the current market for businessaircraft to the ups and downs experienced during theprevious 15-or-so years and sees some very distinctdifferences.

Things Are Changing......So how should acorporation respond?

�


Jay Mesinger is the CEO andFounder of Mesinger Jet Sales.Jay serves on the Jet AviationCustomer and Airbus CorporateJets Business Aviation AdvisoryBoards and was a Member of theBoard of the National BusinessAviation Association (NBAA), andthe Chairman of the AssociateMember Advisory Council(AMAC). Contact him [email protected].


“There was noblueprint or

manual for howto survive this

dilemma. In factthere was no

way to forecastthe depth of

what was aboutto happen.”

I

continued on page 26

HOW ARE YOU ADAPTING TO MARKET CHANGE?

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

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Watch airplane videos at jetsales.com/inventory

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2000 Gulfstream GVSerial Number: 609

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• Certifi cation Foxtrot

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China and the Middle East all added dramatically tothe industry size. The smaller 1999 market experi-enced a fall that was nowhere near as quick or steepas the decline in aircraft pricing we saw in 2007. Infact the 1999 downturn was the first time in mycareer that I could suggest a buyer consider a newaircraft rather than one that was pre-owned. Then thedelta between a new and pre-owned aircraft was notas great as it is today. Also, in the period between1999 and 2002 most manufacturers had “White Tails”sitting on the ramps.

Immediately prior to the 2007 meltdown, the priceof a pre-owned aircraft for immediate delivery wasvery high—in fact in some cases higher than the listprice of a new model that was not available due tothe OEM’s substantial backlog. Purchasing new wasan attractive choice for those buyers who had securedfavorable delivery positions.

Today, as I talk to mature flight departments aswell as first time buyers, promoting new rather thanpre-owned is a much tougher sell. Buyers look at thepricing of the pre-owned aircraft and the choice isclear. Pre-owned wins out far too often. This situationcreates continued hardships for the OriginalEquipment Manufacturers. The mix of new vs. pre-owned business jet transactions for 2007 and todayreflects this change in market dynamics; while thenumber of sales in 2007 and 2013 are almost identical,new outsold pre-owned by a ratio approaching 2 to 1in 2007. The comparable ratio for 2013 was 0.66 to 1.

LESSONS LEARNEDThe current health of our industry is good on manyfronts. When aircraft sell, regardless of new or pre-owned, jobs are created. Pilots are hired, and mainte-nance facilities are engaged for pre-buys and modifica-tions. Insurance policies are sold. Brokers are hired,hangars are rented and fuel is sold. All such activity isvery positive. I know the manufacturers are working tobring to the market new products that offer more capa-bility and efficiency to meet emerging mission require-ments, and those OEMs that do so will experiencefaster recovery.

Another lesson learned from operators during thisdownturn is that great value remains in aircraft thathave flown beyond their warranty terms or exceededtheir depreciable life. The past culture of so many cor-porations was that the predictable time to transitionfrom the current aircraft to a new one was based onwarranty and depreciation. This rule-of-thumbchanged after the 2007 downturn and may never revertback. The useful life of the current in-service aircraft islong, and aircraft transition is focused now more onchange in mission and capability than merely age.

I think the next several quarters will be very tellingwith respect to aircraft prices stabilizing. Remember,flat will be the sign of a new Up Market!Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 30

Compare aircraft performance using our

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

“...great value

remains in

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have flown

beyond their

warranty terms

or exceeded their

depreciable life.”

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

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Boeing BBJ S/N: 36714. Reg: VP-BFT• Make Offer• Into Service 2009• 18 Passenger - Andrew Winch Interior Design• Full Factory Warranties

• Very Low Hours• 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: 29273. Reg: VP-BBJ• Make Offer• Total Time: 3743 hours / Landings: 917• One Owner Since New• One of the Lowest Time BBJ's on the Market

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

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









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1996 Gulfstream GIVSP S/N: 1283 • Total Time: 9842 hrs• Landings: 4220• APU on MSP• Honeywell Avionics covered through Honeywell HAPP• MSG-3 Maintenance Program with CMP• No Damage History• Collins SAT-906 SATCOM• Secure-A-Plane• 13 Passenger Interior

2003 Global ExpressS/N: 9129. Reg: N725LB

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

2005 Falcon F2000EX EASyS/N: 056. Reg: N056BL

• Total Time: 2703• Total Landings: 2010• APU: P-357 Type: Garrett GTCP36-150(F2M) (On MSP)• CAMP/OCIP• ‘C’ Check, SB171 Dry Bay Mod, SB185 L/G

Dampening, August 2011• Seating: 10 passenger; 4 forward club seats

Global XRS S/N: 9195. Reg: N4T• US$25,950,000• Total Time: 3401 hours / Landings: 1116• On CAMP• Engines on Condition• Second GPS (Honeywell GPS550)• Bombardier Enhanced Vision System (BEVS) / HUD• FDR Upgrade•13 Passenger

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









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CRJ-200ER S/N: 7508. Reg: VP-BER• Make Offer• Total TIme: 4036 hours / Landings 2671• EASA Compliant• 32 Pax Interior Refurbished in 2012• -150 APU• TCAS II Chg 7.0• A/F Inspection c/w Feb 2013• No Damage History

Falcon 2000 S/N: 1. Reg: G-YUMN• US$4,950,000• Total Time: 6289.27 hrs / Landings: 5614• Engines and APU on Honeywell MSP Gold• B-RNAV/RVSM/RNP10/RNP5 Compliant• Honeywell Mark V EGPWS• Collins TTR 920 TCAS II• New Paint April 2007• Elegant 10 Passenger Fireblocked Interior

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

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

Easier Said Than Done:Liability protection planning forbusiness aircraft.


Chris Younger is a partner at GKGLaw, P.C. practicing in the firm’sBusiness Aircraft Group. Hefocuses his legal practice on busi-ness aircraft transactions as wellas issues relating to federal andstate taxation and regulation ofbusiness aircraft ownership andoperations. Mr. Younger can becontacted [email protected]


�

n owner of a large cabin business aircraftrecently contacted me to request someadvice concerning sales tax. The owner hadformed a special purpose entity (SPE) to

acquire his aircraft, and that SPE had leased the air-craft to another SPE that operated the aircraft. I askedthe owner if, aside from the sales tax issues he men-tioned he had considered any other legal and tax ram-ifications of his aircraft ownership and operatingstructure. He stated that the structure was designed to

provide him with maximum liability protectionregarding his ownership and operation of the aircraftand that he always used separate entities to own andoperate his business and real estate ventures.

Unfortunately, as described in the example above,many business aircraft owners and their advisors donot recognize that typical practices in the real estate orbusiness world are not standard operating procedurein the context of business aircraft operations. Theowner who contacted me clearly had not engagedcounsel familiar with the “flight departmentcompany” rule.

The Federal Aviation Administration (FAA)requires a company that provides transportation byair for compensation (which is defined very broadlyto include any kind of economic benefit) or hire tohave an FAA air carrier operating certificate and tooperate its aircraft in accordance with more stringentrules applicable to air carriers. However, the FAA hasadopted certain limited exceptions to this generalrule. These exceptions are contained in Section 91.501of the FAR and permit the provision of air transporta-tion for compensation to be operated under FAR Part91 without an FAA air carrier or operating certificatein limited and narrowly defined circumstances.

SPECIFIC REQUIREMENTSFAA policy requires that any operation of aircraftunder the limited exceptions of Section 91.501 of theFAR must be “incidental to and within the scope” ofsome business other than the provision of air trans-portation (i.e., an operating business). An SPE thatoperates an aircraft under FAR Part 91 conducts nobusiness other than the provision of air transportationservices, which by its very nature is not allowed bythe FAA.

There is no legally permissible way to fund theoperations of an aircraft by an SPE if it is operatedunder FAR Part 91 because the term “compensation”

A


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


can be defined broadly to include amounts con-tributed to the SPE as compensation received for theprovision of air transportation services.

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

INSURANCE, AND LOTS OF IT!First and foremost, regardless of the characteristics ofan entity that is legally permitted to operate a busi-ness aircraft under FAR Part 91, it is imperative that aBoard recognize the benefit of comprehensive andadequate liability insurance for the company aircraft.Typical liability limits in the business aircraft arenaexceed US$100,000,000 of coverage and, recently,US$500,000,000 or even $1,000,000,000 of coveragehave become available and more common. This is theprimary mechanism for mitigating the risks associat-ed with business aircraft operations.

It is imperative that the Board closely review andscrutinize their company’s organizational chart toensure that the aircraft will be operated by an entitythat is eligible to do so, but has a smaller footprint interms of balance sheet exposure. If such an entity isavailable, then it would usually be preferable to makethat entity the aircraft operator.

THE CHARTER OPTIONA third alternative is to have the aircraft operatedsolely by an FAR Part 135 charter operator. This alter-native, however, is often unpalatable because ofrestrictions specific to FAR Part 135 regarding flightcrew duty time, airports and weather. Also, there areoften negative income, excise and sales tax conse-quences emanating from such a structure. If suchissues can be satisfactorily resolved, this solution canbe an excellent means for achieving liabilityprotection.

The name of the game is to recognize that there isno “one size fits all” approach to planning for busi-ness aircraft ownership and operations. Instead, eachsituation must be analyzed in its own context todesign the best structure from the standpoint of liabil-ity protection while ensuring that the proposed opera-tion also complies with FAA and other legal require-ments and meets the company’s business and taxobjectives.

If these issues are not considered, the Board runsthe risk of creating additional liability rather thansuccessfully avoiding it!

Note: This article should not be construed aslegal advice or legal opinion on any specific facts orcircumstances. The reader is urged to consult legalcounsel or other advisors concerning his/her ownsituation and specific legal questions.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Business Aviation and the Boardroom continues on Page 36


THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one today www.AvBuyer.com

“This is theprimary

mechanism formitigating therisks associatedwith business

aircraftoperations.”


It has been 25 years since we at Jet Support Services, Inc. opened our doors and became the business aviation industry’s first independent provider of hourly cost maintenance programs. Since that day, we have enrolled more than 10,000 engines, airframes and APUs on our broad offering of programs. Today, JSSI enhances resale value and provides cost predictability and world class service to owners and operators of over 340 makes and models of business jets, turboprops and helicopters. As we continue to expand our business, it is important for us not to lose sight of those who have supported us along the way and made our 25-year anniversary possible.

WWe want to thank Boise Cascade for being the initial customer to take that leap of faith to enroll on a JSSI program. It required foresight, an open mind and the willingness to take a chance on a new concept and a young company. We thank you, our loyal customers, who have entrusted us with your aircraft over the years. Thank you to the OEMs, who have worked hand-in-hand with us as we developed innovative programs like Tip-To-Tail®, the industry’s only single-source maintenance plan. And thank you to all of the maintenance providers that have worked alongside our technical advisors to deliver outstanding service.

AllAll of this begs the question, “Where do we go from here?” Stay with us throughout this, our 25th anniversary year, and we’ll share some of our future plans. Because, thanks to you, even after 25 years, we’re just getting started.

y employee handbook documents howour company-provided computers willbe used: "Computers, computer files,the email system, instant messaging and

software furnished to employees are Company prop-erty intended for business use. Limited personal use isallowed as long as it is not disruptive to businessoperations." We go on to address the fact that all fileson the computer are company property. My companypolicy is simple and clear.

Laptop computers, which individually cost lessthan $2,000 each, are critical for efficient workflowand productivity in most companies, and they con-tribute significantly to the total IT budget in a largecompany. Conversely the number of business aircraftin a company is quite few, but the total spent toacquire and operate such a resource is also quitesignificant.

Your company probably has a computer policy.Does it have documented policy for using businessaircraft? It should!

POLICY REASONSWhether the business aircraft is used by a few seniorexecutives, or whether company employees can bookseats on the corporate shuttle, the reasons for - andthe use of - Business Aviation should be clear. A policyspecifying usage shapes efficiency and appropriatereturn on the company’s investment in this form oftransportation. Policy also prevents abuse as well asthe appearance of misuse.

Few companies escaped financial hardships in thepast recession. One client had a light jet it used forsenior executive travel. The company, however, had

no clear policy for the use of

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

�



David Wyndham is co-owner andPresident of Conklin & de Deckerwhere the focus of his activities ison aircraft cost and performanceanalyses, fleet planning, and lifecycle costing for clients. Mr.Wyndham can be contacted [email protected]

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

M“Your companyprobably has a computerpolicy. Does

it havedocumented

policy for using business

aircraft? Itshould!”


Eagle Aviation, Inc.2861 Aviation Way, West Columbia, SC 29170

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

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

Phone: (800) 849-3245 International: (803) 822-5520Email: [email protected] or visit www.eagle-aviation.com

2004 CITATION CJ2, S/N 525A-0203

1981 CONQUEST I, S/N 425-00631999 EXECUTIVE 328 JET, S/N 3121

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

2003 CITATION CJ2, S/N 525A-0192

2014 CITATION M2, S/N 525-0822 2006 CITATION CJ1+, S/N 525-0620

135 Engines

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


the jet but did have scheduling authority spreadamong a few senior executives. In the light of recentlayoffs, everyone was very conscious of spendingmoney. There were misgivings about the use of thebusiness jet by some Members on the Board ofDirectors. The Board needed to know the aircraft wasbeing used effectively.

My study looked at the costs of the business air-craft and the alternatives. The company’s operatinglocations were many, and neither driving norScheduled Airlines adequately served its transporta-tion needs. The firm’s method of governance, whilerather informal, had a chargeback algorithm thatbilled the business unit using the aircraft. Flight oper-ations were well-run, minimally staffed, and costswere managed quite well. The executives who prima-rily used the aircraft were conscious of the appear-ance of usage (i.e., the optics of Business Aviation)and were comfortable in being able to justify theirtrips.

My client had unwritten policies and a shortlist ofexecutives who could authorize use of the aircraft.The vast majority of travel on the company aircraft—90%—was by the CEO and his management team. Allof their trips were to company operating locations,and my report was helpful in documenting the cost-effectiveness of the business aircraft.

Missing, however, were elements of policy thatestablished scheduling and use policies for the air-craft. Also, the company’s usage policy needed theblessings of the CEO, documented by his signature,thereby leaving no doubt that the aircraft would beeffectively managed. Such policy was what the Boardneeded to see. Furthermore, the company achievedgood internal PR when employees knew how theaircraft was used.

GOOD POLICY BEGETS GOOD OPTICSMisuse of business aircraft makes for tantalizing read-ing in business newspapers as well as the lay media.The vast majority of business aircraft use is for thefurtherance of the business. But “dog bites man” isnot news; neither is “business aircraft vital to compa-ny's growth”. Thus any misuse of the company air-craft is amplified, thereby fuelling mistrust ofBusiness Aviation by the uninformed.

If 100,000 employees misuse their company com-puters, the total dollars lost to the enterprise in termsof expenses and lost productivity can be significant.But it was the trip to Washington DC by a handful ofauto executives in 2008 asking for a bailout during thefinancial crisis that generated the news, and theirrefusal to answer questions about their use of busi-ness aircraft for that travel exacerbated the bad optics.A considerably better approach would have beenreferring the press to their company use policies thatgave solid reasons why business aircraft werenecessary.

CHECKLIST FOR USE POLICIESThe company use policy for a business aircraft shouldinclude the following items:

• Who authorizes aircraft use?• Why can the aircraft be used?• Who can fly onboard?• What justification is needed?• What priorities resolve schedule conflicts?• How are costs allocated among business

units or the overall corporation?

The “who, why and what” justification for eachtrip needs to be clearly delineated. Any significantbusiness tool or process has its procedures. Aircraftuse needs to be backed up with documentation sothat the Board, CFO or designated executive canmaintain oversight.

A Business Aviation use policy is essential forBoard governance. Just as it is not possible to managewhat cannot be measured, ad hoc actions that resultfrom policy voids cannot be governed.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 42


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


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

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

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

he wild card in obtaining coverage for acompany aircraft resides in the hand ofwho will be its pilot. For an insuranceunderwriter, the primary controlling fac-

tors include the pilot’s overall experience-level rela-tive to the category of aircraft you are acquiring;whether he, she or they are professional aviators orowner-executive pilots; and the nature of their train-ing and transition plan. Other contributing factorsinvolve the limit of liability and the insured value ofthe aircraft.

If the pilot is well-qualified, experienced in thecategory aircraft under consideration, is a profes-sional pilot (i.e., someone who makes his/her livingflying airplanes), and will complete the manufactur-er’s approved initial ground and flight school for theaircraft, obtaining insurance will be a Non-Event.Upon completion of a suitable training program andearning a type rating (if required) from the FAA, thepilot(s) may commence operating the aircraft.

However, if the pilot to be insured has no experi-ence in the performance class of your proposed air-craft (e.g., has been flying reciprocating twin pistonaircraft, but has no turboprop or jet experience), is anowner-executive pilot, or doesn’t want to completean underwriter-approved training school, the degreeof difficulty will multiply. Indeed, any combinationof the above factors, particularly when coupled witha high limit of liability or hull value, produces thepossibility of an All-Out Insurance Debacle.

INSURANCE STRATEGYThe first and most important offensive weapon inyour quest for coverage is a broker experienced inaviation insurance. I tend to harp on this point in myarticles, which may come across as self-serving, butit is simply the truth. If your situation in climbing

Is your company transitioning to a more capable aircraft?Depending on the circumstances, the insurance perspectiveof that move can range from a non-event to an all-outdebacle, warns Stuart Hope.


T


Climbing The CorporateAircraft LadderImportant Business Aviation insurance considerations.Stuart Hope is a co-owner of

Hope Aviation Insurance. Hiscareer as an aviation insurancebroker began in 1979, and todayhe is a frequent speaker/authoron insurance & risk managementtopics. He also serves on theNBAA Tax, Insurance and RiskManagement Committee. Mr.Hope can be contacted at [email protected]

�

continued on page 46


2001 Falcon 900C

SN 191

3100 hours with recent major inspections.

This 900C factors nicely in your value equation.

If you’re looking for the newest, lowest time Falcon 900 that

also meets your capital budget, the right answer may very well

be the Falcon 900C. Pairing the international range and large

cabin size of a 900B with the 900EX Primus 2000 cockpit, the

Falcon 900C presents a true value opportunity.

2001 SN 191 delivers this value without compromise. It is an

exceptional aircraft with one corporate owner and just 3100 hours.

Plus, SN 191 recently completed its 2C (6 year) inspection and landing

gear overhaul! It has no damage history and is covered under MSP

engine as well as avionics maintenance programs.

This aircraft offers a spacious, open cabin with seating for 12 passengers,

including 4 club seats forward and aft, with a 4-place conference group

in the middle. SN 191 is well appointed and is in exceptional condition.

To learn how Falcon 900C SN 191 can factor into your value

equation, call Jim Donath at Donath Aircraft Services.

Donath Aircraft Services

773.935.9871

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

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

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

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“They know not only

which insurerswill be likely togive favorable

terms, butwhich specificunderwriter at

a giveninsurance

company is the most

experienced andknowledgeable

with whom to work...”



the corporate aircraft ladder places you in the Non-Event scenario described above, the importance of anaviation insurance broker is not critical. However, ifyour situation is in the ‘All-Out Debacle’ category, aknowledgeable broker can be the difference betweengetting insurance at a reasonable rate, being placedwith a top-tier insurer, acquiring adequate liabilitylimits and obtaining sensible pilot training/transitionrequirements, and not obtaining adequate (if any)coverage.

Generally speaking, from an insurance viewpoint,it is easier to negotiate approval for a professionalpilot than for an owner-executive pilot. In theory aprofessional pilot is safer because the only job he orshe has is flying the aircraft; therefore the aviator isn’tdistracted by meeting deadlines, managing projectcosts, etc. Because of this perception, underwritersare more liberal with terms for professional pilotswithout experience in a higher echelon aircraft.

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

On the other hand, an owner-executive pilot pres-ents a greater challenge to the aviation insurance bro-ker (AIB). Insurers underwrite this category of pilotmuch more strictly. Higher liability limits are verydifficult to obtain, transition training requirementscan be extensive, and the premium much higher. Thisis where having a broker experienced in aviationinsurance on your side is essential.

Insurance underwriters consider hundreds ofquote submissions each day. A good AIB knows howto navigate the system and ‘help’ the underwriteridentify and grant reasonable terms on theiraccounts. They know not only which insurers will belikely to give favorable terms, but which specificunderwriter at a given insurance company is themost experienced and knowledgeable with whom towork; in other words, who are the ‘dealmakers’.

In addition, most AIBs are pilots; when negotiat-ing the pilot training requirements, they can ‘assist’the underwriter (many of whom aren’t pilots) bydesigning a coherent and rational training program.Many underwriters will simply decline a quote sub-mission where the required training is left up to thembecause time is of the essence and too much work isrequired to think through what would be a goodtransition plan for a given pilot.

A WORD TO THE WISEWhen creating your list of action items for the pur-chase of your new aircraft, put insurance at the top ofthe sequence to be tackled. It takes your insurancebroker time to obtain the right coverage. I get far toomany calls from clients who are literally gettingready to taxi out in their new aircraft and “justremembered to question their insurance”.

Although the AIB wants to help, the adage, “Poorplanning on your part does not constitute an emer-gency for me”, is particularly relevant in aviationinsurance.

Do you have any questions or opinions on the above topic? Getthem answered/published in World Aircraft Sales Magazine.Email feedback to: [email protected] Aviation and the Boardroom continues on Page 50


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

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

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World Aircraft Sales Ad 7_16_14.indd 1 7/9/2014 4:20:19 PM

2003 Falcon 900C • 197

1984 Hawker 800A • 258008

1979 Citation II • 550-0047

1981 Citation II • 550-0337

Aircraft Sales & Acquisitions

South Carolina (CAE) • 803.822.4114

Colorado (GJT) • 970.243.9192

Texas • 214.904.9800

[email protected]

2007 Citation CJ3 • 525B-0147

2009 Falcon 7X • 062SOLD IN LESS THAN 45 DAYS

South Carolina (CAE) • 803.822.4114

Colorado (GJT) • 970.243.9192

Texas • 214.904.9800

[email protected]

1981 King Air B200 • BB-894

1991 Learjet 31ER • 31-0331981 Citation ISP • 501-0260

1981 King Air B200 • BB-861

1978 Cessna 414A Ram IV • 414A-0084

Aircraft Sales & Acquisitions

2004 Piper Meridian • 4697196

hile exceptions exist anywhere,generally turboprop airplanes offera common set of attractive attrib-utes. The engines are responsiblefor most. Turboprop engines bene-

fit today from propeller designs that are far moresophisticated than only a decade ago, and resultingin lower maintenance costs; longer overhaul cycles;improved climb and cruise performance; and in turnreduced noise levels in the cabin.

In addition, specific fuel consumption numberscontinue to improve, with the practical effect ofallowing the use of higher power-levels without suf-fering a proportionate increase in fuel consump-tion/costs. That, in turn, contributes to improve-ments in take-off, climb and cruise speed. Anotheradvantage is the single-pilot operational simplicity,engineered into even the multi-engine turboprops.The only exceptions to the sum total of these bene-fits exist among the unpressurized models that areavailable and form a small, important and dynamicsegment of the turboprop market.

Today’s turboprops offer a broad range of tur-bine performance, propeller cost-effectiveness (somewith at - or near to - Light jet cruise performancecapabilities) with cabin and cockpit accoutrementsthat rival the best of the fanjet strata.

TURBOPROP PRICE GUIDEThe following Turboprop Retail Price Guide representscurrent average values published in The AircraftBluebook–Price Digest.

The study spans model years from 1995 throughSummer 2014 (20 year period). Values reported are inUS$ millions, with each reporting point representingthe current average retail value published in theBluebook by its corresponding calendar year. Forexample, the Pilatus PC-12 reported in the Summer2014 edition of the Bluebook shows US$2.6m for a2008 model, US$2.5m for a 2007 model, and so forth.

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

Turboprops, more often than not, enjoy better times thanthe jet and piston aircraft markets. Perhaps that has to dowith owner-flying. The top-selling turbos tend to beaircraft that are continually popular among thoseneeding fuel-efficient, multi-mission types.

W

Turboprops Give More...

�



“ Anotheradvantage is

the single-pilotoperationalsimplicity,

engineered intoeven the

multi-engineturboprops.”

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

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



TURBOPROPS AVERAGE RETAIL PRICE GUIDESUMMER 2014

BEECH KING AIR 350I 7.422 5.7 5.3 5.0 4.5

BEECH KING AIR 350 3.9 3.5 3.3 3.2 3.1

BEECH KING AIR 250 6.105 4.8 4.4 4.2

BEECH KING AIR B200 4.0 2.7 2.5 2.4

BEECH KING AIR B200GT 3.8 3.4 3.2 2.9

BEECH KING AIR C90GTX 3.891 3.2 2.8 2.6 2.4

BEECH KING AIR C90GTI 2.1 1.9

BEECH KING AIR C90GT 1.7 1.6

BEECH KING AIR C90B 1.550

BEECH KING AIR C90SE

CESSNA 208 GRAND CAR EX 2.480 2.375

CESSNA 208 GRAND CAR-675/G1000 2.150 2.050 1.775 1.675 1.575 1.475

CESSNA 208B GRAND CAR 1.475 1.375 1.3 1.175

CESSNA 208B SUP C/MASTER EX 2.48 2.0

CESSNA 208B SUP C/MASTER/G1000 1.850 1.750 1.650 1.550 1.450

CESSNA 208B SUP C/MASTER 1400 1.350 1.3 1.250

CESSNA 208 CAR-675/G1000 2.1 2.0 1.725 1.625 1.525 1.425

CESSNA 208 CAR-675 1,375 1,275 1,225 1,125

CESSNA 208 CAR

PIAGGIO AVANTI - P180 7.2 6.875 6.0 5.5 5.1 4.6 3.8 3.5 3.2 2.725

PILATUS PC-12NG 4.556 4.1 3.7 3.5 3.3 3.1 2.8

PILATUS PC-12 2.6 2.5 2.4 2.3

PIPER MERIDIAN-PA46 2.219 2.050 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.1

QUEST KODIAK-100 1.975 1.6 1.450 1.325 1.250 1.1

SOCATA TBM 900 3.712

SOCATA TBM 850 3.1 2.9 2.7 2.6 2.5 2.4 1.9 1.8

SOCATA TBM 700C2/EFIS 1.675 1.625

SOCATA TBM 700B/EFIS

SOCATA TBM 700/EFIS

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: [email protected]

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

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



What your money buys today

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: [email protected]

MODEL

YEAR OF MANUFACTURE$

BEECH KING AIR 350I

3.0 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 BEECH KING AIR 350

BEECH KING AIR 250

2.3 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.450 BEECH KING AIR B200

BEECH KING AIR B200GT

BEECH KING AIR C90GTX

BEECH KING AIR C90GTI

BEECH KING AIR C90GT

1.500 1.450 1.4 1.350 1.3 1.250 1.2 1.150 1.1 1.050 BEECH KING AIR C90B

0.9 0.850 0.825 0.8 0.775 0.750 BEECH KING AIR C90SE

CESSNA 208 GRAND CAR EX

CESSNA 208 GRAND CAR-675/G1000

1.125 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 CESSNA 208B GRAND CAR

CESSNA 208B SUP C/MASTER EX

CESSNA 208B SUP C/MASTER/G1000

1.2 1.150 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 CESSNA 208B SUP C/MASTER

1.1 1.050 1.0 0.950 CESSNA 208 CAR-675/G1000

1.1 1.050 1.0 0.950 CESSNA 208 CAR-675

0.900 0.875 0.850 0.825 0.800 0.775 CESSNA 208 CAR

2.525 2.425 2.325 2.225 2.125 2.025 1.950 PIAGGIO AVANTI - P180

PILATUS PC-12NG

2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 PILATUS PC-12

1.0 0.9 0.8 0.7 PIPER MERIDIAN-PA46

QUEST KODIAK-100

SOCATA TBM 900

SOCATA TBM 850

1.575 1.525 SOCATA TBM 700C2/EFIS

1.475 1.425 1.375 1.325 SOCATA TBM 700B/EFIS

1.275 1.225 1.2 1.175 SOCATA TBM 700/EFIS

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

ast month we covered mis-conceptions regarding trust -including why trust mattersand the challenges of meas-uring our trustworthiness.

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

Communication). All five are necessary,and working on one reinforces the otherfour. For each there was a question myteam was asking about me to make a judg-ment of my trustworthiness as leader ofthe U.S. Navy’s Blue Angels FlightDemonstration Squadron. Your team, yourboss, your spouse and your teenager areasking the same questions about you.

This month we will address the firsttwo elements of the Five Cs—Characterand Commitment—including training tipsto help build habits that improve yourtrust reputation.

CHARACTER: DO YOU WALK YOUR TALK?First is your talk. What do you say are


L

FLIGHT DEPARTMENT MANAGEMENT SKILLS

High-Trust Leadership:

The importance of character

and commitment.by George Dom

Flight Dept Mng1 Aug_Finance 22/07/2014 09:38 Page 1


your values, priorities, goals, commit-ments and promises? Not referring to apretty document or mission statementhanging on the wall, what do you claim tobe your flight department’s shared values?

The second part of the question is thehard part: the walk. Because talk is cheapand teams judge each other’s trustworthi-ness based on their actions, what you actu-ally do is critical. My team watched mybehavior every day to see if it conformedto our shared values, priorities, commit-ments and promises.

When my actions fell short, the chal-lenge was to overcome a natural inclina-tion to grade myself by a different andmore accommodating standard. Ratherthan face the truth about my behavior, Icould try to rationalize away my short-comings and guilt by grading myself witha different yardstick. Was I content tofocus on my intentions or my effort? Was Iexcusing my actions by saying “I didn’tmean to make that mistake” or “Hey, I’mtrying as hard as I can”?

While your team and your boss maygive you a mulligan or two based on yourintentions or effort, soon your trustworthi-ness will decline in their eyes. During oneepisode of frustration my teammates heldup a mirror and gave me the gift of truth(even though I didn’t want to hear it). “Weknow you mean well and are trying hard,but we grade on performance.”

A question I ask in my leadership semi-nars is “When is a person’s character set?At what stage in life is character estab-lished and unchangeable?” After some dis-cussion the participants invariably con-clude that a person’s character is nevercompletely established; it is being devel-oped throughout one’s life. We move ourcharacter needle one direction or the other– positive or negative - in the hundreds ofchoices we make every day. Do I choose toact in accordance with my values or not?Unfortunately, we have many examples ofleaders in all walks of modern life thatchoose to sacrifice their self-respect fortheir self-interest.

Training tip: Pick one core value toproactively demonstrate at every opportu-nity for a week. For example, if your flightdepartment values respect, make it a pointto show respect for each co-worker in asmall, tangible way daily.

COMMITMENT – WHEN THE GOING GETS TOUGH…?When the going gets tough will you bewith us and play to win? Preparing for myfirst Blue Angels airshow season, my teamhad no doubt I would fly well when thesun was shining and the air was smooth.

But they knew during the long season wewould face difficult challenges and stormsin the air and on the ground. What theywanted to know was, “How will I leadwhen we are facing a crisis?”

Where does commitment come from? Ifcharacter is born out of living one’s values,how does someone build the high level ofcommitment that athletes and soldiersrefer to as having “heart”; the ability to getup after a knockdown and overcomeadversity?

Commitment comes from a very deep,intense and crystal-clear purpose. In themilitary, we have cascading purposes ateach level. From the very broad at thestrategic level - e.g., “defend theConstitution against all enemies” - downto the very narrow at the unit-level. Forthe Blue Angels, the unit-level commit-ment is to “show the pride and profession-alism of Naval Aviation by flying theworld’s best airshow safely”. The broad,strategic purpose is critical for perspectiveand inspiration, but it is the narrow pur-pose to accomplish a specific mission andtake care of teammates that carries the dayduring a crisis.

Training tip: Write down your flightdepartment’s cascading purposes and whythey are important; then share those com-mitments with a teammate.

In next month’s Flight DepartmentManagement Skills article, we’ll focus ontwo more of the Five Cs - Competence andConnection.

❯ Captain George Dom,USN(Ret) is presidentand founder of NFSAdvisors, an aviationconsultancy that exclu-sively represents buyersof business jets and avi-ation services. During hismilitary career, he servedas Commander, CarrierAir Wing Seven; flightleader of the U.S. Navy

Flight Demonstration Squadron—the Blue Angels -and instructor pilot at the Navy Fighter WeaponsSchool (“Topgun”). A nationally-known speakeron leadership and teamwork, including NBAALeadership, International Operators, and FlightAttendants/Flight Engineers conferences, he canbe reached at [email protected] orwww.NFSjets.com.

❯ Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback [email protected] ■

“Where does commitment come

from? If character is born out of living

one’s values, how doessomeone build the

high level of commitment that

athletes and soldiers refer to

as having ‘heart’...?”

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



The Cost of TimeManage your Meetings for CostEffectiveness.by Jodie Brown

eetings are important, but theycost your flight department realdollars. An average two-hourconference with your entireteam could easily consume

about a thousand dollars of company fundswhen employee compensation is considered.What decisions justify such costs? Is thechoice of a new uniform worth this? Whatabout scheduling or passenger issues?

Employees resent meetings when they seethem as a waste of time, such as when theyaren’t well-managed, the topics don’t pertainto them, there’s only one-way communica-tion, decisions are not implemented or whenthe same people monopolize the conversa-tions and others run topics down rabbit holes.

A flight department manager's job is tocreate the meeting's purpose, respect every-one's time commitment, and ensure a pro-

ductive outcome for the attendees and thecompany. Reasons to call a meeting are toupdate others, provide information, solve aproblem, improve performance, or createnew business or service opportunities.

TIPS AND TECHNIQUESSuccessful meetings usually include the fea-tures outlined below. You may find the fol-lowing questions helpful.

1. How much time should be allocated? Theperfect length of time for a meetingdepends on the meeting’s purpose. For aweekly update meeting, attendeesshould be prepared to summarize theirinformation in 5 minutes.Extemporaneous speaking should not beencouraged. If someone’s information orproblem requires more involvement, the

facilitator may decide to extend the timeor schedule a separate meeting. A cre-ative brainstorming session could last aday or more. Ideally, however, weeklymeetings should not last more than 1½to 2 hours.

2. Who should attend? The rule of thumb isthat 60% of the meeting’s topics shouldaddress the attendees’ positions. If it’sless than that, either a summary or sepa-rate meeting will be more beneficial andproductive. If you are not serving as themeeting facilitator, select an attendee toserve that function. Also, assign oneattendee the task of scribe (i.e., keeper ofmeeting minutes or notes) and anotherthe role of time keeper.

3. When should your meeting conclude? Inpreparation for closing a meeting, thefacilitator should ensure that topics

M

❯

Flight Dept Mng2August_Finance 22/07/2014 09:46 Page 1

General Aviation August_Layout 1 21/07/2014 15:34 Page 1

■


related to the meeting’s objective are cov-ered completely, instructions are fully-understood and agreements are support-ed by the team. Ask questions to provideclarity and confirmation on action items,ownership of those actions and dead-lines. Be sure conclusions are document-ed by the scribe. Set the next agenda.To involve all members it is advisable torotate positions of scribe, time keeper and facilitator.

ROLES AND RESPONSIBILITIESThe Scribe: writes up the agenda and time-frame for all to see. He or she helps the facili-tator stick to the agenda and performs the fol-lowing tasks:• Capture important thoughts as the

members work through them.• Write talking points on the flipchart to

keep people focused.• Ensure that the words reflect the tone

and the meaning of the speaker.• Email the flip chart notes to attendees

after the meeting.• Place off-topic items in the "hangar” for a

future discussion.

The Timekeeper: is more of an efficiencyexpert than a time cop. By managing theagenda items and paying attention to allottedtimes, the timekeeper may signal the facilita-tor, possibly using a referee “timeout” handsignal, when a speaker or subject needsclosure.

The Facilitator: clarifies the meeting purposeand objectives and encourages communica-tions that achieve clear action items andownership. A facilitator's responsibilities areto:• Ensure that the attendees understand the

meeting’s purpose.• Reinforce commitment to the time

allotted.• Set ground rules – for everyone.• Reinforce collaborative behavior.• Address disruptive behavior: side or

snide comments, email reading, eye rolling.

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

DISRUPTIVE BEHAVIORAviators are known to hold strong opinions.Such firmness of mind can lead to disagree-ments and at times to strident positions.When confronting poor meeting behavior, userespectful terms such as "People, let's focus onthe problem and not each other”. Or, “This

isn’t the reason we are here”.Pause when there are side conversations.

Keep the focus on the agenda items. Ensurethat everyone has a chance to contribute ideasand concerns, and verbally provide positivereinforcement for individual contributions.Try to support everyone. Even if the ideas arenot great, you can say, "Interesting thought,thanks”.

Complete consensus is not always do-able,even if time were unlimited. Since meetingsalways have time constraints, 100% agree-ment among all attendees often is unrealistic.The next best option is to use the 80% consen-sus plan. If individuals agree to 80% of theitems, they may back the 20% they don't fullysupport because the other team members do.Find the positions that on average providemutual wins for the team and the flightdepartment.

Hiring a professional facilitator pays offwhere the stakes are high, when time andteam commitment are critical to the outcome,and where you, as the flight department man-ager, want someone who can create an openenvironment.

Professional facilitators are adept at guid-ing difficult people or discussions, usingprocess tools, and closing the gap between thecurrent state and the desired outcome. Theyknow how to address differences among gen-erations, cultures, gender, positions, commu-nication styles and trigger points that can fuelconflicts. Too often, I’ve been called for team“intervention” because the personality con-flicts within the flight department are highand the outcome is critical. Like surgery, theinvestment in a professional often brings abetter result.

❯ Jodie Brown, is thefounder and presidentof Summit Solutions—the only BusinessAviation companydevoted to both executive recruiting and leadership & management develop-ment. With over 20years’ Business Aviationexperience and more

than 25 years of leadership and teaching experienceMs. Brown is consultant and executive coach toC-Suite executives, owners and directors of aviationcompanies and flight departments. ❯ More from www.summit-solutions.com

Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to [email protected]

“If individuals

agree to 80% of

the items, they may

back the 20% they

don't fully support

because the other

team members do.”


Flight Dept Mng2August_Finance 22/07/2014 09:49 Page 2

1999 Gulfstream V

Airframe TT: 2350 Landings: 1085EnginesHoneywell TFE 731-40AR-200G

TSN TBOLeft/Right 2350 5000APUHoneywell RE100CS 1045AvionicsCollins ProLine 21 4-Tube EFISAutopilot Dual Collins FGC-3000FMS Dual Collins FMC-6000HF Dual Collins HF-9000 with SELCALNav Collins NAV-4000 & Collins NAV-4500ADF Dual Collins NAV-4000Transponder Dual Collins TDR-94DRad Alt Collins ALT-4000

EGPWS Honeywell Mark VCVR Universal CVR-120FDR Honeywell AR 256ADC Dual Collins ADC-3010GPS Dual Collins GPS-4000ACom Dual Collins VHF-4000EDME Dual Collins DME-4000Radar Collins WXR 850TCAS Collins TCAS-4000ELT Artex C406-NIRS Honeywell Laseref VFeaturesRVSM an MNPS compliantLong range oxygen3rd VHF comm with datalink2nd ADF. 2nd HF. EU Ops compliantCollins IFIS with FSU system

ICG ICS 200 Iridium Satcom with 3 handsetsCMP maintenance trackingDual life rafts and lifejacketsEnhanced mode s transponders with diversity antennaeand Flight IDInteriorEight passenger interior in Beige leather, including beltedtoilet. High gloss, light wood veneer cabinetry. Forward -single, forward-facing chair, opposite 2-place divan. Aft -4-place club. Five seats are fully articulating and berth-able. Forward galley with coffee machine and storage.Forward and aft closets. Aft toilet with vanity.Entertainment includes DVD player and 15” monitor inforward closetExteriorOverall Oyster White with Chestnut Brown and DarkSaddle stripes


Airframe TT: 5050 Landings: 1760EnginesEngines on Rolls Royce Corporate Care

Left RightTotal Hours: 4828 4967Engine Cycles: 1626 1652APUHoneywell RE220 with 3783 hours total timeAvionicsCom Triple Collins VHF-422DADF Dual Collins ADF-462HF Dual Collins HF-9000Transponder Dual Collins TDR-94DFMS Triple Honeywell NZ-2000IRS Triple Honeywell Laseref IV

EGPWS Allied Signal Mark V w/Windshear ProtectionRadar Honeywell Primus 880CVR B & DStormscope WX 1000+Nav Dual Collins VIR-432DME Dual Collins DME-442Rad Alt Dual Honeywell RT-300ELT Artex 406GPS Dual 12-ChannelTCAS Honeywell TCAS II w/Change 7ELT ArtexFDR B & DFeaturesRVSM and MNPS compliantGlobal Sat-AFIS data link systemHoneywell MCS 6000 6-Channel Satcom with MagnastarC2000 phone system

External camera systemHoneywell HUD 2020 Head Up DisplaySecuraplane 450 security systemInteriorFourteen passenger configuration in Light Beige leatherwith Gold plate accessories. Side panels and headliner incoordinating Beige. High gloss, light wood veneercabinetry. Forward – four-place club; Mid cabin – four-place club; Aft cabin – Two-place club opposite a four-placeberthable divan. Forward, galley with microwave and convection oven, dualcoffee makers, hot and cold water and storage for crystal,china, cutlery, food, beverages and iceExteriorOverall White with Brown stripes

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


ecently, USA TODAY publisheda three-part report entitled‘Unfit for Flight’ in whichreporter Thomas Frank sensa-tionalized General and Business

Aviation-related accidents, characterized GAaircraft as death traps, the pilots who flythem as “amateurs” and airframe and compo-nent manufacturers as villainous moneygrabbers.

As the Aircraft Owners and PilotsAssociation (AOPA) noted in its review of themisleading and one-sided piece, it ignored“efforts by the industry to make GeneralAviation safer, and it violated basic tenets offairness and accuracy when it comes to goodjournalism.”

At a time when the light aircraft segment –especially single and twin engine piston air-craft, turboprops and light jets like those builtin Wichita – is still struggling to sustainmomentum and increase sales revenues, onecan’t help but wonder why Mr. Franks oranyone else would feel compelled to bad-mouth an industry that provides extensiveservices, jobs and advantages to the commu-nities it serves. So what would motivate sucha hatchet job? Why did the reporter ignoreextremely relevant information and solidsafety data provided to him by AOPA,General Aviation Manufacturers Association(GAMA) and Textron Aviation? What was heseeking to achieve by his selective choice offacts and information?

The same question could be posed to thecurrent US President and his Administration.Even though it has been repeatedly demon-strated that corporate jets and the people whofly in them contribute a great deal to theAmerican and global economies and that theelimination of accelerated or bonus deprecia-tion on business jets would have virtually noimpact on the burgeoning national debt, Mr.Obama continues to rail against the perfidi-ous “tax breaks for corporate jets.” He oftendoes this in speeches he has flown to in theworld’s most luxurious corporate jet, AirForce One.

The ‘BizAv Bashing’ isn’t really a partisanissue, since some on the other end of thepolitical spectrum also single out this seg-ment of the industry for ridicule, even if it’s

by extension. Sean Hannity, a New York-based conservative television and talk radiopersonality, repeatedly criticizes celebritiesand well-heeled, left-leaning contributors to‘progressive’ causes as ‘Learjet Liberals’. Hecreates the impression that flying in a corpo-rate airplane has a negative connotation.

So, why do these purveyors of pessimismpersist in their efforts? Mr. Frank probablyhad already decided on his “spin” for theseries he was writing before he ever talkedwith the aviation companies or organizations.There’s an old journalistic axiom that “if itbleeds, it leads,” which could well be cited asone of Frank’s motivations. Why bother to letthe facts get in the way of the story? A sensa-tional account of innocent victims killed ormaimed by the evil producers of airplaneswho ignored pilot and passenger safetywould probably attract more attention thanan even-handed, well-documented piece onhow the industry’s intense focus on safetyhas remained paramount throughout the his-tory of flight.

President Obama probably keeps targetingBusiness Aviation because it’s a cornerstoneof his ongoing campaign to pit the “haves”against the “have-nots”. As Emily Miller, areporter for the Washington Times pointedout in an editorial last year, “PresidentObama flies everywhere on a tricked-out, lux-ury Boeing 747, but he wants everyone elseflying coach. A master of class warfare, Mr.Obama has fixated for years on the tax breakfor private planes as a convenient distractionfrom the real debt crisis facing the nation.” Aslong as it serves his purpose of “fundamen-tally changing America” by attempting to usegovernment to redistribute wealth, heprobably won’t let up.

So, does this negativity actually have anyeffect? Is there power in their words? Here in

the “Air Capital,”the consensus ofopinion is “Yes!”

The continual,unflattering charac-terizations ofBusiness andGeneral Aviationhave influenced themood and tone ofthe community aswe enter the sixthyear of the down-turn. Even as GAMA reported slightlyimproved 1Q sales and deliveries for theindustry so far this year, we’ve seen addition-al reductions in force at Textron andBombardier Learjet, the latter as recently asthe first week of June when hundreds ofemployees were laid off. (The company citedtemporary delays in the Learjet 85 schedule,but it’s difficult to convince members of alocal workforce that has been diminished bythousands in recent years that things arestarting to recover.)

Even Spirit AeroSystems, which buildssome structures for Gulfstream as part of itsbroad manufacturing portfolio, has beenforced to take significant losses on its balancesheet and lay-off workers.

What’s really needed in Wichita is someencouragement. It would be great if it wouldcome in the form of tangible, sustainableimprovements in financial results, a spate ofnew orders, or perhaps positive reviews ofnewly-introduced models.

Even recognition in the national media ofthe importance of GA to the economy wouldbe nice. Until such good words are forthcom-ing, however, we’d appreciate it if the criticswho bash this industry for personal orpolitical reasons would just pipe down!❯ Dave is a veteran communications executivewith more than 35-years’ experience in corporatemanagement and consulting roles. Former employ-ers include NBAA; AlliedSignal; Cessna; andBombardier Aerospace, and today he is Principal ofThe Franson Consulting Group, a PR and MarketingCommunications firm serving a variety of domesticand international clients, and is Executive Directorof the Wichita Aero Club. ❯ Contact Dave via [email protected]

So, does this negativity actually

have any effect? Is therepower in their words?

WICHITA INSIDER

R

by Dave Franson

Bad-Mouthing BizAv

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

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Jetbroker's August_Layout 1 21/07/2014 15:53 Page 2

n this month’s AircraftComparative Analysis, weprovide information on aselection of new and pre-owned business jets in the

$31.1-$42.2m range for the purpose ofvaluing the new and pre-ownedGulfstream G450.

We’ll consider the productivity parame-ters - payload/range, speed and cabin size,and cover current and future market val-ues. The field in this study also includesthe Dassault Falcon 900LX and theBombardier Challenger 605.

CURRENT HISTORYThe Gulfstream GIV was upgraded to theGIV-SP, and later redesignated the G400. Ashort-ranged variant was created based onthe original GIV and designated the G300.With the introduction of the G500/G550(an upgrade to the GV model), the GIVreceived an upgrade based on the newlycreated G550. This created the G450 and itsshort-ranged variant the G350. G450 flight-testing started in April 2003 and FAA certi-fication was completed in August 2004.

The Gulfstream G450 is a cross betweenthe G400 and the G550, designed using theG400 airframe with the G550 nose sectiongrafted on. It has a Honeywell Primus EpicPlaneView avionics suit and next genera-tion Rolls-Royce Tay 611-8C engines.

There are 291 Gulfstream G450 large-cabin aircraft in operation today, a totalthat is nearing the total number of GIV-SPunits built. 829 large-cabin Gulfstreamseries aircraft are currently in operation,as shown in Table A.

MARKET SHAREChart A represents the in-operation aircraftMarket Share (as of June 2014) for theGulfstream G450 (51%), BombardierChallenger 605 (43%), and Dassault Falcon900LX (6%). There are currently 572 totalaircraft in operation for these three models.

PAYLOAD AND RANGEThe data contained in Table B (overleaf) issourced from Conklin & de Decker and alsopublished in the B&CA May 2014 issue. Aswe have mentioned in past articles, a poten-tial operator should focus on payload

by Michael Chase


❯

I

Gulfstream G450

AIRCRAFT COMPARATIVE ANALYSISGULFSTREAM G450

G45051%

CL60543%

F900LX6%

Gulfstream G450(2004 - Present)

Bombardier Challenger CL605(2006 - Present)

Dassault Falcon 900LX(2010- Present)

Model Number

Gulfstream GIV-SP 303

Gulfstream G450 291

Gulfstream GIV 188

Gulfstream G400 23

Gulfstream G300 13

Gulfstream G350 11

Total 829

TABLE A - LGE CABIN GULFSTREAMS IN OPERATION

SOURCE: JETNET

FALCON 900LX

CHART A - MARKET SHARE

TOTAL 572 AIRCRAFT - JUNE 2014

SOURCE: JETNET; IN-OPERATION JUNE 2014

CHALLENGER 605

AirCompAnalysisAug14_ACAn 22/07/2014 16:06 Page 1

Year Model Serial No.1983 Challenger 601-1A 30101995 Challenger 601-3R 51761995 Challenger 601-3R 51802005 Citation CJ1+ 525-06032002 Citation CJ2 525A-00992009 Citation CJ3 525B-02931994 Citation Ultra 560-02601997 Citation Ultra 560-04051997 Citation X 750-00162000 Citation X 750-01211988 Falcon 900B 301988 Falcon 900B 451994 Falcon 900B 1381998 Falcon 2000 751987 Gulfstream GIV 10211987 Gulfstream GIV 10501998 Gulfstream GV 5452003 Hawker 400XP RK-3582005 Hawker 400XP RK-4071999 King Air B200 BB-16452008 King Air B200GT BY-392000 Learjet 45 0792008 Learjet 45XR 3832000 Learjet 60 1982001 Learjet 60 2292007 Learjet 60XR 3202007 Learjet 60XR 3332014 Socata TBM-850 6731997 Bell 407 53121

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


capability as a key factor. TheGulfstream G450 ‘AvailablePayload with Maximum Fuel’ at2,519 pounds is significantlygreater than that offered by theFalcon 900LX (1,800 lbs) andChallenger 605 (1,298 lbs).However, according to AircraftCost Calculator (also represent-ed in Table A), the G450 burnsjust 465 gallons of fuel per hour(GPH), which is 41% more thanthe Falcon 900LX (274 GPH),and 36% more than theChallenger 605 (296 GPH).

CABIN VOLUMEAccording to Conklin & deDecker, the cabin volume of theG450 is 1,658 cubic feet. This is36% greater than the Falcon900LX (1,218 cubic feet) and 45%greater than the Challenger 605(1,146 cubic feet). The G450cabin is 11.9 feet longer than theFalcon 900LX and 16.7 feetlonger than the CL605. TheChallenger 605 interior dimen-sions are wider than the G450and the Falcon 900LX, howeverall three aircraft offer approxi-mately the same cabin height (asshown in our Chart B CabinCross-Sections, illustrated byUPCAST JETBOOK).

RANGE COMPARISONChart C shows the ranges fromNew York City, USA, for thebusiness jets in our field ofstudy, as sourced from AircraftCost Calculator (ACC). TheFalcon 900LX shows more rangecoverage than either the G450 orthe Challenger 605.

Note: For jets and turbo-props, ‘Seats-Full Range’ repre-sents the maximum IFR range ofthe aircraft at Long-RangeCruise with all passenger seatsoccupied. ACC assumes NBAAIFR fuel reserve calculation for a200nm alternate (100nm for tur-boprops). The lines depicted donot include winds aloft or anyother weather-related obstacles.

POWERPLANT DETAILSEach of the Gulfstream G450’sRolls-Royce TAY 611-8C enginesoffers a thrust rating of 13,850pounds. The BombardierChallenger 605 is powered by apair of General Electric CF34-3B


MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

74,600

49,000

48,200

Max P/Lw/Avail fuelIFR Range

(nm)

Model

Gulfstream G450

Falcon 900LX

FuelUsage(GPH)

29,281

21,000

19,852

465

274

296

5,800

4,464

4,850

2,519

1,800

1,298

4,400

5,000

4,123

3,549

3,810

3,010Challenger 605

TABLE B - PAYLOAD & RANGE

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

CHART B - CABIN CROSS-SECTIONS

CHART C - RANGE COMPARISON

SOURCE: UPCAST JETBOOK

Bombardier Challenger 605 3662.1 NmGulfstream G450 3997.5 NmDassault Falcon 900LX 4680.0 Nm




engines, each with a thrust rat-ing of 8,729 pounds, while theDassault Falcon 900LX is pow-ered by three Honeywell TFE731-60 powerplants, each with athrust rating of 5,000 pounds.

COST PER MILECOMPARISONSUsing data published in the May2014 B&CA Planning andPurchasing Handbook and theAugust 2013 B&CA OperationsPlanning Guide we will com-pare our aircraft. The nation-wide average Jet A fuel cost inthe August 2013 edition was$6.08 per gallon at press time, sofor the sake of comparison we’llchart the numbers as published.

Note: Fuel price used fromthis source does not represent anaverage price for the year.

Chart D details ‘Cost perMile’, and compares the G450 tothe Challenger 605 and Falcon900LX factoring direct costs, andwith each aircraft flying a1,000nm mission with 800pounds (four passengers) pay-load. The Falcon 900LX cost at$5.35 per nautical mile is signifi-cantly lower compared to boththe G450 at $7.00 and theChallenger 605 at $6.27 on a costper mile basis.

TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’, illus-trated in Chart E, is defined asthe cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense. Thetotal variable cost for theGulfstream G450 at $3,042 isconsiderably greater than theChallenger 605 ($2,765) and theFalcon 900LX ($2,294).

AIRCRAFTCOMPARISON TABLETable C includes the averagepre-owned retail price fromB&CA for each aircraft. The lasttwo columns of informationshow the number of each air-craft in-operation, and the per-centage ‘For Sale’ (per JETNET).It is interesting to note that ofthe 291 G450s in operation today(79% new and 21% pre-owned),only 7.2% of the fleet

US $ per nautical mile

$0

Gulfstream G450

$8.00 $2.00 $4.00 $6.00

$5.35

$6.27

$7.00

Challenger 605

Falcon 900LX

US $ per hour

$0

Gulfstream G450

$4,000 $1,000 $2,000 $3,000

$2,294

$2,765

$3,042

Challenger 605

Falcon 900LX

❯

CHART E - VARIABLE COST

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

CHART D - COST PER MILE*

• 1,000NM MISSION, 800 LBS PAYLOAD

TABLE C - COMPARISON TABLE

M

Model

Long RangeSpeed(kts)

CabinVolume(cu ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Gulfstream G450

Falcon 900 LX

Challenger 605

445

430

425

B&CA Equip(New)Price $

$42.2m

Sold

1,658

1,218

1,146

3,549

3,810

3,010

291

34

243

7.2%

11.8%

7.8%

$42.2m

$31.1m

59

10

49




is ‘For Sale’ (traditionally a sell-er’s market).

Considering the wholly-owned G450 aircraft fleet only,according to JETNET NorthAmerica is home to the majoritywith 148 (56%), followed byAsia (73 units, or 28%).

Currently, six G450 aircraftare in shared ownership, andthere are 14 in fractional owner-ship arrangements.

DEPRECIATIONSCHEDULE FORBUSINESS AIRCRAFTAircraft that are used in a trade,business, or for the productionof income that are primarily

operated domestically, and notused in common or contract car-riage (e.g. Part 91) may bedepreciated over a five-yearModified Accelerated CostRecovery System (MACRS)schedule. Aircraft used in com-mon or contract carriage (e.g.,Part 135) are depreciable underseven-year MACRS (seeTable D).

Table E, meanwhile, depictsan example of using the MACRSschedule for a 2014 modelGulfstream G450 in private (Part91) and charter (Part 135) opera-tions over five and seven-yearperiods assuming a Vref retailvalue of $42.2 million.

ASKING PRICES VSAFTT, AGE & ENGINETHRUSTChart F (opposite), sourcedfrom the Multi-dimensionalEconomic Evaluators Inc., (www.meevaluators.com), shows aValue and Demand chart for thepre-owned G450 (and GIV-SP),Falcon 900LX (and Falcon 900EXEASy), and Challenger 605 (andChallenger 604) business jets.The current pre-owned marketfor these aircraft shows a total of98 aircraft ‘For Sale’.

Thirty-four of the 98 have anasking price - thus, we haveplotted the 34 in this chart. Theequation that we derived from

Full Retail Price - Millions $42.2Year 1 2 3 4 5 6Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% 5.8%Depreciation $8.4 $13.5 $8.1 $4.9 $4.9 $2.4Depreciation Value $33.8 $20.3 $12.2 $7.3 $2.4 $0Cumulative Depreciation $8.4 $21.9 $30.0 $34.9 $39.8 $42.2

Full Retail Price - Millions $42.2Year 1 2 3 4 5 6 7 8Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% 8.9% 8.9% 4.5%Depreciation $6.0 $10.3 $7.4 $5.27 $3.77 $3.76 $3.77 $1.88Depreciation Value $36.2 $25.9 $18.5 $13.2 $9.45 $5.7 $1.9 $0.0Cumulative Depreciation $6.0 $16.4 $23.7 $29.0 $32.8 $36.5 $40.3 $42.2

2014 Gulfstream G450 - Private (Part 91)

2014 Gulfstream G450 - Charter (Part 135)

TABLE E - MACRS DEPRECIATION SCHEDULE

SOURCE: NBAA

TABLE D - PART 91 & 135 MACRS SCHEDULE

Year Deduction Year Deduction1 20.00% 1 14.29%2 32.00% 2 24.49%3 19.20% 3 17.49%4 11.52% 4 12.49%5 11.52% 5 8.93%6 5.76% 6 8.92%

7 8.93%8 4.46%

Following is the MACRS schedule for

PART 91:

Following is the MACRS schedule for

PART 135:

SOURCE: ACC - www.aircraftcostcalculator.com

these asking prices and othercriteria used should enablesellers and buyers to compare,and perhaps adjust their offer-ings if necessary. Demand andValue are on opposite sides ofthe same Price axis. The mar-ket treats the G450, Falcon900LX and Challenger 605 inmuch the same way.

The Demand Equation forthese vehicles is Price $m =135 Quantity -1.073. The slight-ly steep slope (exponent < -1.0)indicates that there is slightlymore revenue in the twouppermost bins ($230.4m) thanthere is in the two lowermostbins ($225.9m). This equationis very well correlated, with anadjusted R2 of 92.8%, aPearson’s2, a P-Value of 0.55%and a Standard Error of $3.51Million.

The Value Equation forthese vehicles is Price =-993,450 *Years + 16,025 *MaxRange (nm) + 51,375,217 *MaxMach, – 84,352,600. We findthat the Value Equation forthese vehicles is very well cor-related too, with an AdjustedR2 of 94.4%, a Pearson’s2 of94.9% and a Standard Error of$2.086m (with P-Values of2.11E-13, 1.89E-07 and 0.59%for Years, Max Range and MaxMach, respectively). This equa-tion means that the marketsubtracts $993,450 for everyadded year the aircraft hasaged, but adds $16,025 foreach added nautical mile ofrange and $5.14m for everyadded tenth (1/10th) of aMach Number.

In this market, unlike oth-ers we have witnessed, aircraftage and the Total Time on theAirframe (TTAF) are too high-ly correlated with one anotherto use them at the same time.However, with the addition ofRange and Max Mach, we caninclude other important influ-encing features.

Thus, the market for usedG450, GIV-SP, Falcon 900LX,Falcon 900EX EASy, Challenger605, and Challenger 604 air-craft statistically responds toat least the five featuresdepicted: Years, Max Mach,Range, Price and Quantity.



PRODUCTIVITYCOMPARISONSThe points in Chart G center onthe Gulfstream G450, Falcon900LX and BombardierChallenger 605 aircraft. Pricingused in the vertical axis is aspublished in the B&CA 2014Purchase Planning Handbookand Vref. The productivity indexrequires further discussion inthat the factors used can besomewhat arbitrary.Productivity can be defined (andit is here) as the multiple ofthree factors.

1. Range with full payload andavailable fuel;

2. The long-range cruise speedflown to achieve that range;

3. The cabin volume availablefor passengers andamenities.

The result is a very largenumber so for the purpose ofcharting, each result is dividedby one billion. The examplesplotted are confined to the air-craft in this study. A computedcurve fit on this plot would notbe very tight, but when all busi-ness jets are considered the “r”squared factor would equal anumber above 0.9. Others maychoose different parameters, butserious business jet buyers areusually impressed with price,range, speed and cabin size.

After consideration of thevalue and fuel savings, we canconclude that the GulfstreamG450, as shown in the produc-tivity index is productive andhas been popular with a highmarket share having starteddeliveries two years earlier thanthe Challenger 605. ForAvailable Payload (full fuel)-to-Cabin Capacity-ratio, the G450offers a highly competitive valueto a prospective owner.

Overall, the greater speedand cabin capacity will weigh infavour of the G450 for manyoperators – although operatingcosts are proportionally higherfor this aircraft.

So, ten years after first deliv-ery, what will the future hold forthe G450? History tends to showthat after an aircraft model hasbeen in production for ten years


CHART F - VALUE/DEMAND4D Ordered Quads

– especially one that sells as wellas the G450 - an upgraded suc-cessor will eventually be intro-duced by the OEM to maintainthat success in the face of theever increasing sophistication ofBusiness Aviation technology.Could Gulfstream be ready toannounce an upgrade on theG450 any time soon to keep themodel attractive to the market,and retain its leading marketshare for unit deliveries withinthe large cabin segment?

Of course, other competitorsare on the horizon, too: TheFalcon 900LX is priced at thesame price as the current G450,for example, and offers signifi-

cant operating cost saving witha greater range.

SUMMARYWithin the preceding para-graphs we have touched uponseveral of the key attributes thatbusiness jet operators value.However, there are often otherqualities such as service andsupport that factor in a buyingdecision, but which are beyondthe scope of this article.

The Gulfstream G450 busi-ness jet has its advantages at itsprice-point - so those operatorsin the market should find thepreceding comparison of value.Our expectations are that the

G450 will continue to do verywell in the pre-owned marketfor the foreseeable future, butit’s worth keeping a watch forhow the new aircraft marketdevelops. The entire story of thelarge cabin market has beenremarkable.❯ For more information: Michael Chaseis president of Chase& Associates, and canbe contacted at:1628 SnowmassPlace, Lewisville, TX75077; Tel: 214-226-9882; Email: [email protected]; Web: www.mdchase.com

Index

Pri

ce

(M

illio

ns)

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

0.000$0.0

Falcon 900LX

$20.0

1.000

$40.0

2.000 3.000 4.000

$60.0

Gulfstream G450

Challenger 605

CHART G - PRODUCTIVITY


+1 (410) 626-6162 | [email protected] | avjet.com

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

2002 Learjet 60 S/N 245

2001 BBJ S/N 32774

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2005 G550 S/N 5065

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

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EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

1988 GIV S/N 1076

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1989 Challenger 601-3A S/N 50451989 GIV S/N 1120

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2003 GEX S/N 9116

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


❯

he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

Data is updated by Conklin & deDecker on a regular basis. The Guide ismuch more comprehensive andinformative, providing more aircrafttypes and models and including vari-able cost numbers for all models.

This month’s category of aircraft -Turboprops – appears overleaf, to befollowed by Large Cabin Jets nextmonth.

Please note that this data should beused as a guide only, and not as thebasis on which buying decisions aretaken. The data presents aircraft agedbelow 20 years of age only, but Conklin& de Decker provides details of olderairplanes too.

If there are any other ways in whichwe can improve the content or presen-tation of this information, please let usknow.

❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: [email protected]. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

T

AIRCRAFT SPECIFICATIONS:TURBOPROPS

Aircraft Performance& Specifications

SEPTEMBER ISSUE: Large Cabin Jets

OCTOBER ISSUE: Medium Jets

NOVEMBER ISSUE: Entry Level & Light Jets

DECEMBER ISSUE: Turboprops

The following describes the content of each cost elementused in The Aircraft Cost Evaluator. There are no sales taxesincluded in these costs.

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

SPECIFICATIONS - GENERAL:CABIN DIMENSIONS Cabin Height, Width, and Length arebased on a completed interior. On “cabin-class” aircraft, thelength is measured from the cockpit divider to the aft pressurebulkhead (or aft cabin bulkhead if unpressurized). For smallcabin aircraft, the distance is from the cockpit firewall to the aftbulkhead. Height and width are the maximum within that cabinspace. Cabin Volume is the interior volume, with headliner inplace, without chairs or other furnishings. Cabin Door Heightand Width are the measurements of the main passenger cabinentry door.

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

CREW SEATS/SEATS EXECUTIVE This is the typical crew andpassenger seating commonly used on the aircraft. This is not themaximum certificated seats of the aircraft. These numbers mayvary for different operations (Corporate, Commercial, EMS, etc.).

WEIGHTS:• Maximum Take-Off Weight and Maximum Landing Weight arespecified during aircraft certification. • Basic Operating Weight is the empty weight, typicallyequipped, plus unusable fuel and liquids, flight crew @ 200pounds each and their supplies.• Useable fuel is the useable fuel in gallons x 6.7 pounds pergallon (Jet fuel) or 6 pounds per gallon (AVGAS).• Payload with Full Fuel is the useful load minus the useablefuel. The useful load is based on the maximum ramp weightminus the basic operating weight.• Maximum Payload is the maximum zero fuel weight minusthe basic operating weight.

SPECIFICATIONSPERFORMANCE RANGE:• Range - Seats Full is the maximum IFR range of the aircraftwith all passenger seats occupied. This uses the NBAA IFR alter-

nate fuel reserve calculation for a 200 N.Mi. alternate. This isused for jet and turboprop aircraft.• Ferry Range - is the maximum IFR range of the aircraft withthe maximum fuel on board and no passenger seats occupied.This uses the NBAA IFR alternate fuel reserve calculation for a200 N.Mi. alternate. This is used for jet and turboprop aircraft.• VFR Range - Seats Full is the maximum VFR range of the air-craft with all passenger seats occupied. This is used for all heli-copters and piston fixed-wing aircraft.• VFR Ferry Range - is the maximum VFR range of the aircraftwith the maximum fuel on board and no passenger seats occu-pied. This is used for all helicopters and piston fixed-wingaircraft.

BALANCED FIELD LENGTHBFL is the distance obtained by determining the decision speed(V1) at which the take-off distance and the accelerate-stop dis-tance are equal (fixed-wing multi-engine aircraft only). This isbased on four passengers and maximum fuel on board (turbineaircraft). For single-engine and all piston fixed-wing aircraft, thisdistance represents the take-off field length at Maximum Take-off Weight (MTOW).

LANDING DISTANCE (FACTORED)For fixed-wing turbine aircraft, landing distance is computedusing FAR 121 criteria. This takes the landing distance from50/35 feet (depends on certification criteria) and multiplies thatby a factor of 1.667. No credit is given for thrust reversers.Configuration is with four passengers and NBAA IFR FuelReserve on board. For fixed-wing piston aircraft, this figure isthe landing distance over a 50 foot obstacle.

RATE OF CLIMB (Ft/Min)The rate of climb, given in feet per minute, is for all enginesoperating, at MTOW, ISA conditions. One Engine Out rate ofclimb 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 maximumcontinuous power. This may also be commonly referred to as HighSpeed Cruise. Normal cruise speed is the recommended cruisespeed established by the manufacturer. This speed may also be thesame as Maximum Cruise Speed. Long Range Cruise is themanufacturer’s recommended cruise speed for maximum range.

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

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

$1,287.15

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,259.82

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1152

3888

4002

1953

474

274

274

204

2

PT6A-135A

BEEC

HCRA

FT K

ING

AIR

C90G

Tx

$1,123.43

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

640

940

4519

3692

2010

495

250

234

195

2

PT6A-21

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$1,269.80

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,153.02

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

940

4519

3692

2000

554

250

234

195

2

PT6A-21

BEEC

HCRA

FT K

ING

AIR

B200

BEEC

HCRA

FT K

ING

AIR

C90G

Ti

BEEC

HCRA

FT K

ING

AIR

C90S

E

BLAC

KHAW

K KI

NG A

IR C

90 X

P135

A

BEEC

HCRA

FT K

ING

AIR

200

RAIS

BECK

BEEC

HCRA

FT K

ING

AIR

C90B

BEEC

HCRA

FT K

ING

AIR

C90G

T

MEDIUM JETS

BEEC

HCRA

FT K

ING

AIR

B200

GT

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.

$1,542.34

4.8

4.5

16.7

303

4.3

2.25

55

-

2

6

12500

12500

8760

3645

185

2240

960

1650

3640

4437

2450

745

305

298

226

2

PT6A-52

$1,402.27

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1580

5300

4417

2448

745

290

283

226

2

PT6A-42

KING

AIR

B20

0SE

$1,442.77

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8360

3645

585

2640

1249

1580

5300

4417

2448

738

290

283

226

2

PT6A-42

$1,307.82

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

739

1174

4519

4007

1953

474

270

270

206

2

PT6A-135A

$1,708.09

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8550

3645

395

1850

858

1500

3800

3167

2500

720

289

284

228

2

PT6A-41

TURBOPROPS

❯


AIRCRAFT SPECIFICATIONS

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

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OR CALL 203-453-0800

Tel: 203-453-0800 Fax: 203-453-4527 Email: [email protected] www.guardianjet.com

2009 Global XRS SN 9228Airframe TT - 2371 $31,995,000

* APU enrolled on Honeywell MSP* Honeywell Primus 2000 XP Avionics Suite* Enhanced Sound Proofing Package* Lufthansa NICE Cabin Management System (CMS)* Enrolled on Smart Parts Plus Program

2005 Falcon 900EX EASy II SN 144Airframe TT - 6,406

$19,995,000

* Engines & APU enrolled on Honeywell MSP* Honeywell EASy II Avionics Package* Honeywell SSFDR (88 Parameters)* Securaplane 450 Aircraft Security System* Maintenance Tracking by CAMP

Photos by FGL & Associates


2004 Bombardier CL300 SN 20025Airframe TT - 4,935$9,950,000

* Engines & APU on MSP* 96 Month Inspection c/w August 2012* Landing Gear Overhauled August 2012* GoGo Biz ATG 5000* Combustion Liner SB c/w August

2006 Citation Sovereign SN 680-0082Airframe TT - 3649

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* One Fortune 500 Owner Since New* Engines Enrolled in PowerAdvantage Plus* Enrolled in ProParts Program* Honeywell Primus Epic 4 Tube EFIS* Airshow 400, XM Radio 400



1980 Learjet 35A SN 35-334Airframe TT - 12,545$649,000

* Engines & APU on MSP* 96 Month Inspection c/w August 2012* Landing Gear Overhauled August 2012* GoGo Biz ATG 5000* Combustion Liner SB c/w August


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


$1,560.74

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8980

3645

-35

2020

636

1575

3925

4625

2437

682

292

282

232

2

PT6A-52

$1,570.16

4.8

4.5

19.2

344

4.3

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1550

3300

4140

2700

622

320

310

234

2

PT6A-60A

BEEC

HCRA

FT K

ING

AIR

350


$1,673.56

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8550

3645

395

2450

975

1498

3800

4437

2500

710

311

311

232

2

PT6A-61


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,593.12

4.8

4.5

19.2

344

4.3

2.25

56

16

2

8

16500

15675

10400

5192

1008

2600

1878

2311

5105

4760

2400

337

303

303

238

2

PT6A-60A

$1,566.58

4.8

4.5

19.2

344

4.3

2.25

56

16

2

8

15000

15000

10000

3611

1489

2500

1440

1550

3300

4143

2700

622

320

310

234

2

PT6A-60A

$1,584.50

4.8

4.5

19.5

344

4.3

2.23

55

-

2

8

16500

15675

10585

5192

823

2415

1635

2365

5105

4770

2400

337

303

265

238

2

PT6A-60A

$659.12

4.5

5.3

12.75

271

4.2

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

835

2055

2508

1234

-

186

175

147

1

PT6A-114A

$667.48

4.5

5.3

16.75

352

4.2

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

789

2420

2625

975

-

184

182

156

1

PT6A-114A

CESS

NA 2

08B

GRAN

D CA

RAVA

N

BEEC

HCRA

FT K

ING

AIR

350E

RBE

ECHC

RAFT

KIN

G AI

R 35

0iBE

ECHC

RAFT

KIN

G AI

R 35

0iER

CESS

NA 2

08 C

ARAV

AN

BLAC

KHAW

K KI

NG A

IR B

200

XP61

BEEC

HCRA

FT K

ING

AIR

250

TURBOPROPS

GRAN

D CA

RAVA

N EX


$733.93

4.5

5.3

16.75

352

4.2

4.08

32

-

1

9

8807

8500

5305

2247

1290

3195

494

739

2742

2800

1331

-

194

187

162

1

PT6A-140 ❯


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

■


$797.15

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4889

1887

654

1143

1000

1200

3100

3750

1570

-

292

290

255

1

PT6A-64

$936.27

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4589

1910

931

1443

1102

1214

3100

3750

2005

-

320

316

255

1

PT6A-66D

DAHE

R-SO

CATA

TBM

850


$917.03

4.5

5.3

16.75

352

4.2

4.08

33

112

1

9

9062

9000

5300

2224

1573

3200

627

734

2195

2625

1214

-

198

186

159

1

PT6A-42A


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,679.21

5.8

6.1

14.9

393

4.4

2

16

44.15

2

6

11550

10945

8000

2802

798

1800

980

1440

3100

4550

2950

756

390

354

310

2

PT6A-66

$1,509.43

5.8

6.1

17.5

393

4.4

2

16

44.15

2

6

12100

11500

8500

2802

848

1300

752

1364

3500

4417

2600

680

363

346

314

2

PT6A-66B

$938.79

4.75

5

16.9

356

4.5

2

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1660

2450

2783

1680

-

261

261

209

1

PT6A-67B

$939.83

4.83

5

16.92

356

4.42

2

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1635

2450

2783

1920

-

280

268

209

1

PT6A-67P

$631.78

3.9

4.2

12.3

106

3.8

2

20

-

1

5

5092

4850

3663

1140

331

1187

489

1091

2000

1950

1556

-

267

262

225

1

PT6A-42A

PIPER

MER

IDIA

N PA

46T

P

PIAGG

IO A

VANT

I P18

0PIA

GGIO

AVA

NTI P

180

IIPIL

ATUS

PC

-12

PILAT

US P

C-12

NG

BLAC

KHAW

K CA

RAVA

N XP

42A

DAHE

R-SO

CATA

TBM

700

C2

TURBOPROPS

QUES

T AIR

CRAF

T KOD

IAK


$634.14

4.5

4.8

15.5

248

4.1

4.1

38

-

1

5

7255

6690

3975

2110

1220

2515

524

845

1720

1933

1338

-

180

154

133

1

PT6A-34


amjetaviation.comAmjet Aviation Company®

+1 - 770 - 458 - 9600 [email protected] Rogers

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2003 Falcon 2000

1985 Falcon 50

2008 Gulfstream G200 2011 Citation XLS+

2007 Gulfstream G200 1985 Beechjet 400

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hen looking at an advertise-ment for a used aircraft, thereis almost always a mention ofthe paint and interior. Whatexactly is meant when the air-

craft for sale claims to have “new” paintand interior? Have you ever wondered whythis is an important aspect of an aircraft?

As you may have guessed, aftermarketpaint and interior are far from being equal.If you are searching for a used aircraft, orfor a facility to do paint and interior onyour current aircraft – perhaps in order toposition it well among the competition for afuture sale – the following paragraphs aredesigned to offer some important informa-tion to help you understand what to expect.


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Assessing aircraft value in relation

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by Jim Becker

DemystifyingNew Paint &Interior...

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

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

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

No Rush Refurbishment: The Key to Success!

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EXTERIORWhen examining a recently painted aircrafteither as a prospective buyer or an existingowner, some of the defects to look for aredull marks caused by overspray; over-buff-ing which removes too much paint pigmentand causes thin areas; runs in the paint;‘orange peel’ (an uneven surface texture);and debris in the paint. Essentially, the sur-face of a high quality paint job should looklike glass when you are inspecting an air-craft’s paintwork.

Also, you should look for paint appliedeither too thin (which allows for quickerwear and for the slight irregularities in thealuminum surface to show through thepaint), or too thick (which can give the air-

craft a spotty look and add unnecessaryweight). Rough edges on stripes caused byimproper blending, uneven stripes, andirregularities from side-to-side are also com-mon mistakes to look for.

High quality paint from an experiencedand process oriented facility will not onlylook better, but will also most likely lastlonger than paint from a lesser quality, inex-perienced shop.

The quality of the finish will also make adifference in the value of the aircraft, andthe outward appearance is what most buy-ers notice first. If they are still interested inthe aircraft in spite of the paint faults, theywill almost certainly look to factor the costof correction into the price offered.

Generally speaking, the typical recom-mended service life of an average paint andinterior is five to seven years, depending onusage and care. It is a good idea to have acomplete strip and repaint of the aircraft ona periodic basis. This allows for inspectionof the airframe underneath the paint and isimportant because the paint could be hidingsurface corrosion or other defects that arenot easily identified.

EVALUATING A PAINT SHOPWhen evaluating a paint shop to undertakethe work of repainting your aircraft, orseeking details of where a repaint occurredfor an aircraft advertising ‘new paint’, thereare several factors to consider.

First, consider the process for removingthe old paint. A quality refinish will requireall of the existing paint and aluminumprimer to be removed. The preferredmethod, with composite aircraft as anexception, is the chemical strip process. Thisminimizes the need for sanding the surface,which can cause unintended damage to riv-ets and sheet metal. (A superior paintprocess will also include an Alodine coatingand full zinc chromate primer to maximizepaint adhesion.)

The second factor is the technique ofapplying the paint. There is the convention-al air spray method that uses an air com-pressor to force the paint through a nozzleonto the surface of the aircraft. However, anewer method, electrostatic spray painting,electrically charges the paint particles.These charged paint particles repel eachother, and are drawn to the aircraft’s sur-face, which is oppositely charged. This pro-vides for better paint coverage, reducesoverspray and waste, and helps get paintinto hard-to-reach areas.

The next thing to consider would be thepaint booth. Gone are the days of paintingan aircraft in an empty hangar, but there aresome technologies that allow for betterquality. There are two types of aircraft paintbooths:

• The wall draft type has the paint sprayexiting out one side of the booth. Theaircraft will be susceptible to increasedpaint contamination because the air andpossible contaminants are pulled acrossthe wet paint before exiting the paintbooth.

• The preferred type is the downdraft.With this design, the paint spray ispulled downward through vents in thefloor. This exposes less of the wetpaint to the exiting air and possiblecontaminants.

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Another important concern is whetherthe paint booth is environmentally-con-trolled. An environmentally-controlled paintbooth controls both the temperature and thehumidity, allowing the paint to cure underoptimal conditions, as fast as possible, andreducing the chance of paint defects.

Finally, there is the paint facility itself. Isit using good quality paint? There are sever-al great brands of both conventional andhigh-solid paint that coat well when appliedto properly prepped surfaces – take the timeto find out what they are.

In addition, factors such as tooling andequipment, level of technician training, andreferences should be taken into considera-tion prior to picking who repaints your air-craft. If corrosion or damage is discoveredunderneath the paint, it is important to havethe skill available to perform a properrepair.

INTERIORAlthough there are relatively few aircraftpaint facilities due to the enormous expenseand stringent regulations, there can be, andusually are, aircraft interior facilities atnearly every airport.

The aircraft’s interior can be one of thebiggest areas of expense in the life of an air-craft. Prices can vary by as much as 50% to75% from shop-to-shop. Quality generallydepends on the shop’s expertise and theamount spent on the interior. Rushing proj-ects is another common reason for mistakes.To the untrained eye, it can be difficult tospot the shortcuts that allow for a low-costaircraft interior.

AIRCRAFT SEATSThe most prevalent shortcuts in a seat refur-bishment include not changing the foamand using lesser quality leathers that oftenhave imperfections. There is a big differencein the price of seat leather. Prices can range

from $350 to $900 per hide. A typical seattakes two to three hides. The least expensiveleather hides will have more flaws in theskin, be less durable and will usually showwear sooner. The color may also vary slight-ly from hide to hide.

The higher quality leather will havecome from animals raised in a non-barbedwire environment. This ensures that there isno scarring on the hides. The hides will bebatch dyed (dying many at the same time),thus ensuring that the hide appearance isconsistent throughout that batch.

When examining the seats for the qualityof a refurbishment, look for perfectlystraight and uniform stitch spacing. Thetuck lines should be even, and every seatshould look identical.

And don’t forget to ask whether the seatfoam was replaced, and whether the seatswere fire blocked.

CARPETSurprisingly, carpets are often overlooked.While most aircraft carpet is made of wool,there is again a large range between theentry-level and the top of the line products.Prices can range between $100 to over $900per square yard.

Lower quality carpets will be lighter inweight, while a hand-tufted carpet will be aheavier weight and usually a custom pat-tern. This also allows for nearly endless cus-tomization. Virtually any size and patterncan be fabricated. If you’re inspecting arecently replaced carpet, there are someimportant areas to note: there should be nogaps or bumps in the carpet. Also look forwrinkles and surging that fully covers theend and is not frayed.

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

WOODWORKPotentially the most expensive componentof an aircraft interior is the cabinetry. Mostaircraft use either a laminate or veneer tocover the cabinets, tables and bulkheads.The price between laminate and veneer fin-ishes varies significantly. A replacement ofthe veneer on a Challenger-sized aircraft caneasily cost $150,000.

• Laminate is a plastic product that ismeant to resemble real wood or a solidcolor. This is the less expensive of thetwo options and provides a more uni-form appearance - but it cannot berefinished.



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

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

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• Veneer is a thin layer of real wood thatis glued to a substrate. Since veneer isreal wood, it provides the richest lookpossible. Veneer can also be refinished,but is extremely labor intensive. A largeraircraft can have over 1,000 hours oflabor involved in the woodwork alone.

The woodwork finishing process is simi-lar to that of painting the aircraft. The sur-face is sanded and sealed. The refinishingand curing must take place in an environ-mentally controlled spray booth. The veneeris coated with six to eight coats ofpolyurethane finish, and each applicationmust be allowed to dry fully with no debrisinfiltration before the next layer is applied.

Common shortcuts in the woodworkprocess typically happen in the veneer fin-ishing process, usually because of improperdry times or improper application. Wheninspecting for shortcuts in the woodwork,look out for fisheyes, cracks, runs, dirt,foggy or milky finish, cracking or peeling ofthe finish. Also make sure the wood is prop-erly mapped and stained (i.e., the woodgrains are lined up and match on the vari-ous adjoining doors and drawers).

A concern with veneer is getting thewood to match throughout the aircraft.Since veneer is real wood, the color and pat-tern of the wood often vary from tree totree. Great care must be taken to ensure thatadjoining pieces blend well together.

ADDITIONAL CONCERNSThe last major component of an aircraftinterior is the metal plating. Hardware suchas seat belt buckles, lights, latches, air ventsand seat controls are plated with a specificmetal. Finishes can range from brushednickel to polished gold, with prices of$30,000 and beyond for the higher-endfinishes.

Another thing to consider is whether the

cabin has any upgrades. Popular updatesinclude WiFi, LED lighting, updated seatand table designs, satellite radio and tabletintegration.

The last item of concern for paint andinterior is probably one of the most over-looked: the paperwork. It is essential that allof the work accomplished be properly docu-mented with all of the necessary sign-offs inplace.

If the aircraft has 16 G seats, there needsto be an approval from a DER (DesignatedEngineering Representative) from the OEM.The fire blocking certification and all of the8110 and 8130 forms must be in the aircraftrecords, too.

PUTTING IT ALL TOGETHERBecause of all of the different variables, anaircraft can be difficult to properly value –and as you will ascertain from the above

paragraphs, paint and interior are no excep-tion. “New” paint and interior can meanvastly different things that could have anextreme effect on the value of an aircraft.

Just because a job is ‘new’ does not neces-sarily make it of value if corners were cut andinferior materials used in the process. As aprospective buyer, it is best to have a discern-ing eye with a lot of questions asked whenapproaching the interior and paint. Make surethat if there are any areas of the aircraft youare not an expert in assessing, you are alignedwith a partner that you know and trust toguide you through the process.� Jim Becker is an ASAAccredited SeniorAppraiser for ElliottAviation and holds anFAA Airframe &Powerplant Mechaniclicense. With over 20-years in the aviationindustry, 17 have beenwith Elliott Aviation inthe capacity of valuingaircraft. In 2011, he completed and obtained hiscertification as an Accredited Senior Appraiser withthe American Society of Appraisers (ASA). Withexperience in aircraft market analysis, he has anextensive knowledge of the aircraft market and hastracked and analyzed thousands of aircraft transac-tions. Under his Aircraft Specific designation with theASA, he specializes in developing current and projectedmarket values for turbine-powered aircraft.� More from www.elliottaviation.com, email Jim [email protected]� Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


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ccording to Al Shogren, MROModification Sales Manager for JetAviation St. Louis, “you can get pret-ty much exactly what you want in agood airplane and never feel its age

– without getting close to the cost of a compa-rable new aircraft.” Hosts of current and for-mer owners and operators agree.

The depth of the ‘For Sale’ pre-owned fleetand increasing sales are contributing to signif-icant growth for companies like Jet Aviation,UK-based MAC Interiors, and a galaxy of spe-cialized and broad-discipline companies withlines providing paint and transparency servic-es on the outside, and on the interiors inside.But what commands the most interest thesedays? From the perspectives of several com-panies, cabin and paint refurbishment andrestoration, and in-flight connectivity equip-ment that is often installed under the samework package.

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

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

Owners generated slightly broaderresponses; they weighed various cabin accou-trements equally with cockpit goodies. Butwhere the lines among pilots, owners andowner/pilots seemed to cross, paint and inte-riors topped most lists.

“It's been getting busier and busier,”Shogren said, “and it's looking like it's goingto be even busier in 2015.” (That's the imagepainted across the market by MRO operationson both sides of the Atlantic.) Refurbishmentsare a big, busy, expanding market partlyfueled by broad options among pre-ownedbusiness-turbine aircraft and partly by a com-petitive and more-flexible market for aircraftfinance. Many of the finance options includerefurbishing and upgrading. The combinationis fueling some welcome growth in an alreadyripening business aircraft services sector.


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A BIG PICTURE OF A BIG MARKETThe global fleet of business and commercial-turbine aircraft numbers more than 55,000; itstood at 53,000 in 2012 (according to the 2013‘Global MRO Market Economic AssessmentReport’ from the Aeronautical Repair StationAssociation. That 53,000 represented two-thirds of all turbine-powered business andcommercial aircraft in the world. Commercialoperators account for two thirds of the esti-mated $65 billion MRO market for these air-craft.

The biggest driver of maintenance – FlightHours - remains the same for both businessand commercial operators. The big differencestems from the disparity in the demandsmade on the aircraft. Where the commercialaircraft typically flies 2,500 hours annually,the business-turbine aircraft averages closer to370 hours annually.

Regardless of this difference, flight cyclesand human through-put produce wear andtear; technologies advance in systems from tipto tail; and in a majority of instances, keepingthe aircraft looking good, outside and inside,is SOP. The interior, of course, is where thepassengers fly – creating the wear that tearsdown the interior…

THE INSIDERS' VIEWNot too many years ago a single-engine prop-jet operator invited some business associatesto fly with him to a trade show of commoninterest. He recalled their reactions to the

entire experience: from boarding the aircraft –“We didn't even have to take off our shoes!”one passenger exclaimed – baggage handling,and the shorter-than-imagined total trip time.“I'd be cooling my heels waiting on my sec-ond flight – and we're here! Already!”

But the owner/pilot's favorite recollectionwas the group's reaction to his airplane. “It'salmost 20 years old, but they thought it wasnew,” he smiled. “That’s partly because itlooked new, but mostly because it smellednew. They didn't believe me when I told themthe airplane was nearly 20 and that the interi-or was refurbished five years before.”

Surrey, UK-based MAC Interiors sees plen-ty of interior work to grow on. Offering whatthe company calls a “concept to completion”approach, MAC covers the work needs withdesigners, engineers, electrical experts, mastercraftsmen in cabinet construction and certifiedstaff to handle the installation work – allunder one company roof.

Graham Hutchins, Marketing Manager,MAC Interiors outlines that the company han-dles a significant amount of refurbishmentand retrofit work on commercial and busi-ness-turbine aircraft and helicopters, encom-passing everything from lavatories, galleys,seating, stowages, and, of course, VIP interiorsadapted to a wide variety of commercial air-craft, from light helicopters to Airbus A380aircraft.

Indeed, VIP interiors for bizliners standsamong MAC's strengths, and what is most in-

demand at MAC runs to the need of the indi-vidual clients – but with the same ultimategoal: “A sharp-looking, comfortable, function-al aircraft interior suited to the work conduct-ed there.”

Among the functionality demands populartoday is the increasingly broad array ofoptions available to bring in-flight connectivi-ty to an aircraft cabin built before such sys-tems were commonly available. Cabin accou-trements that are high on today's upgrade listsare systems that bring both Internet connectiv-ity and satellite communications – and, whereviable, In-Flight Entertainment (IFE). A num-ber of interior shops noted that they're seeingmore demand from smaller mid-cabin andlight jets for such equipment, thanks tooptions emerging that are small and lightenough to bring In-Flight Connectivity andIFE to the users.

But, of course, the needs for aircraft refur-bishing and upgrading go well beyond theback cabin users – particularly for aircraftwith a few years on them and systemsdesigned in another century.

In some instances, Jet Aviation's AlShogren noted, work packages go beyond themain cabin to the cockpit; other MRO insidersnoted the savings options from consideringengine upgrades where a path exists. “It justmakes sense,” Shogren said, “to go withnewer engine options where the costs arecompetitive.”

In most cases where an option exists, thecosts of the engine can hover near the pricepoint of the original – but reward the operatorwith increased performance on less fuel perhorsepower while delivering higher speeds.Coupled with reduced maintenance needsyou have a perfect recipe for reduced cost-per-mile, and it's things like this that will makethe CFO smile.

When refurb packages cross multiple lines,the owner has the option of shopping eachindividual element, finding a company tooversee the work (at several specialty shops),or, taking the route many would consider themost efficient: a shop capable of handling theentire work package.

Such shops are common enough to giveoperators some room to compare, but not socommon that any all-encompassing shop canhandle any airframe. Many of the all-capabili-ties shops focus on a limited number of air-frames; Jet Aviation is one with a broadpalette, if you will.

“We've been pretty steady with all areas,”Shogren elaborated, referencing Jet AviationSt. Louis' in-house paint, interior, cabinetryand other sub-segments. “Actually it's beenincreasing over the past year.” Shogren attrib-utes the growth at Jet Aviation St. Louis – andin general, throughout the field – to theimproving business client and an up-tick in


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pre-owned aircraft sales. “Activity in the usedairplane market has picked up and people arebuying,” Shogren said. “They often buyalready committed to the work they want theaircraft to get.”

Predominantly a General Aviation opera-tion, Jet Aviation St. Louis mirrors, in manyways, the company's Zürich operation forbusinessliners and large-cabin jets. “Peoplewant the complete-aircraft overhaul, Shogrensaid. “That's the full interior, with divans, newseats, new wood, new soft goods... Add agreat paint job and aviation outsiders won'tknow it's not a ramp-new airplane.”

Shogren noted that Jet Aviation St. Louisdoesn't do a lot of major cockpit changes, “butwe do plenty inside the cabin – includingstandby systems, power management and in-flight connectivity. That's really hot right now;more so than hi-definition entertainmentmonitors. You can do a lot with these air-planes without getting close to the costs of anew one.

“The way most people use these airplanesis to buy, upgrade, fly for five or 10 years,then upgrade again, so they never really feelthe age of the aircraft,” Shogren explained.The sole sacrifice in this approach is that ofnot spending more than needed to gain theperformance needed. And the availability ofpre-owned stock, and the quality of the

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

JUMP IN NOW!If there's a speed bump in the path of thisexpansion it is meeting demand. “Last year,we were definitely busy,” said Shogren.“We're up this year and projecting to be upagain next year.”

Few slots (single digits in most cases)remain for paint and interior-cabinetry workthrough the end of 2014. “The paint booth issold out except for two slots through 2014,”Shogren said. “Refurb, cabinet work, andavionics are all ‘tapped out’ and gettingbusier and busier all the way through nextyear.”

That message was echoed by most shopswilling to share their outlooks. But they'll behappy to take your call. Said Shogren, “Acouple of years ago we were competing forevery job. But the market has got to a pointwhere most of the work comes to us. Thephones are ringing and the people are inter-ested. The competition is still tough – butthere's a growing amount of work coming.

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

� More information from:Jet Aviation St Louis: www.jetaviation.com/stlouisMAC Interiors: www.macinteriors.com


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refurbishment can completelytransform and revive an aircraft –both inside and out - but those dra-matic paint and interior updatesalso come with a significant down-

time and a price tag. Almost every aspect ofan aircraft interior can be handcrafted, rightdown to the stitching on the seats, makingeach experience unique.

Although unique projects don’t necessar-ily lend well to generic FAQs, a general pat-tern of questions do emerge from prospectslooking to have their aircraft refurbished,and following are a selection of the ten mostcommonly asked that are received by theteam at Duncan Aviation... As the answerswill demonstrate, it’s all in the planning.

HOW MUCH IS MY REFURBISHMENT GOING TO COST?When customers call about a potentialrefurbishment, they want to know howmuch it’s going to cost. That’s an under-standable question. Setting a realistic

expectation is important, and if the initialquestion were that simple to answer, we’dplaster price stickers on our products andservices. As mentioned, many refurbish-ment projects tend to be customizedthough.

Although there are several steps that canbe selected to modify and transform youraircraft paint or interior until it is ‘top-of-the-line’, it is also possible to stick to asmaller refurbishment budget and retainsome, or most of the original interior. It’simportant to establish exactly what you aretrying to achieve through a refurbishmentproject, which will help establish how muchyou really want to spend.

“We do a lot of investigative questioningto determine what the customer reallyneeds and wants,” says Completions SalesRepresentative Matthew Schepers. “Oncewe determine that, we can begin with aballpark budget and work out all thedetails so the price we quote is the priceyou pay.”


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

In essence, as much planning prior to anaircraft’s arrival needs to be made as possible,allowing the actual refurb process to becomeas efficient as possible, thus helping reducethe downtime. As an example, some cus-tomized carpets might take up to 16 weeks toarrive, so they need to be ordered well inadvance of the aircraft’s arrival at the shop.Likewise, selection of seat patterns, shell pan-els and cabinets well in advance of the air-plane’s arrival will all help cut weeks off thedowntime.

HOW OFTEN DO I NEED TO REPAINT MY AIRCRAFT?The simple answer is once every five-to-sixyears - if you hangar your aircraft and washit frequently. Try to avoid flying near to salt-water or snow where de-icing products areused. Inspect for chips on a regular basis, andstay current on your touch-ups. If you canstick to those rules of thumb, then you canmaximize the life of your aircraft paint work.

Of course, the above pointers are prettyunrealistic for most business aircraft opera-tors - so, if you’re looking to avoid even moreexpensive corrosion issues you should takeyour aircraft in for a full paint refurbishmentevery half-decade.

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

example, we recommend Falcon owners synca strip and paint with their major C-mainte-nance event, which occurs every six years.)

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

“It’s all about the details. That’s what youpay for, and that’s what customers need toreally look at when they’re comparing quotes.These bonus items cost a bit more, but theadded value is definitely worth it.”

The attention to detail at the sealed win-dows and cleanliness of the painted landinggear are evidence of a job done right. Newstair treads; dressed boots; wiped downwheels and wheel wells; painting inside ofgear doors; radome boots that don’t yellow;and erosion tape are extras that customersshould expect as a part of the service.

HOW CAN I INCREASE CAPACITY ANDMAKE MY AIRCRAFT’S CABIN MOREEFFICIENT?Just about every reconfiguration customersask for is possible. [Accordingly, DuncanAviation has an on-site engineering team andcan approve a Supplemental Type Certificate(STC) through in-house OrganizationDelegated Authority (ODA)].

As an example, when a Falcon 900 cus-tomer needed more storage, space was foundby swapping the rarely-used forward lavato-ry for a closet and auxiliary gallery storagecabinet. The lines from the toilet were capped

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


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and a cabinet built and inserted that moldedaround the old chute just in case a futureowner should wish to reinstate the lavatory.

The customer was able to use the aircraftin a way that best met his needs, but thevalue of having a second lavatory was noterased as it could easily be restored. Severalother customers followed suit after the initialSTC was obtained.

DO YOU HAVE A DESIGN TEAM I CAN WORK WITH?A refurbishment shop that is worth its saltwill assign a designer to each customer proj-ect. Our team also works with personal homeand yacht designers, as well as architects ifclients choose to bring their own.

It is not unusual for customers to ask tosee prior projects. Your selected refurbish-ment shop should provide you with ‘beforeand after’ photos to convey how easily thelook and feel of a cabin can be transformedwith just a few updates.

WHAT CABIN MANAGEMENT SYSTEM(CMS) BEST FITS MY NEEDS?Once again, it depends on the answer toquestions determining the current equipmentinstalled, and to focus options on the bestsolutions for the customer: for example, howmany people normally fly on the aircraft? Is itbeing used for entertainment purposes, or arepassengers giving presentations and workingon the flight?

Additionally, with every CMS comes a listof five to 20 different upgrades customersmay wish to include. A competent sales

expert will walk customers through theiroptions to determine what they truly need,want, and what upgrades are worth theadditional cost.

CAN I GET WI-FI?Most customers want their electronics towork in the air exactly as they do on theground. Some fly internationally while othersremain in the continental US most of thetime. These factors greatly affect what Wi-Fioptions are available to the customer.

“Selecting a data solution for in-flightinternet is a lot like choosing a cell phonecompany,” explains Avionics InstallationExpert Steve Elofson. “Data connectionspeeds, network availability, equipment costsand monthly data plans all factor into theequation.”

Nevertheless, once a customer makes achoice Wi-Fi can be a relatively simpleaddition.

HOW INVOLVED IS AN LED LIGHTING UPDATE?LED lighting is incredibly popular because itcompletely transforms the cabin, and is moreenvironmentally friendly, while savingweight and eliminating individual powersupplied for each fluorescent bulb. The lightsare so much brighter than anything previous-ly offered, too.

Again, because there are several optionsand colors of light to choose from, customersshould be paired with a designer to choosethe best option for their interior and designtastes. There’s nothing worse than having

your new LED lighting installed, only to findit doesn’t work with your choice of a refur-bished interior!

CLOSING THOUGHT…If possible, from a timing and budget per-spective, it is recommend you schedule interi-or, paint and electronics modifications along-side a major inspection to get the most out ofthe time an aircraft spends in the shop. But,as always, plan well in advance of that eventexactly what you need to eliminate unneces-sary downtime and expense during the actualrefurbishment project.

� Danielle Kavan is aMarketingCommunicationsSpecialist at DuncanAviation where she usesher writing skills toinform the BusinessAviation community ofDuncan Aviation’s servic-es, products and manylocations, as well asaddress concerns aircraftowners face daily.

� Duncan Aviation, a full-service completions, instal-lation and major maintenance service center, special-izes in providing a one-stop shop for its customersand offering tip-to-tail services. At Duncan Aviation,existing interior materials can be updated or theinterior can be refurbished with new seats, shellpanels, LED lighting and cabinets. Find out morefrom www.DuncanAviation.aero.




f you have purchased a pre-ownedaircraft and are like most aircraftbuyers, you are probably eager tocomplete any necessary refurbish-

ment work so you can start flying.First, congratulations! You now own a tool

that will make your business and personal lifemuch more productive. The most importantstep for a refurbishment project that manypeople miss, however, is that you should livewith the airplane for a period of time to trulyunderstand what you need, before decidingwhat will be included in your aircraft’supgrade. Many aircraft buyers simply rushinto a refurbishment after the purchase andregret it once they begin to fly. So, taking thetime to do a comprehensive evaluation onyour new aircraft may be your key to success.

1. STARTER QUESTIONSI highly recommend that you take the airplaneon several standard trips with the other princi-pal users and discuss what works well andwhat doesn’t work for you and/or the otherusers. Some key questions to start with are:• Does the seating layout work well? (Do you

have the ability to conduct small meetingsinflight? How do the seats feel after sittingin them for several hours?)

• Is the galley layout easy to use inflight andis there enough storage and preparationspace for the food you are likely to be serv-ing?

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

• If this is a long-range aircraft, make sureyou discuss with the crew any require-ments for proper in-flight crew rest andstorage, and for emergency equipment.

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

2. MULTIPLE-SOURCE INPUTThe next step after identifying all of yourupgrade items is to bring in several design rep-resentatives from various shops so you can sitin the airplane and discuss your needs andbudget. This could take some time to arrange,

but meeting face-to-face will be worthwhile.You will be able to explain your vision for

the interior, and, in turn the design expertscan share their experiences about what hasworked and, more importantly, what has notworked in the past with similar aircraft interi-ors they have completed. This is also a goodtime to get references and view pictures oftheir previous work.

Most corporate airports have an interiorshop, either onsite or very close, so it maymake sense to default to using one nearby.Crucially, make sure the shop has recent expe-rience in doing similar work. It is also wise totake the time to talk to several shops so youcan get a feel for current trends.

3. REGULATORY CONSIDERATIONSI purposely emphasize the need for “recent”experience from a shop, because the FAA isconstantly changing its stance on how interi-ors are certified. It is important to take thetime to consider all regulatory aspects of theinterior refurbishment as well as the aestheticones. Most current generation aircraft are cer-tified to a dynamic crashworthiness standard.The exact provisions your aircraft is certifiedto is very important to understand, as this canplay a role in what you can do with the interi-or materials, seating arrangements, and eventhe placement of video screens.

The best place to start is to obtain a copy ofthe Type Certificate Data Sheet (TCDS) fromthe FAA’s website. Better still, have this dis-cussion with the interior providers that youdiscuss the project with, and if they give you ablank stare then at least you have a list of ven-dors that should not be performing the refur-bishment. There are a myriad of regulations tobe aware of, so it is essential to have a discus-sion with the shop about regulations and howthey plan to comply with them, as this willgive you key insight to the shop’s level ofknowledge.

4. ALIGNING REFURB WITHMAINTENANCEOne more step that new owners tend tooverlook in their rush to start the refurbish-ment project is the need to check for any

major maintenance events that might be com-ing due in the near-term. Evaluating whetherit makes sense to wait for an upcoming eventor comply with it early with a refurbishmentis crucial.

Most interior refurbishments can last any-where from two weeks up to six months,depending on the size of the airplane and thescope of the project. The last thing you wantto do is have the interior just the way youenvisioned it and then two or three monthslater have it ripped out for a major inspection!Keeping in close contact with your mainte-nance provider, and taking the extra time toevaluate the proposed interior with otherwork that may be coming due in the nearfuture could save you substantial money andheartache.

Most, but not all, interior refurbishmentsare tied in with a new exterior paint job. So ifyou are planning a paint job, then make sureyou take an even closer look at upcomingmaintenance events, as many major inspec-tions on the airplane require the opening ofexterior panels, and nothing causes moredespair to an aircraft owner than opening allthe inspection panels after a fresh paint job.

These precedings are just a few of the itemsthat, with a little extra time up front beforeyour refurbishment project gets underway,could make the difference between a success-ful refurbishment and a disappointing one.

� Donald Ridge is a SeniorAnalyst for JSSI and isbased in Chicago. He previ-ously worked forAerodynamics Inc. inWaterford, Michigan wherehe held several positionsthroughout his time there.He began his BusinessAviation career as aGulfstream technician andworked his way through the organization to Directorof Interior, Executive Director Service Group, ExecutiveDirector Customer Relations and Director ofMaintenance 121/135 Air Carrier. Donald can becontacted via [email protected].

� More information from www.jetsupport.com

I

No Rush Refurbishment: The Key to Success!by Donald Ridge

■

Plane Sen

se on

Refurb

ishm

ent

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

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Aircraft Index see Page 4www.AvBuyer.com

AIRCRAFT FINANCING

102 WORLD AIRCRAFT SALES MAGAZINE – August 2014

Money, Money, Money...Lending capital increasing for older business-turbine aircraft. by Dave Higdon

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

usiness Aviation makes sensefor operators, helping themsave time and in turn money.But it takes money to buy andfly those airplanes. Need a busi-

ness airplane? Have the business write acheck. If your business can afford an airplane,it must have the funds… Right? Well no… notexactly…

The world of modern business and financedoesn't work that way. In general, businessconsultants and accountants advise againstdepleting cash resources on asset purchasesfor the business. They typically counsel thepreservation of cash assets by letting the air-craft itself serve as the collateral against apromissory note for the funds (yes, a loan).

Despite the protestations of some in thepolitical world, the majority of the businessworld views credit as a good, useful, neces-sary, element of capitalism. Cash businesssimply isn't always smart business. So, weborrow. Businesses use their good credit in away that pays off at tax time – a way cash typ-ically can't mirror.

The asset's depreciation remains the sameregardless of how the owner acquires the air-craft. Loans and leases, however, pay in taxbenefits beyond the depreciation deductionwe apply to our business aircraft. All thosecosts associated with the loan itself, for exam-ple, are generally tax deductible. We still mustgenerate the funds to cover those loan-associ-ated costs, and we must generate the funds topay for steps in the transaction even when weuse cash. It's in this area that a few operatorssuffered problems in the past.

As many an operator learned, misuse ofcredit valuations to benefit from the equitycan be dangerous. A small percentage of oper-ators found themselves and their aircraft inthe equivalent of real estate's worst financialnightmare: An upside-down relationshipbetween market value and principal obliga-tion. The issue caused problems – both sellingand buying.

Together, the problems on both sides of thetable exacerbated, as many prospective pur-chasers learned during the unfolding monthsof the Great Recession via a paralysis in themarket; even for borrowers with stellar quali-fications and a reasonable down-payment.Many found themselves subject to somethingalong the lines of aviation ageism, makinghundreds of airplanes difficult to sell, trashingtheir values and - in an interesting twist -

driving up the costs of buying the affected air-craft, all of which was a little ironic – andpretty self-perpetuating.

And therein came the rub. The increasedcosts of buying coupled with other operatingexpenses lessen the appeal of these aircraftunder existing tax laws; it’s safe to say acceler-ated depreciation was not a big help here.

But, lenders will be lenders: jump into thepresent day, and after six years in whichshort-term Federal Reserve Interest Rates havehovered a notch away from free, money ismore and more available, and investors areeager to see some return in excess of banknotes.

The loan market for older pre-owned busi-ness-turbine aircraft has still changed - it's notquite as freewheeling and open as before theGreat Recession – but it is by far and awaymore liberal and flexible than in the past sixyears, and that's something dealers, brokers,sellers and, in particular buyers, are happy tosee!

THE IRONY OF THE OUTCOMESix years ago, lenders willing to write notesfor aircraft older than 10 (and particularly 20years) began holding out for shorter terms,higher interest rates, larger down-paymentsand reduced exposure. They argued thatdoing otherwise would put them at risk ofsuffering comparably to the housing market,whereby owners of heavily leveraged proper-ties suddenly found the market inverted, withowners essentially upside-down in terms ofasset value versus loan principal due thelender. That phenomenon served to furtherexacerbate and perpetuate the housing-mar-ket contraction.

The only real risk in the aircraft-sales arenaultimately turned out to be the self-inflictednature of some of the value and sales damage– the part enhanced by the tighter lendingpractices and the reduced sales (and residualvalues) that came to those aircraft affected bythe practice. It was always doubtful whethermany business aircraft operators treated theirbusiness-turbine aircraft assets as the kind ofcash cows so many homeowners did: takingout equity through ridiculously expansiverefinance offers to finance vacation homes,boats and travel.

Those unfortunates got great loan dealsbefore finding themselves painted into unfore-seen corners when flexible-rate notes bal-looned in costs just as home values plunged.

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Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – August 2014 103


Failure to keep up ultimately led to foreclo-sure, a bloated resale market and years ofslow rebuilding: trapped homeowners look-ing to extend their lifestyles; not businessaircraft operators looking to expand theirbusinesses.

Excessive caution and resistance to com-mitting even readily available resources heldback sales of both new and pre-owned busi-ness aircraft – particularly in the lower half ofthe size spectrum and, in particular, at theowner-flown and light BizAv levels.

Funds are back, today, however. Optionsare more flexible; choices remain good andprices still tilt toward the buyer’s market.Access to finance works only if other elementsalign – and today's improved terms prove asgood as promised. Consider the terms out-lined by prospective lenders: would theirterms tempt you? Would such terms work foryour fiscal situation?

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

GETTING WHAT YOU SEE…Some operators turn to banks, some to otherlenders – and some put their needs in thehands of an all-in-one shop experienced in,and capable of helping a prospect navigatethe entire process: from disposal of an existingaircraft, to locating, negotiating and acquiringthe next airplane – and arranging the financ-ing needed to complete the transaction.

That's the scope of services offered bySojourn Aviation (www.sojournaviation.com), afour-year old company. Industry veteran BradHatt is a familiar name and face in BusinessAviation thanks to his 29 years of professionalexperience in General Aviation. Before found-ing Sojourn in 2010, Hatt amassed an impres-sive résumé in Business and General Aviationincluding a highly successful period atHawker Beechcraft. In his closing role asPresident of Hawker Beechcraft CommercialAircraft, Hatt managed a business unit worthmore than $2 billion in revenue.

Nextant Aerospace founder Kenn Ricci ispart of the executive team at Sojourn, servingas chairman of the company. His résumé isequally impressive and arguably betterknown thanks to his start-ups that includeFlight Options and Nextant among others.

With the company's own access to compet-itive finance options and the many otheravenues available today, Sojourn offers sellersand buyers a near-seamless process throughthe transaction maze.

Apogee Finance Company is a more-recententry into aircraft finance specializing inaircraft older than 20 years – from Citationsand Challengers to Gulfstreams and KingAirs. Down-payment requirements are mini-

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

That's increasingly common in the mar-ket. Companies such as 1st Source Bank, (www.1stSource.com), AirFleet Capital, CFSAircraft Lending, and Aircraft Finance Corp.are increasingly working deals for aircraftthat were ‘difficult-to-impossible’ to finance afew years ago.

The National Aircraft Finance Associationrepresents many of the largest and smallestinstitutions dealing in aircraft loans andmany of its member companies counsel theirclients that the view of business aircraft isdifferent today than six, maybe seven yearsago. Among the biggest differences: the endof the appreciating aircraft syndrome. “Thosedays have passed,” said one NAFA member.

It's a change from the heady days of

record-breaking sales back in the first decadeof the century – when mere delivery posi-tions appreciated enough to make selling theslot a money-maker for many.

“That transition made financing older air-planes a real struggle for a few years – but itlooks like that time has passed and the newnormal requires dealing in older airplanes...Ifyou want to keep doing business,” theNARA member added. “There aren't enoughnew-airplane finance opportunities to goaround and support all of the players whoare coming into the market – but there areenough in the pre-owned market to keepmany of us open.”

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

AIRCRAFT FINANCING

Aircraft Index see Page 4www.AvBuyer.com104 WORLD AIRCRAFT SALES MAGAZINE – August 2014


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


Scaling an SMS:

SMS & SMALL FLIGHT OPS - PART 2

Establishing Safety

Management Systems

in Small Operations

(Part 2).

by Mario Pierobonast month we focussed on theinput needed for proper SMSimplementation within a smallcompany, outlining Senior Man-agement Buy-In; Performance

Awareness; and Project Management Attitude,on top of the prerequisite SMS ‘technical’knowhow.

Continuing our series on SMS scaling forsmall operators, our focus moves to theprocess of SMS implementation in small or-ganisations - in other words, blending lastmonth’s input into output (a functional andproperly scaled SMS).

The International Civil Aviation Organiza-tion (ICAO) in its Safety Management Manual(Doc. 9859) recommends a phased approach toSMS implementation, whereby policies andaccountabilities are first defined; the system isdescribed; gaps are identified; and documen-

tation is produced. ICAO’s phased approachcontinues with the actual implementation ofthose components of SMS that are new com-pared to the traditional – quality-based – prac-tice of safety management, risk managementand personnel training.

ICAO’s approach to implementation is ap-plicable regardless of the size of the operatorand as such is suitable to be followed by smalloperators. The availability of content for thephased approach to SMS implementation isnot in short supply, so the focus of this articlecenters on SMS implementation peculiaritiesfor small flight departments.

NEED FOR INDEPENDENT INPUTThe key to a successfully phased SMS imple-mentation process in small companies is inpartnering with an independent third party,which needs to be assigned a project leader-

ship function. Even established Airlines hirethird parties for implementing major safetyinitiatives, so within small organisations it isall the more necessary to turn to external serv-ice providers because the expertise is unlikelyto be available in-house and personnel alreadyhave a large variety of tasks to manage.

Further, it is likely that only an independ-ent third party can properly capitalise on sen-ior management buy-in, performanceawareness and the project management atti-tude in a way that is accepted by all internalstakeholders.

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

The third party should ideally be an

L

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

independent safety management consultant,but may also be a subject matter expert “sec-onded” from an organisation where an SMShas already been implemented.

EXTERNAL AUTHORING AND EDITINGIt is not uncommon when a new regulatory re-quirement needs to be met for the focus to beplaced almost exclusively on documentation(e.g. on “paper compliance”), and under suchcircumstances the external contractor is hiredfor documentation authoring and editingpurposes only.

The third party should not limit themselvesto write or revise existing company manualsbut should actually lead the implementationprocess. The only way to ensure adequateproject leadership from the third party is that asocially competent one be hired. In addition tohaving the necessary SMS know-how, it is im-

portant that the third party SMS projectleader’s skillset includes the ability to capi-talise on, and blend senior management buy-in, performance awareness and the team’sproject management attitude (note, input atthis stage should already have been obtained).

MEASURABLE OBJECTIVESThe ultimate responsibility with regard to SMSimplementation does not belong to the thirdparty, but to the organisation itself. Thereforethe organisation needs to quality-control thecontracted third party to ensure the implemen-tation process runs smoothly and on time.

Monitoring of the third party’s overall per-formance should be based around agreed, andmeasureable objectives that are established be-fore SMS implementation begins, and progressshould then be measured recurrently in viewof the pre-determined objectives.

Measurable objectives include - first andforemost - deadlines for production of the ‘gapanalyses’ versus the ‘SMS framework’. Imple-mentation risks running into considerable de-lays if the project is not managed from thestarting point with an adequate definition ofwhat actually needs to be done, and instead amore “adventurous” path to implementationis followed.

Another important objective is tied in withthe development of a cooperative and mutu-ally respectful relationship between the thirdparty under contract and the organisation it-self. This can only be achieved if definition ofthe respective accountabilities of internalstakeholders and the third party are clearly es-tablished and agreed, as well as the timing andthe content of follow up meetings.

Finally, the organisation should require thethird party to temporarily act as a liaison withthe regulatory authority and ensure that com-munications occur between the authority andthe third party representing the organisation.This is not only important because there is aneed to demonstrate progress made to the au-thority, but also because showing the authoritythe organisation’s commitment to safety bygoing the extra mile of hiring a third party forSMS implementation could possibly reducethe ‘burden’ of regulatory oversight, becausethe organization clearly demonstrates a highdegree of professionalism with regard to safetymanagement.

A properly overseen implementationshould confidently lead to a functional SMSbeing installed through to the actual outputbeing available. At this stage the challenge willbe that of managing the output (namely ensur-ing the continuing functionality of the SMSthrough the safety assurance function). Withthat in mind, safety assurance will be the focusof the concluding part of this series nextmonth.

❯ Mario Pierobon holds aMaster’s Degree in Air Trans-port Management from CityUniversity London and worksas a Safety ManagementConsultant and Content Producer. He regularly writesabout aviation safety and iscurrently involved in a majorairside safety research project at Cranfield University in the UK. Contact Mario via [email protected]

Monitoring of the third party’s overall performance should be based around agreed, andmeasureable objectives that are established before

SMS implementation begins...


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


JETNET iQ SUMMIT ROUND-UP

he 4th annual JETNET iQGlobal Business AviationSummit was held on June 3-4in New York City. Expertlychaired by industry veteran

Susan Brogan, leaders from across theBusiness Aviation spectrum participated,with attendance levels higher than everbefore. Presentation and panel topicsincluded highlights from the latest Q2 2014JETNET iQ Survey of fixed-wing turbinebusiness aircraft owners and operators.

JETNET iQ’s forecast is for 9,400 newbusiness jet deliveries from 2014-2023, with adelivery value of US$268Bn based on currentlist prices. The worldwide fleet of businessjets is expected to increase by 35% to 26,400units over this same time period, with morethan 2,500 jets to be retired or otherwiseremoved from service.

Large-cabin business jets are expected toaccount for 39% of the newly deliveredunits, and almost 70% of new delivery valueover the next 10 years, as owners and opera-tors continue to move up-market into larger

and more capable models. This is supportedby respondent purchase intentions – 80% ofaircraft to be purchased are in the mediumand large jet categories, which today accountfor just 59% of the worldwide business jetfleet.

In Q2 2014, business aircraft owners andoperators in North America are the mostoptimistic about the state of the industry,with those saying the industry is past thelow point in the current business cycle out-numbering pessimists by 4-to-1 (versus 3-to-1 worldwide).

EXPERT PRESENTATIONSPete Bunce, President & CEO, GAMA: In awide ranging address highlighting the role ofvarious US Government agencies in the busi-ness of General Aviation, Bunce called for a“trusted pilots” clause to bolster any new avi-ation security legislation, help in encouraginginfrastructure investments in emerging mar-kets such as India, Ex-Im Bank reauthorizationthis year, faster aircraft certification approvals,and shifting the federal government’s respon-

sibility for promoting the aviation industry tothe Department of Transportation.

Doug Harrison & Jim Taylor, YouGov:presented the results of their latest Survey ofAffluence & Wealth. Wealth is globally distrib-uted, and savings rates are steadfast.International travel has increased 40% since2005, and the distaste for Commercial Airlineservice could drive people – particularly, self-enlightened leaders focused on quality of life,safety and security, and protecting their fami-ly time - to consider their private aviationoptions.

Ford von Weise, Global Head of AircraftFinance, Citi Private Bank: facilitated anexpert panel on aircraft finance markets.Topics ranged from collateral asset values,lease vs. loan dynamics, earnings sourcesdisclosure, deal structures, aircraft aging,and liquidity.

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

T

Fourth Annual JETNET iQGlobal Business Aviation Summit:

A Brief Summary. by Rolland Vincent

JETNET iQ FORECAST - BUSINESS JET DELIVERY UNITS

Jetnet_Edit 22/07/2014 11:42 Page 1

that business relationships can matter evenmore than the collateral and age of the air-craft. New entrants are expected to continueto come into the market, both to providefunding for older aircraft and to competemore aggressively for the opportunities thatalready exist. Lenders attending the 2014NAFA conference have almost quadrupledover the last few years, applying pressure onspreads.

The collapse of collateral values over thelast several years have required banks to takeimpairment charges, despite well-performingloans, and margin compression is an issue.

Gus Faucher, Senior Economist, PNCFinancial Services: provided a detailedreview of the U.S. economy, where conditionsare better than they have been for 5-6 years onthe road to recovery from the worst economicsituation of our lifetimes. Signals of strengthinclude stronger job additions, 2.5-3.0% GDPgrowth through 2015, as well as stronger con-sumer and business confidence, corporate prof-its and stock valuations. A huge pick-up in USoil and gas production is fuelling the mid-States region and driving energy prices to someof the lowest levels they have been in 10 years.

Jean Rosanvallon, President & CEO,Dassault Falcon Jet: led a panel of businessaircraft manufacturers, including Bombardier,Embraer, Gulfstream and Textron Aviation.US markets continue to be plagued withuncertainty, with deferrals of purchasingbeing quite common. Some US corporates arenow flying 10-12 year old aircraft.

Non-US deals represent more than 50% oforders at Falcon Jet and 50% of the backlog atGulfstream, reflecting the globalization of theindustry in recent times, despite evidence thatChina and Latin America markets haverecently slowed, and Europe is primarily driv-en by higher-end “heavy metal” demand.

Pricing softness for new and pre-owneddeals was noted, as residual values and trade-in prices have been hard hit through the reces-sion. Light and medium jet orders for new air-craft are beginning to rebound, especially fornew and upgraded models. New aircraftR&D, service network, and infrastructureinvestments are positive signs of more choicesahead for current and prospective buyers.

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

Participants noted evidence ofsupply/demandre-balancing for younger and better-main-tained aircraft (especially those enrolled onguaranteed maintenance cost programs),although pre-owned inventory levels still needto decline before conditions normalize.

Many 5-year buyers are now 7+ year buy-ers, with pricing for several jet models, includ-ing certain high-end jets, continuing to slip. A“Buyers’ Market” continues to exist, with cus-tomers tending to be more discerning, risk-averse, fiscally-aware, hands-on, value-con-scious, demanding and better informed thanin the past.❯ Rolland Vincent isPresident of RollandVincent Associates. Hehas more than 25 yearsof experience in business,regional and internation-al aviation, includingwith Bombardier, Cessna,Learjet, Flexjet, andICAO. With a backgroundin market research, eco-nomics and statistics, hehas held senior leadership positions in marketing,strategy, business development and consulting.

JETNET iQ SUMMIT ROUND-UP


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JETNET >>KNOW MORE

hen we last reported on theSouth American BusinessAviation marketplace in August2010, most of the world was in apost-recessionary recovery

mode and still are. So how have the SouthAmerican countries been faring four yearsafter our last review?

As the world watched the FIFA World Cupin Brazil during June and July, and as the LatinAmerica Business Aviation Conference &Exhibition (LABACE) is scheduled to takeplace in Sao Paulo, Brazil this month, we seekto outline the current business aircraft marketin South America, and compare it to the rest ofthe world.

AIRCRAFT DISTRIBUTIONFirst, let’s look at how the distribution of busi-ness jets and turboprops compare to the rest ofthe world by continent, as per JETNET (TableA, top). Please note the worldwide total ofbusiness jets in operation includes only whol-ly-owned aircraft. As depicted, the overallnumber of business jets grew by 3.1% CAGR,and business turboprops by 2.8% CAGR dur-ing these past four years.

South America (highlighted) had the high-est business jet rate of growth from June 2010to June 2014 at 10.4% CAGR, slightly betterthan Asia which grew at 10.1% CAGR. TheSouth American business jet fleet has nowexceeded the Asian fleet in size, but only by avery small margin. Europe is the only conti-nent with a negative decline of almost 1% inits business jet fleet. All other continentsshowed growth during this post recessionaryrecovery period.

Asia has shown the highest turbopropgrowth rate at 9.5% CAGR, followed byOceania at 7.5% and then South America at

South American BizAv Market Update

by Michael Chase & Marj Rose

W BBusiness Jets* AAfrica AAsia OOceania EEurope ***North AAmerica

SSouth AAmerica TTotal

JJune 2014 456 1,364 200 2,529 12,253 1,367 18,169 JJune 2010 370 929 173 2,621 11,063 921 16,077 22010-2014 CAGR 5.4% 10.1% 3.7% -0.9% 2.6% 10.4% 3.1% BBusiness TTurboprops* AAfrica AAsia OOceania EEurope NNorth

AAmerica SSouth

AAmerica TTotal JJune 2014 790 799 473 1,238 8,388 1,879 13,567 JJune 2010 671 556 354 1,207 7,876 1,462 12,126 22010-2014 CAGR 4.2% 9.5% 7.5% 0.6% 1.6% 6.5% 2.8%

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

TABLE A - BUSINESS AIRCRAFT FLEET, BY CONTINENT

Rank Country Count Cum % Rank Country Count Cum %1 United States 11,662 59% 1 United States 7,218 51%2 Mexico 835 63% 2 Canada 817 56%3 Brazil 802 67% 3 Brazil 793 62%4 Canada 511 70% 4 Venezuela 426 65%5 Germany 433 72% 5 Mexico 393 68%6 United Kingdom 373 74% 6 Australia 391 70%7 Venezuela 290 76% 7 Colombia 283 72%8 China 245 77% 8 South Africa 281 74%9 Austria 220 78% 9 Germany 234 76%10 France 215 79% 10 France 186 77%11 Switzerland 196 80% 11 United Kingdom 178 79%12 Australia 187 81% 12 Argentina 160 80%13 India 171 82% 13 Japan 143 81%14 South Africa 167 83% 14 Kenya 115 82%15 Argentina 163 84% 15 Switzerland 92 82%16 Portugal 137 84% 16 India 91 83%17 Italy 133 85% 17 Indonesia 87 83%18 Russian Federation 122 86% 18 Tanzania 76 84%19 Spain 121 86% 19 Panama 75 84%20 Saudi Arabia 116 87% 20 Italy 74 85%21 Turkey 110 87% 21 China 72 85%22 Hong Kong 104 88% 22 Chile 67 86%23 United Arab Emirates 92 88% 23 Guatemala 60 86%24 Japan 83 89% 24 Russian Federation 52 87%25 Nigeria 77 89% 25 Paraguay 46 87%

Top 25 Countries - Business TurbopropsTop 25 Countries - Business Jets

TABLE B - DOMICILED FLEET, TOP 25 COUNTRIES

Source: JETNET; JUNE 2014 IN-OPERATION

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

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

It is interesting to note that there are morebusiness turboprops than there are businessjets in the South American market. One cansurmise that the more utilitarian nature of tur-boprops remains more appealing than busi-ness jets to many Latin operators.

Table B (opposite, bottom) lists the Top 25countries with domiciled business jets andbusiness turboprops, accounting for 89% and87%, respectively of the worldwide total. TheUS accounts for almost 60% of all business jetsand over 50% of business turboprops, fol-lowed by Mexico, Brazil and Canada.

Brazil is inching ever so closely towardsovertaking Mexico in the number of businessjets and matching Canada in the number ofturboprops. Both of these countries rankedsecond behind the United States. Highlightedin yellow are the emerging countries of Brazil,Russia, India, and China (BRIC).

We recently learned that there is a newgroup of high GDP growth countries calledMINT - Mexico, Indonesia, Nigeria andTurkey - according to Jim O’Neill, the econo-mist who coined the BRIC acronym. Thesecountries are highlighted in green, althoughthey have not all made the Top 25 list yet.Nevertheless, they should be watched forfuture growth.

MEXICO, CENTRAL & SOUTHAMERICA FLEET DATAMap A (top, left) summarizes fleet data of thebusiness jets and business turboprops withinthe region. The Top 4 countries in this group-ing account for 87% of the business jet fleetand the Top 5 countries account for 83% of thebusiness turboprop fleet in the region.

BILLIONAIRESAs we have stated in past articles, theBusiness Aviation Market is driven by strongeconomic activity, corporate profitability,wealth creation and business investment. Abrief focus on wealth creation reveals theUnited States has the largest group of billion-aires in the world, according to Forbes, whileBrazil ranked sixth on the list. Indeed, Brazilhas the largest number of billionaires by a sig-nificant margin compared to the other LatinAmerican countries. Mexico has fewer billion-aires but is not far behind Brazil for ‘Total NetWorth’ (see Table C, middle, left).

BUSINESS JETS & TURBOPROPS ‘FOR SALE’Table D (left) represents a breakdown of theaircraft ‘For Sale’ by each South Americancountry. Brazil has the most ‘For Sale’ in bothbusiness jet and business turboprop sectors.

MAP A - FLEET DATA SUMMARY

SSOUTH AMERICAN FLEET ‘FOR SALE’ BBusiness Jets

‘‘For Sale’ BBusiness Turboprops

‘‘For Sale’ CCountry NNumber CCountry NNumber Brazil 108 Brazil 72 Venezuela 24 Venezuela 17 Argentina 20 Peru 5 Colombia 4 Argentina 4 Paraguay 3 Colombia 4 Ecuador 2 Chile 3 Chile 1 Ecuador 2 Uruguay 1 Paraguay 2 TTOTAL 163 Uruguay 1 %% For Sale 11.8% TTOTAL 110 Source: JETNET %% For Sale 5.8%

TABLE C - LATIN AMERICAN BILLIONAIRES (2013)

TABLE D - FLEET ‘FOR SALE’, SOUTH AMERICA

JETNET >>KNOW MORE

❯


CCountry ## Bil l ionaires TTotal Net Worth Brazil 46 $189.3 Bn Mexico 15 $148.5 Bn Chile 14 $61.4 Bn Peru 10 $23.3 Bn Colombia 5 $34.5 Bn Argentina 5 $11.1 Bn Venezuela 3 $9.8 Bn

Source: FORBES 2013


JETNET >>KNOW MORE

Note, too, that the percentage of business tur-boprops ‘For Sale’ is currently below 10%, tra-ditionally representing a seller’s market.

BUSINESS JETS & TURBOPROPS‘FOR SALE’ (BY MAKE)Remarkably, Table E shows that nearly twothirds of all the Pre-owned business jetsoffered ‘For Sale’ in the South America arenow either Citations (71) or Learjets (37). In theturboprop segment, the King Air (53),Cheyenne (21), and Turbo Commander (11)account for 77% of the current resale market,as reported by JETNET.

FULL SALE TRANSACTIONSSouth American Full Sale Transactions by air-craft make are displayed in Table F. The busi-ness jet pre-owned market reflects a solid yearwith 100 sales in 2013 compared to 80 in 2012.The news was not so positive for pre-ownedbusiness turboprop sales transactions whichwere down in 2013 to 66 compared with 89 in2012.

FULL SALE TRANSACTIONS – BY COUNTRYFinally, Table G represents the Full SalesTransactions that are listed by each SouthAmerican country. Brazil led all the countriesin total pre-owned business jet sales and busi-ness turboprop sales in 2013 compared to 2012.However, Brazil’s business jet pre-owned saleswere up year-over-year while its businessturboprop sales were down.

SUMMARYSouth America’s resiliency through the recentglobal downturn is a good sign for BusinessAviation. We expect to see further growth fromthis region that will coincide with the region’seconomic expansion, and naturally we willcontinue to monitor the continent’s businessaircraft activity in future editions.

❯ For more information: • Michael Chase is president ofChase & Associates, and can becontacted at 1628 SnowmassPlace, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com

• Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com• JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET onTwitter at www.twitter.com /JETNETLLC

SSOUTH AMERICAN FULL SALE TRANSACTIONS BBusiness Jets

SSold BBusiness Turboprops

SSold MMake 22013 22012 MMake 22013 22012 Citation 46 35 King Air 48 56 Learjet 15 22 Caravan 4 11 Embraer 12 5 Cheyenne 3 11 Westwind 6 0 Socata 3 3 Hawker 6 10 Turbo Comm 3 2 Gulfstream 5 1 Piper 2 1 Beechjet 3 1 Merlin 1 1 Challenger 3 3 Jetstream 1 1 Falcon 3 3 Pilatus 1 1 Diamond 1 0 Mitsubishi 0 2 Astra 0 1 TTOTAL 666 889 TTOTAL 1100 880 Source: JETNET

TABLE E - FLEET ‘FOR SALE’, SOUTH AMERICA (BY MAKE)

TABLE F - FULL SALE TRANSACTIONS, SOUTH AMERICA

SSOUTH AMERICAN FLEET ‘FOR SALE’ BY MAKE BBusiness Jets

‘‘For Sale’ BBusiness Turboprops

‘‘For Sale’ MMake NNumber MMake NNumber Citation 71 King Air 53 Learjet 37 Cheyenne 21 Beechjet 14 Turbo Comm 11 Hawker 10 Caravan 10 Gulfstream 9 Mitsubishi 5 Falcon 7 Merlin 4 Embraer 5 Socata 3 Challenger 4 Pilatus 2 Westwind 3 Jetstream 1 Astra 1 TTotal 1110 Global 1

Source: JETNET Premier 1 TTotal 1163

SSOUTH AMERICAN FULL SALE TRANSACTIONS BBusiness Jets

SSold BBusiness Turboprops

SSold CCountry 22013 22012 CCountry 22013 22012 Brazil 76 57 Brazil 46 76 Venezuela 13 15 Venezuela 7 5 Argentina 5 8 Chile 4 4 Chile 2 1 Argentina 4 2 Ecuador 1 1 Colombia 2 1 Colombia 1 0 Bolivia 1 0 Paraguay 1 0 French Guiana 1 0 Uruguay 1 0 Paraguay 1 0 TTOTAL 1100 882 Uruguay 0 1 Source: JETNET TTOTAL 666 889

TABLE G - FULL SALE TRANSACTIONS BY COUNTRY



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TPJC August_Layout 1 22/07/2014 12:00 Page 1

ecoveries, like downturns, canbe very cathartic and cleansing,if for no other reason than thefact they make everyone stop atthe same time and look around,

scratch their heads and pay attention. That’snot to say we were not all paying attentionbefore the downturn, we were just focusedon different things.

Pre-2007 we were predicting, “This runcan’t go on forever. Prices can’t keep goingup.” We were right about that! Prices notonly stopped going up, but they began totumble. Our industry basically stoppeddoing business and tempers flared... Iremember lowering the price of a Challenger300 I was selling and feeling like the mosthated broker in the world. In reality all I wasdoing was pricing the aircraft to sell in whatwas the beginning of a market meltdown. Ialways maintained that if I, alone, was strongenough to change the dynamics of a market Iwould have kept prices high. The reality,however, is that no one aircraft price changeeffected the market. The market effect was socomplex that as brokers, all we could do washold on for the ride!

Now, as we sense a recovery in the air, Ithought it might be interesting for my fellowbrokers and sales professionals, as well asour customers to see the change through oureyes.

A discussion of what’s new must includeand start with the price of aircraft. Today theprice of aircraft are down between fifty andseventy percent from the heady days of 2007.With supply greater than ever, the first thingthat got stripped away from the price of air-planes was the five to twenty percent premi-ums being paid and financed as a part of theaircraft value. The practice of lenders financ-ing 100% of what one paid, rather than anamount representing the published mar-ketable value of an aircraft (less ten to twentypercent) put buyers and lenders underwateron the loan overnight.

This contributed greatly to the next thingthat has changed in this recovery, the realitythat there is not a robust lending component

propping it up. Never in my 40 years withinthis industry have I experienced a recoverythat did not have this critical component.

One other thing I am watching change onthe low-end of our fleet is more and moresales occurring with no (or a greatly reduced)pre-buy work scope. Buyers are coming inwith cash wanting an even greater discount,expecting to read the logs, borescope theengines and fly away. In my opinion that’srisky business, but nevertheless seems to be abusiness decision both buyer and sellerchoose to make.

Another significant market change is thereduction of new aircraft compared with pre-owned aircraft that are selling. Today’s num-bers have completely shifted since 2007. Thepre-owned aircraft today are selling in fargreater numbers than new. In addition, thetraditional replacement timeline for manycorporations has shifted from trading air-planes when the warranty expires or thedepreciable life of the aircraft has passed, toinvesting in modernization and upgradesand keeping their aircraft for longer.

The method by which commissions are cal-culated seems to be shifting too. What was amore traditional sliding percentage fee isnow more often being replaced as a flat fee. Itwould be very hard to say to a client, “Iknow your aircraft has gone down in valueby fifty to seventy percent so I need to dou-ble my percentage fee to make up the loss tome.” As brokers, none of our costs have gonedown, and in fact airline tickets, hotels andrental cars have all gone up - so the flat-feemethod seems more palatable to buyers andsellers.

What has not changed is the need to mar-ket oneself, and get your listings out to thepublic. In fact I think publications like thisare doing a better job than ever of catchingthe eyes of buyers and sellers.

Complementary websites like AvBuyer.com are really helping the buyer andseller source aircraft on the market, and aidthe brokerage community as well.

No matter how good these publicationsand websites are, though, there is still a real

need for our seg-ment of profes-sionals within themarket. We arealso enjoying theacceptance of theaircraft manufac-turers like neverbefore. As sellinggets more compet-itive, the manu-facturer consult-ant and brokerhave an even more important role in helpingour customers choose between new or pre-owned, and if new is the right choice, thenwhich one? This brings our communitieseven closer together, and they are morealigned today than ever.

So recovery’s is in the air - transactions areon the up-tick. Prices are flattening in manysegments and first-time buyers are comingback in record numbers. I believe this trendwill prove sustainable, but don’t mistakethese positive trends as a reason to raiseprices. I do not see that ever happening inbroad strokes, but possibly in small incre-ments, and in some segments.

As I said within these pages a few monthsago, ‘Flat’ will be the new ‘Up’. I am sure Ihave missed a few changes so I always wel-come hearing from my fellow sales profes-sionals and consultants, and of course theowners and operators.❯ Jay Mesinger is the CEO and Founder of MesingerJet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation AdvisoryBoards (BAAB). Jay was a Member of the Board ofthe National Business Aviation Association (NBAA),and the Chairman of the Associate Member AdvisoryCouncil (AMAC). If you would like to join in onconversations relating to trends in Business Aviation,share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. For moreinformation visit www.jetsales.com.Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


The Brokers’ View of What’s New

THE AVIATION LEADERSHIP ROUNDTABLE

R

JMesinger Aug14_JMesingerNov06 23/07/2014 09:54 Page 1

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MENTE Group Celebrates 5th Anniversary in Private Aviation

Mente Group, LLC, headquartered in Addison, Texas is pleased to announce that this month marks its5th anniversary with more than a $1.5 billion in business jet transactions to date.

Addison, TX – Mente Group celebrates its 5th anniversary after just five short years of building acomprehensive suite of strategic consulting, transaction and technical services. Mente specializes in advisingFortune 500 corporations, growth businesses and private individuals around the world. To date, they haverepresented buyers and sellers in over $1.5 billion in business jet transactions. Mente Group was founded as afull-service aviation consulting and brokerage firm by Mark Payne and Brian Proctor in July 2009. As foundersand partners, Mark and Brian share a common philosophy that clients will get sound aviation representationbased on comprehensive strategies that mitigate risk and maximize value.

Mente Group has also developed the industry’s first ultra-exclusive VIP service, Mente Complete, a unique andindustry first service that adds value to those wanting to purchase and complete ultra-exclusive VIP airliners,such as a Boeing 737 or 757. Mente Complete is a world class team of market and transaction specialists,aviation designers and operational and technical consultants. This is a partnership between aircraft transactionexpert Brian Proctor, aircraft operational authority Don Hammer, noted interior designer Cheryl Strack andinterior completion veteran Jeff Bosque. This team of experts leverages endless resources and skills to ensurethe entire ultra-exclusive VIP acquisition, design, completion and delivery experience is at the highest levels ofexcellence.

Companies or individuals interested in learning more about Mente Group’s private aviation services, canvisit www.mentegroup.com or call 214-351-9595 for more information.

About MENTE GroupMente Group is a diverse team of business and aviation professionals who excel in identifying business jetneeds, developing strategic plans, and most importantly, helping to navigate the complex processes of aircraftownership. The Mente Group acts as a trusted advisor to large corporations, growth companies and privateindividuals around the world that desire to have the very best aviation talent representing their team. Mente isa fee-based, retained agency that has experience in all aspects of private aviation. Strategic consulting,operational consulting and transaction services are just a few examples.

Mente Group press release August_Layout 1 22/07/2014 12:14 Page 1

Market Indicators

ARGUS TRAQPak sew flight activity rise forthe 7th straight month - and June 2014 flightactivity up 3.0% over 2013.Reviewing June flight activity month-over-month, flights decreased from May (which isthe typical May to June trend) to finish the pe-riod down -2.8% overall. All operational cate-gories posted decreases from the previousmonth with the fractional segment posting thelargest decline, down -5.1% from May. Part 91and Part 135 flight activity posted decreases of-1.9% and -3.1% respectively.

Aircraft category results were also downacross the board with large cabin aircraft post-ing the largest monthly decrease, down -4.9%from May. Turboprops, along with small andmid-size cabin aircraft posted decreases of-0.9%, -1.6% and -4.7% in that order. The onlymonth-over-month increase occurred in thefractional small cabin market which finishedthe month up 0.8%.

Reviewing year-over-year flight activity(June 2014 vs. June 2013); TRAQPak data indi-cates that June 2014 posted an increase of 3.0%;this marks the 7th month in a row that we haveseen a year-over-year increase in flight activity.

The results by operational category showedincreases across the board. Fractional flight ac-tivity posted a 6.5% year-over-year increase,Part 91 showed an increase of 3.2%, and thePart 135 market was up 1.4%. Flight activity byaircraft category was up across the board too,with large cabin flight activity leading the way,up 7.9%. Small and mid-size cabin aircraftposted year-over-year increases of 4.4% and2.5% in that order. The turboprop industry

posted its first year-over-year increase sinceOctober 2012, up 0.4%.

The largest growth for an individual seg-ment occurred in the small cabin fractional mar-ket, again, with an increase of 34.3%, which ismost likely attributable to the Phenom frac-tional fleet. Flight activity for the 1st half of 2014was up 1.6% when compared to the 1st half of2013.MI www.argus.aero

BizAv Activity - US & Canada

▼

JJune 2014 vs May 2014 PPart 91 PPart 135 FFractional AAll TTurboprop -0.5% -1.2% -5.7% -0.9% SSmall Cabin Jet -0.9% -3.5% 0.8% -1.6% MMid-Size Jet -4.8% -3.8% -5.5% -4.7% LLarge Cabin Jet -2.7% -6.4% -12.7% -4.9% AAll Combined -1.9% -3.1% -5.1% -2.8% JJune 2014 vs June 2013 PPart 91 PPart 135 FFractional AAll TTurboprop 1.2% 0.2% -9.1% 0.4% SSmall Cabin Jet 4.5% -2.6% 34.3% 4.4% MMid-Size Jet 2.2% 3.8% 1.4% 2.5% LLarge Cabin Jet 7.5% 10.1% 5.3% 7.9% AAll Combined 3.2% 1.4% 6.5% 3.0%

Airbus HelicopterMarket OverviewAfter a strong first quarter under its newmoniker, Airbus Helicopters has continuedits success, as outlined by Avpro…

Single Engine: Always moving, high activ-ity has been seen in the B2 segment of thesingle engine market. Mainly US and AsiaPacific buyers have picked up good buys onmachines, with several late model variantsselling north of US$1.5m. Finally, snapping acold streak has been the straight AS355Nmarket with five early serial numbers goingto EU buyers in the mid- to low-US$1mrange.

Twin Engine: After a vibrant first quarterthe twin-engine market has cooled off dra-matically. With close to five new EC135scoming on to the market, the previous quar-ter asking prices have increased to an aver-age of more than US$3.5m for P2/T2 andvariants resulting in transactions slowing.

Several off-market trades have occurred

MModel ## Aircraft

oon Market %% Fleet ffor Sale

AAvg Ask ((USD)

DDays on MMarket

HHigh ((USD)

LLow ((USD)

EEC155B/B1 7 4.90% $6.425m 340 $8.500m $3.000m AAS365N2 7 5.50% $2.150m 594 $3.550m $2.750m AAS365N3 10 4.90% $5.700m 735 $8.500m $3.200m EEC145 12 1.90% $4.980m 425 $6.750m $3.500m EEC135 -All 37 5.10% $2.910m 582 $3.260m $2.550m EEC130 33 8.00% $1.650m 450 $2.700m $0.920m EEC120 73 11.70% $1.040m 629 $2.050m $0.495m AAS355N -All 28 16.00% $1.800m 664 $3.900m $1.050m AAS350B2 60 5.10% $1.460m 584 $2.000m $0.750m AAS350B3 71 7.00% $1.820m 607 $2.500m $1.100m AAS350B3E 13 5.90% $2.595m 211 $2.950m $2.153m

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MarketIndicators Aug14_Layout 1 22/07/2014 14:23 Page 1

Maintenance status of the 76 fixed-wingmodels and 1,543 aircraft listed ‘For Sale’ re-searched on May 30, evidenced improvementin asset quality (see Table A). Large Jets re-mained atop the four groups, Small Jetsmoved into second, Medium Jets dropped tothird, and Turboprops continued to registerthe lowest overall asset quality, but im-proved for the third consecutive month.

Maintenance Condition (ATC Score) –Technical Condition of assets listed ‘For Sale’improved by 6.1 AI2 basis points, to 5.489,comfortably maintaining a MaintenanceCondition Score above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of-5 to 10.

Financial Condition (ATFC Score) – Theaverage Financial Condition improved by16.5 AI2 basis points, increasing to 5.059 andmoving back above the Mid-Time/Mid-Life5.000 level (4.991) on the zero to 10 FinancialCondition Score scale.

Financial Exposure (ATFE Value) – Mainte-nance Financial Exposure registered a slightincrease, but the impact by individual air-craft group was nominal, and the OverallMarket Financial Exposure Value remainedat just over $1.3m.

Maintenance Exposure vs. Ask Price Ratio(ETP Ratio)Spread in the maintenance Financial ETPRatio narrowed a bit this month (Table B),but the Overall Market average for the air-craft we track increased significantly, from40.8% to 45.4% (Table C).

We consider anything over 40% to be anexcessive ATFE Value in relation to the Air-craft Ask Price. Of the aircraft tracked byAsset Insight, 31.5% generated an ETPRatio of 40% or more (versus last month’s28.9%).

Market OutlookThis month’s Index once again providedgenerally positive news relative to assetquality. The average ETP Ratio registeredanother increase (and the worst figure ofthe past twelve months), but maintenanceFinancial Exposure remained steady orimproved.

The ETP Ratio increase was primarilycaused by a significant drop (17.4%) inLarge Jet Ask Prices. Average Ask Pricereductions are a mixed blessing, since theymay motivate prospective buyers, but theydo so at the seller’s expense.

MI www.assetinsightinc.com


Bombardier BusinessJet ForecastBombardier’s latest 20-year market forecastshows a significant drop in anticipated deliv-eries of business jets compared with its fore-cast from last year…The current forecast, spanning years 2014-2033, indicates deliveries of 22,000 businessjets worth $617 billion. In 2013 Bombardier pre-dicted demand for 24,000 jets worth $650 bil-lion from 2013 to 2032. These numbers are foraircraft segments in which the manufacturercompetes, with its Challengers, Globals andLearjets.

According to Bombardier, “Business aircraftorders are expected to remain challenging in2014 across the industry, but projected to im-prove beginning in 2015.” The company seesdemand shifting to emerging markets, thus driv-ing growth of the medium and large jet cate-gories, with the most rapid growth in the largesegment. The largest number of jets during theforecast period will be delivered to North Ameri-can customers, followed by Europe and thenChina. The forecast sees deliveries of 950 jets inChina from 2014 to 2023 and 1,275 from 2024to 2033.

MI www.aero.bombardier.com

2 Market Indicators

In-Service Aircraft TechnicalCondition & Price

Textron Revenues2Q 2014Revenues from the Textron Aviation division dur-ing 2Q 2014 increased significantly to $1,183 mil-lion from $560.0 million in the year-ago quarter.The improvement reflects the impact of theBeechcraft acquisition and higher jet deliveries.The company delivered 34 King Air turboprops aswell as 36 new jets in 2Q 2014, compared with20 jets in the prior-year period. The segment reg-istered a profit of $28 million versus a $50 millionloss in the second quarter of fiscal 2013. Seg-ment order backlog at the end of the secondquarter was $1.4 billion, down $100 million fromthe sequentially preceding quarter.

The Bell Helicopter segment revenues in-creased 9.2% to $1,190 million from the year-earlier level of $1,025 million due to higheraircraft deliveries. The segment also gained $41million in revenues from the settlement with theU.S. Department of Defense (DoD) for the SystemDevelopment and Demonstration phase of thecompany's former Armed Reconnaissance Heli-copter (ARH) program. This program was termi-nated in October 2008.

MI www.textronaviation.com


Market Indicators 3

▼

The enduring and growing strength of thelarge-cabin business jet segment throughthe recent industry downturn has been welldocumented, with manufacturer orderbacklogs concentrated in longer range mod-els that offer global reach. In essence, thebigger the aircraft, the stronger the market,notes Rolland Vincent.Customer surveys suggest that large-cabinbusiness jet buyers tend to evaluate a num-ber of key performance parameters andproduct attributes in their purchase deci-sions, with non-stop range and cabin featur-ing prominently on their shopping lists.Typically, prospective buyers will assess theirprimary mission requirements, evaluate thebasic economics, understand some of the keytradeoffs, and establish a budget. Early on,many will predetermine whether they areseeking a new or pre-owned aircraft, andwill “down select” one or a few brands andone or a few models that they will then morefully evaluate.

For new jets flown by large corporate op-erators, replacement every five years hasbeen common, although many organizationshave extended their purchase cycles throughthe downturn to seven years plus.

Asking prices at the top end of the busi-ness jet market are in the rarefied air. B&CA2014 equipped prices range from $60m-87m.All of the models at the top end offer 6,000-7,000nm range, with prices (unadjusted forinflation) that have increased about 30-40%over the past 10 years. Twenty years ago, thetop end of the market was defined by the4,000nm, $27m Gulfstream GIVSP and3,800nm, $24m Dassault Falcon 900B, whichcan be purchased today in the pre-ownedmarket for $6-7m (the price of a new lightjet). Delivery revenues for new long-rangejets climbed an estimated 41% in 2013, repre-senting almost half of all jet delivery rev-enues based on B&CA list prices. Where tofrom here?

Clearly, there is a physical limit to the dis-tance that an aircraft can be flown non-stop –as long as we are Earth-bound, that is de-fined as halfway around the globe(10,800nm). Adding in about 10% to accountfor en-route winds, the theoretical maximumlimit of range for a jet aircraft is thereforeabout 12,000nm. With few city-pairs beyond9,000nm, it is clear that we are approaching apoint of diminishing returns for new productrange development.

Customers are blessed with a plethora oflargecabin aircraft choices that enable themto travel comfortably, conveniently andsafely. Although “bigger is better” rules al-ways apply, most customers recognize thatthere are operational considerations at play –runway length, hangar size, media visibilityand optics, and even crewing levels and fuelburn – that dictate a more discrete externalprofile for their next business jet.

Increasingly, we hear from operators thatthey believe the next horizon in product de-velopment is speed, in combination withrange and a walk-around cabin. They are

seeking any opportunity to eliminateenroute technical stops, and recognizerealworld considerations such as 12-hourcrew duty times and the challenges ofhuman fatigue. Essentially, their message isthat ultra-long range without high-speed isnot helpful.

Until transporter rooms – “Beam me up,Scotty” – are safe and practical alternatives,business jet transport will continue to be themode of choice for leaders who recognize theimmense value of time. At the end of the day,we all have so little. Aircraft that offerwalkaround cabins, global range, and high-speed are emerging as the next frontier inBusiness Aviation. Meanwhile fresh-tomarket and gentlypreowned G650s arereportedly commanding prices that are 10%+higher than when they delivered new, reflect-ing a marketplace of scarcity, where cus-tomers are anxious to avoid waiting in linefor years and will pay what it takes to gettheir aircraft now.

MI www.rollandvincent.com

BizAv Activity - EuropeJune saw 67,311 Business Aviation flights in Europe - a seasonal leap of9% on May - but still 0.9% down YOY. According to WINGX’s latest monthlyBusiness Aviation Monitor, June’s decline completed a negative Q2 andmeans YTD activity is 0.4% lower than 2013.Europe’s largest market for departures, France, was up YOY, as was the UK andSpain by substantial margins. Other smaller markets also increased activity.The most influential decline in activity in June came from Germany, 6.5%down YOY, mostly due to a fall in domestic flights. Flights from Russia andUkraine continued to decline. Flights within Europe increased, especially from

Southern Europe, and are up for the year. The decline in country connectionactivity comes from the CIS.

Business Jet and Piston fleets were all down YOY, although Turbopropflights were up, due to an increase in owner flights. Jet fleet activity was wellup in certain markets, notably the UK, Poland and Italy. ULR jets continued togain activity, but the stand-out increase was in VLJ activity, up 11% YOY -mostly from Charter demand.

Richard Koe, MD, WINGX Advance, outlined “…there are encouraging signs,especially the vibrancy of the UK market, consistent growth in Benelux, andthe bounce-back of demand in crisis-hit markets like Spain and Greece.”MI www.wingx-advance.com


Range… Check; Cabin…Check; Speed… Still Looking


4 Market Indicators

■

Molly McMillin of The Wichita Eagle offersa compelling piece on a study by Pricewa-terhouseCoopers, (PwC), outlining that ifWichita is to remain a key aviation clusterfor years to come, it must continue to inno-vate, globalize, train and keep talent. Acondensed version follows…Wichita is one of four major successful avia-tion clusters in the U.S., according to thestudy – called ‘Aviation’s second golden age:Can the U.S. aircraft industry maintain lead-ership?’, and Rolland Vincent, of RollandVincent Associates, believes it will remain akey cluster, despite the departure of Boeing,the consolidation of Cessna and Beechcraft,and recent layoffs at Bombardier Learjet.

“It ebbs and flows,” he outlined. “Thegood news is that Textron…has over half ofthe world’s turbine fleet. That doesn’t countLearjet. That’s an amazing supply of partsand customers. …People don’t walk awayfrom these companies or these brands eas-ily…They don’t buy very often, so they stickto what they know.” It’s up to the Wichitacompanies to develop products customerswant, Vincent warned. Vincent’s surveysshow that the middle of the business jet mar-ket (Citation Latitude to Bombardier’s Chal-lenger 350) is what they plan to buy.

Teal Group’s Richard Aboulafia sees somerisk to Wichita’s cluster, commenting, “Hav-ing heavy exposure to the bottom half of the

business jet market; that’s just the wrongplace to be. But still, that’s more of an acci-dent of history than the result of workforceskills or anything like that.” It won’t be anissue if the small- and mid-size business jetmarkets recover in a couple of years, headded.

The health of commercial aviation is keyto Wichita. Order backlogs for commercialjets are unprecedented. “By some measures,it seems the industry is entering a secondgolden age,” the report notes (as SpiritAeroSystems prepares for increasedproduction).

Risks are noted, however: Emerging for-eign competitors are increasing their capabil-ities and technical prowess in their homemarkets. Industry leaders believe the threeissues most prevalent for the future includetalent shortfalls, accelerating innovationacross a complex supply and productionchain, and globalization pressures.

Much of the engineering work is still inthe US, notes John Tomblin, executive direc-tor, Wichita State University’s National Insti-tute for Aviation Research, told PwC.“[Foreign competitors] will get the engineer-ing prowess and, when they do, they willstand up…” he adds.

Innovation in production materials andautomation (e.g. robots and 3D printing) arethe future, Tomblin elaborates, as is the use

of composites, titanium, and aluminum andlithium alloys. “We have all the right piecesin place here in Wichita. We have the re-search environment and we have the work-force environment...If someone wanted toput these advanced technologies (to use), wecan do it…” Innovations could mean lesswork done abroad, but also fewer workers.

“I’m a big believer in the talent base that’sin Wichita,” Vincent outlined. “The challengeis the aging of the talent base.” The industryis not attracting young people the way itshould, he added. “Enticing people to getinto the industry is vital.” The U.S. will need20,000 aerospace engineers from 2010 to2020, one report says, and there will be agrowing need for avionics technicians, in-dustrial machinery mechanics and aircraftstructure and systems assemblers.

Some question why there is such a pushto train aviation workers, given the loss ofaviation jobs in Wichita. Nationally, estimatessay more than 20 percent of the aviation anddefense industry workforce will be eligiblefor retirement by 2020, and that figure ismuch higher in Wichita, creating tremendousopportunity. For the first time ever, the needfor a trained workforce is eclipsing otherconcerns in the industry on where to locate.

MI [email protected]

Wichita Must Innovate, Globalize & Train



BizAv Aircraft ReviewThe E-Fan, developed by Airbus, is a proto-type hybrid electric motor glider which willfirst be used for training pilots. The two-seater electric aircraft is powered by twobatteries, producing 60 kilowatts of power,which will be able to run for half an hour.

Jean Botti, chief technical officer, AirbusGroup noted “Besides the benefits of noise

and emissions reduction, the reduced costof training pilots with the E-Fan is incredible.

“It costs about two cents per hour to flythe electric plane, a number which is up to20-50 times cheaper than the normal fuelcosts of today's aircraft.”

Airbus www.airbus.com

Bell Helicopter announced last month thatit has signed a purchase agreement withHenan Yongxiang General Aviation for twonew Bell 407GXs. The aircraft will be usedto support multiple mission needs includ-ing, flight training, emergency rescue, VIPtransport, parapublic resources, aerial sur-vey and photography, agriculture spray as

well as other aviation services.Henan Yongxiang General Aviation LTD

provides teams of pilots and mechanics ca-pable of providing highly efficient aviationservices. Based in the city of Zhengzhou inthe Henan province, Henan Yongxiang aimsto expand its fleet and market presence.

Bell Helicopter www.bellhelicopter.com

NetJets, is the worldwide launch customerfor the Challenger 350 aircraft and will addeight of the jets to its fleet this year, the firstof up to 200 Challenger 350 aircraft that ithas on order from Bombardier over thenext 10 years.

Beginning in 2010, NetJets placed or-ders with several aircraft manufacturers for

up to 670 new state-of-the-art jets valuedat up to $17.6 billion, the largest purchasein private aviation history. All of these newcustom aircraft will be NetJets SignatureSeries jets. Thus far, NetJets has received38 of the new models, with fractional salesexceeding deliveries.

Bombardier www.aero.bombardier.com

European Aviation Safety Agency (EASA)certification has been awarded for the Cita-tion M2 business jet, paving the way for de-liveries to begin in Europe immediately. Thislatest certification comes just two weeksafter Cessna’s receipt of EASA certificationfor its Citation Sovereign+.

The Citation M2 has a maximum cruise

speed of 404 knots true airspeed and arange of 1,580nm. It can operate at air-ports with runways as short as 3,210 feetand will climb to 41,000 feet in 24 minutes.The Citation M2 is certified for single-pilotoperation with room for seven passengersand features two Williams FJ44 engines.

Cessna www.cessna.com

Following closely behind its recent FAA certifi-cation, the Cessna Citation X+ completed itsfirst trans-Atlantic crossing in a normal busi-ness flight profile in 5 hours, 33 minutes for anaverage ground speed of 502 knots.

The Citation X+ flew from the Cessna fac-tory in Wichita, KS to Presque Isle, Maine,then 2,788 nautical miles non-stop to

Cessna’s facility at Paris Le Bourget. It thencompleted its journey at TAG FarnboroughAirport.

For the trans-Atlantic leg, the aircraft madea direct climb to 45,000 feet, accelerating toan initial cruise speed of 0.86 Mach, then to0.88 Mach.

Cessna www.cessna.com

❯


BusAviationNewsAug_Layout 1 22/07/2014 14:33 Page 1


BizAv Aircraft Review

All 2014 Eclipse 500 PLUS upgrade posi-tions have been sold. In the four months sincethe program commenced, more than 60Eclipse Jet owners have selected the Eclipse500 PLUS upgrade for their aircraft.

The program will remain open to all IFMS-equipped Eclipse 500 aircraft, and gives own-ers access to many of the technological and

safety advancements developed for, and in-cluded in, the Eclipse 550. Available featuresinclude the only auto-throttle available in thelight jet segment, an electric anti-skid brakesystem, high-resolution PFDs and MFD, astandby display unit, new glass faced wind-screens, and an improved air conditioningsystem.

Eclipse www.eclipse.aero

The first production HondaJet aircraftachieved its initial flight, marking anothermilestone towards certification and entryinto service in 2015.

“With this first flight, the HondaJet pro-gram has entered the next exciting phaseas we prepare for delivery,” said HondaPresident and CEO Michimasa Fujino.

“[This] is the culmination of extensive engi-neering and production efforts…bringingthe world’s most advanced light jet tomarket.”

The aircraft seats up to five passengersin a standard configuration and can travelat an NBAA IFR range of 1,180nm.

HondaJet www.hondajet.com

The first major order for the Avanti EVO,comes from Hong Kong-based Bravia Capi-tal with an order for 10 aircraft with optionsfor another 40. Deliveries are planned tobegin in the first quarter of next year.

The aircraft will operate in the U.S., prima-rily in what Bravia CEO Bharat Bhise de-

scribed as the “up to three hour” market sec-tor. Three orders were already in the bagprior to this and the first aircraft was boughtby an existing Avanti II customer in India,while the third is to be delivered to anundisclosed US customer.

Piaggio www.piaggioaero.com

A Pilatus PC-12 NG played a significant partin Amelia Earhart’s, namesake of the famousaviatrix, in her recent circumnavigation of theglobe. Landing at Oakland International Air-port, Amelia Rose Earhart returned to herflight origin and “closed the flight plan” of theoriginal Amelia Mary Earhart.

In doing so, Amelia Rose Earhart be-

comes the youngest woman to fly around theworld in a single-engine aircraft, and drawsattention to her foundation to fund flightscholarships for young women interested inpursuing a career in aviation. Earhart stated,“The PC-12 NG was the perfect aircraft inwhich to complete this flight.

Pilatus www.ameliaearhartproject.com

2

Support of Gulfstream operators in Europehas been increased by the OEM with theaddition of a custom-outfitted Field and Air-borne Support Team (FAST) vehicle. Therapid-response vehicle can transport ateam of up to three technicians to supportoperators in AOG situations.

Based at Gulfstream’s facility at London

Luton Airport and manned by personnelfrom the site, the vehicle is equipped withtools, a work table, vise, generator, hy-draulic ramp, wheel storage, jacks, com-pressed gas, consumables such as oil,paint and sealants, and Wi-Fi. GulfstreamLuton is a certified EASA and FAA repairstation.

Gulfstream www.gulfstream.com


BizAv Services Review

Banyan Air Service’s Fort Lauderdale Execu-tive Airport (FXE) was voted #1 among thetop five FBOs in the Southeast United Statesin the 2014 Pilots' Choice Awards survey byFltPlan, the largest flight planning service inNorth America.

Banyan also placed #6 among the Top 50US FBOs and #8 in the Top 25 "Star FBOs".

The Star FBO category was created byFltPlan by using airport arrival data to gener-ate a ranking that takes into account the trafficat an airport and the amount of competitionon the field.

Banyan Air Service www.banyanair.com

Leading provider of hourly cost mainte-nance programs Jet Support Systems, Inc.(JSSI) has agreed to provide Engine andAPU Program coverage for VistaJet’s fleetof six Bombardier Challenger 850 aircraft.

JSSI’s Engine Maintenance Program forthe General Electric CF34-3B1 enginesthat power VistaJet’s Challenger 850s,drives down maintenance costs, provides

budget stability, adding peace of mind tothe operation. Engine Programs from JSSIprovide comprehensive coverage for bothscheduled and unscheduled maintenance,rental engines, engine removal, replace-ment and more. The JSSI APU Program forthe Honeywell GTCP36-150 covers sched-uled and unscheduled events, and LifeLimited Components.

Jet Support Services, Inc. (JSSI) www.jetsupport.com

MAGnificent Interior, a virtual configurator,has been developed and released byMecaer Aviation Group (MAG), and is avail-able for the Bell 429. Available for downloadon the App Store for iPads, it is searchableunder “MAGnificent Interior Configurator.”

Users are able to customize their own in-

terior or choose from one of MAG DesignStudio’s three preloaded options. Clientscan select Italian leathers, stitching colors,carpets, veneers, panel colors and evenmood lighting giving Bell 429 owners the op-portunity to personalize the interior of theiraircraft to their own style.

Mecaer Aviation Group (MAG) www.mecaer.com

A Pro Line 21 Integrated Display System(IDS) retrofit solution for Pro Line II-equippedHawker 800 business jets has been certifiedby the Federal Aviation Administration (FAA),bringing Hawker 800 owners modern flightdeck capabilities with the same displaysfound on Hawker 900XP and 850XP aircraft.

The Pro Line 21 IDS retrofit replaces the

legacy Cathode Ray Tube (CRT) displays inHawker 800 aircraft with four large, config-urable 10x8-inch Liquid Crystal Displays(LCDs) that are capable of displaying high-res electronic charts, graphical weather, en-hanced navigation maps, enhanced visionand a soon-to-be-released synthetic visionoption.

Rockwell Collins www.rockwellcollins.com

3

Jet Aviation Basel has recently redelivered a12-year service check combined with anavionics modification on a Global 5000 and a12-year check with a major refurbishment ona Boeing BBJ.

For the Global 5000, the 12-year checkwas coupled with a major avionics modifica-tion and required removal and re-installation

of the entire cabin. The heavy 12-year serviceinspection on the BBJ also required extensiveoverhauls of all major aircraft systems andstructures. In addition, the company installeda new Venue CMS, re-upholstered 20 seats,replaced the carpet, re-covered all the ceilingpanels and refurbished the two bathrooms.

Jet Aviation Basel www.jetaviation.com

▼



Gary Gennari

BizAv People

BizAv Events 2014If you would like your event included in our calendar email: [email protected]

LABACE 2014 Aug 12 – 14 Sao Paulo, Brazil www.labace.org.brBusiness Aviation in Latin America ( BALA) Aug 14 Sao Paulo, Brazil www. aeropodium.comAOPA Fly – In Aug 16 Spokane, WA, USA www.aopa.org1st IS-BAH Workshop Aug 27 – 28 Paris, Le Bourget, France www.ebaa.orgJet Expo Sep 4 - 6 Moscow, Russia www.jetexpo.ruBusiness Aircraft Europe (BAE) Sep 10 – 11 London Biggin Hill Airport, UK www.miuevents.comMediterranean Business Aviation Sep 12 Sliema, Malta www.aeropodium.comNBAA: Business Aviation Regional Forum Sep 18 Dallas, TX, USA www.nbaa.orgAOPA Fly – In Sep 20 Chino, CA, USA www.aopa.orgCentral Asian Business Aviation Sep 25 – 26 Almaty, Kazakhstan www.aeropodium.comAOPA Home Coming Fly – In Oct 4 Frederick, MD, USA www.aopa.org African Air Expo Oct 9 – 11 Accra, Ghana www.adairexpo.comHelitech International 2014 Oct 14 – 16 Amsterdam RAI, Netherlands www.reedexpo.comInt’l Business Aviation Symposium Oct 16 - 17 Republic of San Marino www.aeropodium.comNBAA: (Business Aviation Convention & Exhibition) Oct 21 – 23 Orlando, FL, USA www.nbaa.orgAOPA Fly – In Nov 8 McKinnon Airport, GA, USA www.aopa.orgFirst Saudi Int’l Civil Av. Exhibition Nov 16 – 20 Dammam, Saudi Arabia wwwsaudiairshow.comSingapore Private Aircraft Conference & Expo Nov 19 – 20 Singapore www.miuevents.comCEPA (Central European Private Aviation) Expo Nov 19 – 20 Prague, Czech Republic wwwcepa.aero MEBA 2014 Middle East Business Aviation Dec 8 – 10 Dubai, UAE www.meba.aero

4

Roberto Farnese assumes the role of regional salesmanager for Bell Helicopter. He will be responsible foroverseeing marketing and sales activities within South-ern Europe, and is based at Bell Helicopter’s new officein Milan.

Gary Gennari has been appointed senior vice presi-dent of charter sales at Priester Aviation. Gennari will bebased in New York and is primarily responsible for lead-ing Priester Aviation's entire sales team and developingglobal charter sales.

Hendrik Janssen has been appointed director of com-pletion sales and market development at Jet AviationBasel. He reports to Ruedi Kraft, vice president, marketdevelopment & completions sales.

Randy Kempf has been appointed senior director ofoperations at Denton, Texas-based aircraft cabinetry andinteriors manufacturer Odyssey Aerospace Components.

Nelson Leal, has been promoted to the position ofsales manager at Fort Lauderdale, Florida , market-lead-ing CRS Jet Spares. Leal has been a member of theCRS sales team for more than eight years.

Donald Lowe, 82, a former vice chairman and directorof Bombardier Aerospace, died on June 26 in Toronto,following a series of illnesses.

Robert A. (Bob) Searles, Business Aviation journal-ist and NBAA contributor, has formally joined the As-sociation as managing editor of the communicationsteam.

Matthew Stringfellow, an Avpro executive sales di-rector, is to manage Avpro’s newly opened office atChicago Executive Airport, in Wheeling, Illinois. Withmore than eleven years in aircraft sales, Stringfellowwill help serve Avpro’s growing aircraft brokeragebusiness in the U.S. Midwest.

Chris Strong, formerly senior vice president, market-ing and member services, for NBAA, now assumes therole of senior vice president, conventions and member-ship. Strong’s new responsibilities were formerly heldby Kathleen Blouin, who stepped down from this po-sition, but will continue serving as a consultant to theAssociation.

Raymond Weiser, Jr., has been engaged by JetSupport Services, Inc. (JSSI), the leading provider ofhourly cost maintenance programs for the BusinessAviation industry, in a newly created position as Heli-copter Program Specialist. In this new role, Weiser willbe responsible for developing and growing JSSI’spresence in the helicopter market by directing andsupporting business development initiatives aroundthe world.

THE WORLD’S FINEST

BUSINESS JETS, TURBOPROPS & HELICOPTERSFOR SALE AT www.AvBuyer.com

Chris Strong

Raymond Weiser



On behalf of the ,we offer for sale by tender bid procedure

in

VEBEG GmbHRödelheimer Bahnweg 23 · 60489 Frankfurt/Main (Germany)

Phone: +49 69 75897-335 Mr. Loewe · Fax: +49 69 75897-479www.vebeg.de · [email protected]

For further information please visitwww

or contact our of

Vebeg August_Layout 1 22/07/2014 12:17 Page 1

SHOWCASE


• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,133Landings: 2,527

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,146 / Right Engine 3,138MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight

• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• 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 LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Imbuia gloss inlays in thecenter club. Seating is finished in Almond Crunchleather with Surfside lower sidewalls and finishedImbuia wood gloss laminate

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

Aircraft management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear 40XR May 22/07/2014 12:42 Page 1

SHOWCASE


Airframe TT: 2164Landings: 1685

Northern Air Inc is pleased to offer this2006 Lear 45XR to the marketplace forimmediate sale

• MSP and Smart Parts

EnginesLeft Engine 2164Right Engine 2164

Avionics• Second Universal UNS-1E FMS• Enhanced Mode S Transponders• Dual KHF-1050 Communication with SELCAL• Steep Approach Capability• Second Automatic Direction Finder (ADF)• Cockpit Voice Recorder• Digital Flight Data Recorder• Electronic Flight Bag (EFB)

Entertainment• Airshow 410• Forward monitors• DVD system• Cabin audio• XM Radio

ExteriorOff White with Sandalwood Tan Stripes

InteriorEight passenger seats in a double clubconfiguration with a belted lav seat certified fortakeoff and landing. Interior is finished in tantones and satin nickel plating.

Optional Equipment• Concorde Batteries-38 Ampere-Hour(Exchange)

• Tail Illumination Package• Exterior Lighting Package• Lighted Control Wheel Chart Holders• Pulsating Recognition Lights• Aircraft Locking Package• Foreign Certification

2009 Learjet 45XR

Northern Jet ManagementGerald R. Ford International Airport

5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear45XR May 22/07/2014 12:44 Page 1

Airframe TT: 2,131Landings: 827

• On Gulfstream CMP

EnginesPratt and Whitney PW-306A’s with 6,040 lbs ofthrust each. On Pratt and Whitney’s ESP Gold.Engine 1 s/n PCE-CC-0328 2,131 SNEW 857 CSNEngine 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN

APUHoneywell GTCP36-150 Times: 1,469 Cycles: 1535

InspectionTo be delivered with Fresh ARCS by Gulfstream,Dallas, TX. 3A/2C/4C c/w Aug. 2013 byGulfstream, Westfield, MA, 1A/1C c/w June2012, 2A c/w Oct. 2012

Avionics5 Tube Collins Proline-4 Flight DeckDual Collins FMC-6100Dual Collins GPS-4000 GPS ReceiversDual Collins RTU-4220 Tuning HeadsDual Collins VHF-4000 CommsDual Collins NAV-4500 Nav’s

Additional EquipmentSafeflite Auto-ThrottlesICS-200 SATCOMRosen Monorail SunvisorsHoneywell VHF/SAT AFIS

InteriorTen passenger interior arranged in a forward club,aft four place conference group opposite a threeplace divan belted for two during takeoff andlanding. The forward right-hand Galley featuresample workspace with microwave, draining icedrawer, stemware storage, dry goods storage andcoffee maker. The Galley and Cabin are dividedby a forward pocket door. Seats are finished inbeige leather with complimentary carpet, UltraLeather headliner and Mahogany woodwork.Cabin entertainment is provided by CollinsAirshow 4000 with Tail Camera, dual DVD

ExteriorOverall White with Blue and Gold Stripes

SHOWCASE

Gulfstream G200


Don and Sam Starling Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]

JetPro Texas G200 August_Heeren Cit Ultra sep 22/07/2014 14:26 Page 1

SHOWCASE

Airframe TT: 3,463Landings: 2,594

EnginesHoneywell TFE731-20AR-1B Engines with3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-116634 3,463SNEW 2,594CSN 558 SMPIEngine 2 s/n P-116632 3,463SNEW 2,594CSN 558 SMPI

APUHoneywell RE100 s/n P-311: TTSN 1,626Enrolled On Honeywell’s MSP Gold

InspectionFull Prepurchase Survey c/w 12/2013 byBAS-AMS <br>Phase A c/w 12/2013 at 3,436 by BASnext due 12/2015<br>Phase B c/w 4/2013 at 3,320 by BASnext due 9/2017<br>Phase C c/w 9/2013 at 3,417 by BASnext due 9/2017<br>Phase D c/w 9/2009 at 2,378 next due 9/2017

Avionics4 Tube HONEYWELL PRIMUS 1000 EFISUniversal UNS-1E FMSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 Autopilot

Additional EquipmentEU OPS CompliantSteep ApproachRVSM, MNPS, P-RNAV & RNP-10 CapableCollins Airshow 400 w/ Dual ScreensAudio International DVD Player110v Inverter and outlets

InteriorThe eight passenger interior is arranged in adouble club with an additional 9th belted lavatoryseat. Seats are finished in steel blue leather withnew gray Kalogridis carpet, and Ultra Leatherheadliner. Amenities include a forward right-handgalley with dry storage and hot coffee dispenser,ice drawer with overboard drain. Cabinentertainment and outfitting includes Airshow400 with forward and aft bulkhead monitors withDVD Player and 110v Outlets in the cabin. Thereis a private aft flushing lavatory with vanity withhot and cold running water

ExteriorOverall DeSoto Matterhorn White with ColumbiaBlue Metallic, Flight Red and Cumulus Graymetallic stripes. Refurbished 3/2014

Bombardier Learjet 45


Don and Sam Starling Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]

JetPro Texas Lear 45 August_Heeren Cit Ultra sep 22/07/2014 14:28 Page 1

SHOWCASE

Serial Number: 258289Registration: N881AFAirframe TT: 10,001.6Landings: 6291

• Aviation Partners Winglets• Interior new 2012 standard eight place• Exterior, 2012 Overall White Blue andwhite with blue stripes

• MSP

Airframe & EnginesTFE731-5BR ENROLLED IN HONEYWELLMSP

APUGTCP35-150W 4513 APU HRS 6048 APUS

AvionicsFMS: DUAL HONEYWELL NZ2000’SRADIO SYSTEM: HONEYWELL PRIMUS IIINTEGRATED

COMMS: DUAL HONEYWELLRCZ-851w/8.33spacing

NAVS: DUAL HONEYWELL RNZ-850RMS: DUAL HONEYWELL RM-850TRANSPONDER: DUAL HONEYWELLRCZ-833k

HF: DUAL BENDIX/KING KHF-950R/ALT: HONEYWELL RT-300AHRS: DUAL AHZ-600RADAR: HONEYWELL PRIMUS 870ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800EFB: SINGLE FG7000 Adv. Data ResearchTCAS: HONEYWELL ACSS TCAS II W/CH.7CVR: UNIVERSAL CVR-30BEGPWS: ALLIED SIGNAL

ExtrasAVIATION PARTNERS WINGLETSCAMP MAINTENANCE PROGRAMDUAL HONEYWELL PRIMUS II SRZ-850 DATALOADER

LSZ-850 LIGHTNING SENSORARTEX C406-1 ELTHONEYWELL N1 DEECS

InteriorNew 2012 STANDARD EIGHT PLACEINTERIOR

Exterior2012 Overall White Blue and white with bluestripes


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1996 Hawker 800XP

Aerosmith Penny Hawker 800XP February 23/07/2014 12:33 Page 1

SHOWCASE

2011 Falcon 900LX


Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned

Serial Number: 254Registration: N264CAirframe Total Time: 1461Landings: 549APU (s/n P611)Honeywell GTCP36-150(F) (on MSP)MaintenanceCAMP. Inspections Due: B at 1600 hours; ZMay 25, 2015; 1C May 25, 2017.EASy II – baseline Service Bulletin 414 Rev. 2complied with. ADS-B Out S. B. 402 FSBAinstalled March 2014ExteriorWhite over Blue lower fuselage with EnglishBlue and Yellow accent stripes (Original)InteriorLight Beige leather seats, Tan leather lowersidewalls, Ivory headliner, Beige with Blueaccents designer wool carpet, Hi-Gloss FigureCut Marbled Walnut veneer, blue custom fabricdivan, brushed aluminum plating (Original)Seating12 passengers; 4 forward club seats, 4 mid-cabin club seats, aft 3-place divan withopposing executive seat, forward and aftlavatory, third crewmember seatAvionicsHoneywell Primus Epic System (EASy II – Cert. I)Flight Display System Honeywell EASyFlight Management System triple Honeywell EASyGlobal Positioning System dual HoneywellVHF Communication Systems triple HoneywellTR-866B

VOR/ILS/Marker Navigation System dual

Honeywell NV-875BDME Systems dual Honeywell DM-855ADF Systems dual Honeywell DF-855Transponder System dual Honeywell XS-857ATCAS II System ACSS TCAS-3000Color Weather Radar System HoneywellPrimus 880

Head-Up Guidance System Rockwell CollinsHGS-4860

Enhanced Flight Vision System RockwellCollins EFVS-4860

Electronic Flight Bag (EFB) dual CMC CMA-1100 “Pilot View”

HF Communication Systems dual CollinsHF-9000

Micro Inertial Reference System tripleHoneywell Laseref V

Enhanced Ground Proximity Warning SystemHoneywell EASy

Radio Altimeter System dual Honeywell RT-300SATCOM Honeywell MCS-7120Cockpit Voice Recorder Honeywell SSCVR(120 minutes)

Flight Data Recorder Honeywell SSFDRAdditional EquipmentRockwell Collins FCMS: 17 & 21.3 inch LCDmonitor, dual DVD player. Airshow 4000(non-interactive). Honeywell: (3) AV-900 FlightDeck Audio, Selcal, LSS-860 Lightning SensorSystem. Honeywell EASy: Electronic JeppesenCharts, Uplink Weather capability. Meggitt MK2Secondary Flight Display, ELTA ADT-406(tri-frequency) ELT with NAV interface, 115cubic foot oxygen bottle

Dassault Falcon 900LX Aug14 22/07/2014 14:35 Page 1

SHOWCASE


PLM Aviation IncWashington Dulles International Airport

23411 Autopilot Dr, Dulles, VA 20166 USA

Peter Leonard-MorganTel: +1 540 751-8413Cell: +1 443 254 5530Email: [email protected]

2006 Bombardier Global 5000Serial Number: 9182Registration: M-AJWAAirframe TT: 3,364Landings: 1,364

EnginesTwo Rolls-Royce BR700-710A2-20APU Honeywell RE220 (GX)(Enrolled on JSSI)(Enrolled on JSSI)

Left RightSN: 12463 12464P-308Hours Since New 3,364 3,3643,450Cycles Since New 1,364 1,3642,950

Avionics• Honeywell Primus 2000XP Avionics Suite

with 6 Electronic Display Units (EDU)• Triple IC-800 Integrated Avionics Computers

(IAC) with EFIS• Dual Flight Management Systems (FMS)• Quad DA-810 Data Acquisition Units (DAU) • Triple HG-2001GD03 Laseref IV Inertial

Reference Units (IRU) • Dual Honeywell RM-855 Radio Management

Units (RMU)• Dual Honeywell RCZ-833E Radio

Communications Units• 3rd VHS Comms (RCZ-833)• AV-850A Audio Control Panel• Honeywell AZ-840 Micro Air Data Computer• Honeywell LSZ-850 Lightning Sensor

System (LSS• Dual Collins HF-9031A HF Comms• Dual Honeywell AT-860 Automatic Direction

Finder (ADF)• Dual Honeywell RNZ-851 Integrated

Navigation Units (INU)• Dual Radio Altimeters (RADALT)• Primus WU-880 Color Weather Radar• Honeywell DL-900 Data Loader• RT-950 TCAS 2000 Traffic Alert & Collision

Avoidance System w/Change 7 (TCAS)• Honeywell Mk V Enhanced Ground Proximity

Warning System (EGPWS)• Honeywell Solid State Flight Data Recorder

(SSFDR)• Honeywell Solid State Cockpit Voice

Recorder (SSCVR) Additional Equipment• Extended Range Service Bulletin Complied

With Providing 5,200 nm Total Range• Bombardier Enhanced Vision System (BEVS)• Head Up Display Unit (HUD) • Batch 3 / FANS 1A / ADS-B Out• Central Aircraft Information/Maintenance

System (CAIMS) w/Portable MaintenanceAccess Terminal (PMAT)

• Collins Swift Broadband Internet w/WiFi• Dual Electronic Flight Bags (EFB)• Collins SRT-2100 SATCOM• Securaplane External Camera System• Artex 453-0004 406 MHz Emergency

Locator Transmitter (ELT)• Auto Throttle System• Telelink Airborne Data Link System (ADLS)• Engine Indication and Crew Alerting System

(EICAS)Interior & ExteriorLimited Edition (LE) package. New paint in July2011 with major interior refurbishment inSeptember 2011.

Fireblocked thirteen (13) passenger cabinconfiguration comprising four (4) forwardexecutive club chairs with fold out tables, a midcabin 4 place conference/dining group withopposing credenza and an aft cabin with twoexecutive chairs opposite a 3 place divan.The aircraft has a full size forward galley with hightemperature oven and microwave, a forward crewlavatory, and an aft full lavatory.

Aircraft is available subject to prior sale orwithdrawal from the market

PLM Aviation August 22/07/2014 14:39 Page 1

SHOWCASE

Serial Number: MSN: 9337Registration: M-ATAKAirframe TT: 940:23Landings: 391

Built for maximum comfort and speed,the Global 5000 easily outclasses allcompetitors within the same businessclass, offering more space, moretechnology and more performance. MSN9337 has the manufacturer’s modificationto increase fuel capacity, offeringoutstanding city pairs, including non-stopfrom Europe to the US West Coast

EnginesRolls-Royce BR700-710A2-20Serial Numbers: 12787 & 12786Engine 1: Total Engine Time: 940:23 Cycles: 391Engine 2: Total Engine Time: 940:23 Cycles: 391Program Coverage: Rolls-Royce Corporate CareAPUHoneywell RE220 (GX)Serial Number: P-464Total Hours: 1,814Program Coverage: Honeywell MSPAvionicsEquipped with a Honeywell Primus 2000 XP6-Tube EFIS Avionics Suite, including:• Head-Up Guidance System (HGS)• Enhanced Vision System• Full Authority Digital Engine Control (FADEC)• Dual E/R HF/COM Rockwell Collins HF-9031A•Triple E/R VHF NAV Honeywell RCZ-833

• Dual E/R VHF COM Honeywell RCZ-833• Electronic Flight BagsInteriorThis immaculate Global 5000 offers seating for13 passengers and features a fully equippedright-hand forward galley, a left-hand galleyannex, a spacious right-hand forward lavatory andsliding door separating the main cabin from thegalley. The main cabin comprises a forward fourplace club seating with pull out tables, a mid-cabinfour place conference group with hi-lowconference table, a credenza opposite, an aftright-hand side three place berthable divan, withtwo single executive seats opposite. The aft cabinfeatures a lavatory, wardrobe and storage cabinetExteriorOverall Matterhorn White with Navy Blue andGrey accent stripesOptions & Avionics Upgrades• Batch 3 – FANS 1/A with WASS• ADS-B OUT• TCAS II with Change 7.1• Provisions for CVR Recording• Third FMS• RAAS and EVASAdditional Equipment Options• Wireless LAN• Airshow World Explorer Guide & Day-Night Mapwith Time Zones

• Direct Broadcast Satellite TV• Upgrade for Bulkhead Monitor from 21.3” to 24” (each)• Portable Multi-Media Input Port (RCA Jack)• 10.4” Touchscreen Monitor, Plug-In (each)• Espresso Coffee Maker• Sunshield (Cockpit), Winglet Viewing Mirror (Cockpit)


Twinjet Aircraft Sales (UK) LimitedEssex House, Proctor Way,

London Luton Airport , Beds LU2 9PE, UK

Tel: +44 (0) 1582 733615Fax: + 44 (0) 1582 400098Email: [email protected]

2009 Global 5000

Twinjet August 22/07/2014 14:42 Page 1

SHOWCASE

Boeing 727-100REW “Super 27” Long Range Executive


Air Fleet Leasing and ManagementCompany, Inc.

1209 Ward Avenue – Suite 100West Chester, PA 19380

Tel: +1 (610)-436-4875Fax: +1 (610)-436-1185E-mail: [email protected]

For further details please contact:Daniel E. Boyajian

Price Reduced for Immediate Sale

• FRESH OUT OF C-CHECK• CENTURION MAINTENANCE PROGRAM• FAA CERTIFIED LONG-RANGE FUEL SYSTEM• ACTIVELY IN INTERNATIONAL SERVICE• TURNKEY - NO OUTSTANDING TASKS

• RECENT SHOP VISITS ALL ENGINESTWO JT8D-217C, plus seven years.ONE JT8D-9A, plus nine years.

• MAIN LANDING GEAR, due 2018• NOSE LANDING GEAR, due 2024

Serial Number: 20512Registration: N311AGAirframe TT: 32,059.2Landings: 17,393

Boeing 727-100REW (727-17) Executive ICAO Designation: R721Winglet Modification (“REW”): 1995Engine Modification (“RE”)*: 1990

Air Fleet Leasing and Management August_Heeren Cit Ultra sep 22/07/2014 17:25 Page 1

SHOWCASE


Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

2009 Gulfstream G200 Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Tel: +1 214 351 9595www.mentegroup.com

Serial Number: 38Registration: N710ETAirframe TT: 5197.8 Landings: 2775EnginesCFE738-1-1B On ESP GoldLeft: S/N 105193, 4948.4 Hours, Cycles: 2599Right: S/N 105190, 4948.4 Hours, Cycles: 2599APUHoneywell GTCP35-150 On MSPS/N P-139, 2817.7 Hours, Cycles: 3770AvionicsCollins Pro Line 4 w/ 6.1 upgradeDual Honeywell Laseref III / Dual Collins FMS-6100Dual Collins FCC-4002 Flight DirectorDual Collins GPS 4000ADual Collins APS-4000 IFCS / Autopilot

Dual Collins ADF-462Dual Collins VHF-422C w/ 8.33 spacingCollins TCAS-94 TCAS II w/change 7Honeywell Mark V EGPWSDual Portable EFB System w/ Bluetooth GPSAdditional FeaturesRVSM Certified / Collins AHS-85E AHRSAllied Signal SSCVR / Allied Signal AFISAirshow 400 / 14.2” forward cabin monitorAircell ST-4200 telephone / Aircell WIFI SystemRVSM Compliant / 115V AC Power outletsThird Crew - Jump Seat / Dual Davtron DigitalClocks

MaintenanceCAMP Systems Tracking / High service bulletin levelcompliance. 3C Due Jan 2015

InteriorBeautiful eight passenger executive interior featuring aforward four-place club arrangement with foldout tables.The spacious aft cabin boasts another four-placeconference or dining arrangement with adjacent credenzawith ample storage. Seating is tastefully finished in lightearthy leathers. Interior is complemented with matchingearth tone carpeting found throughout the cabin. Thecabinetry is high gloss stained veneers; the rose goldplating completes the interior. Forward full service 46”galley, 18” galley annex, private aft lavatoryExteriorThe single tone base Matterhorn White paint iscomplemented by a, Cabernet Red, and Regiment Bluestriping. It was fully repainted by Dassault Little Rock inSeptember 2006. Touched up March 2014

1997 Falcon 2000 Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 230Registration: N331BNAirframe TT: 1946.7 Landings: 1143

EnginesESP Gold P&W306AEngine 1: PCE-DF0103 1821.4 SNEWEngine 2: PCE-DF0104 1821.4 SNEWAuxiliary Power UnitHoneywell 36-150IAI SN: P-339 982 Total Time 1187Total CyclesAvionics5 Tube EDS / Collins Proline 4. 2 Collins VHF-422DComms. 2 Collins VIR-432 Navs. 1 Collins ADF-4500ADF. 2 Collins DME-4000 DME. 2 TDR-94D Mode S W/FLT ID TDR. 1 Collins TWR-850 Radar.

2 Collins FMC-6000 FMS. 2 Collins GPS-4000A GPS. 1 Honeywell KTR-653 W/Selcal HF. Collins TTR-4000W/CHG 7 TCAS. Honeywell DMU-AFIS AFIS. ICG Iridium ICS-200 SAT/COM. Artex 406 W/NavInterface ELT. Honeywell Mark V W/ WS & RAASEGPWS. Universal CVR -120 CVR. Collins FCC-4005CAT II AutopilotSpecial FeaturesIn Service 12/22/2009. RNP-5/-10 / MNPS.RVSM/8.33/FM Immunity. Emergency Lighting.Aircell Axxess II. ATG 4000. Collins MDC-4000.Dual M850A Davtron Clocks. Collins ALT-4000.WX-1000E Stormscape. EICAS / Collins DCU-4010.Mfg Warranty until 12/22/2014. 1A/2A Insp C/W12/13/13. C/2C/4C Insp C/W 12/13/13.12/24/48 MTH C/W 12/13/13.Eng Boroscopes C/W 12/13/13.

InteriorWell appointed, nine (9) passenger interior featuresforward four place club seating and aft three(3) placedivan opposite two (2) place club. Upon entering thisbeautiful aircraft, you notice the well-appointed forwardgalley, including TIA Wavejet Microwave, two (2) hot liquiddispensers, wine storage, large serving area, and generousice drawer and trash receptacle. The medium toned, highgloss, wood veneers are accentuated by mushroom leatherseating and a brown fabric divan. The intricately woven,100% wool carpet shows little wear and compliments theinterior perfectly. Passenger will be entertained with anAirshow 410 system as well as forward and aft 17” LCDmonitors and a multi-region dual DVD playerExteriorOverall, White with Zephyr Orange and Black AccentStripes

Mente 2009 Gulfstream G200 & Falcon 2000 July 22/07/2014 14:44 Page 1

Serial Number: 1450 1071Registration: N898JS (Part 91)Airframe TT: 380Landings: 124Price: USD12.5M

• March 2009 entry into service• Low 380 hours, 124 cycles• Interior as new; no wear and tear• 60 month inspection complied withFebruary 2014

• DVD, Airshow, equipped for Satcom andWifi

• Immediate availability; no financing onthe aircraft

EnginesModel: Rolls Royce AE 3007A1EHours and cycles identical to airframeSerial Number LH CAE313141Serial Number RH CAE313139APUModel: Hamilton Sundstrand APS-500RAvionicsEFIS 6-Tube DU-870 Colour DisplaysISIS ThalesFMS Dual Honeywell NZ-2000AUTOPILOT Dual Honeywell IC-600IRS Honeywell HG2001GD03 Laseref IVGPS Dual HoneywellAIR DATA SYSTEM Honeywell AZ-850DME Single Integrated with VHF NavADF Single Integrated with VHF NavVHF COM Triple Honeywell RCZ-833KHF COM Dual Honeywell KRX1053

AUDIO SYSTEM Single Honeywell AV-850SATCOM Single Aircell ST-3100 with 2 handsetsFADEC Dual GoodrichELT Single Artex 406MhzRADAR ALT Dual Honeywell RT-300TRANSPONDER Dual Honeywell RCZ 833Kmode S

VHF-NAV Dual Honeywell RNZ-851EGPWS Honeywell EGPWS with Windshearguidance

TCAS Single Honeywell TCAS-2000 with Change 7ALTITUDE WARNING UNIT HoneywellWEATHER RADAR Honeywell WU-880CVR Single Honeywell SCVRFDR Single Honeywell SSFDR

Interior13 seat Interior. Forward galleyForward cabin 4 executive club arrangement withfoldout tablesMid cabin 4 place conference / dining groupopposite credenzaAft cabin 3 place 16G berthable divan opposite 2executive club seatsForward crew lavatory and aft passenger lavatoryJumpseat in cockpitGalley with coffee maker, chiller unit, microwave,oven, thermos storageAirshowDual DVD playersSatcom with two handsets equipped for Swift 64 WifiThree 17 inch bulkhead integrated LCD monitorsAll seats in light cream-coloured leatherAll wood dark high-gloss finishFabric covered manually extendable 3-place divan

SHOWCASE


Hawker Pacific

Paul van der Blom Mob: +65 85221258Email: [email protected]

2008 Embraer Legacy

Hawker Pacific Embraer Legacy July 23/07/2014 09:51 Page 1

SHOWCASE

Serial Number: 550-0985Registration: N410TGAirframe TT: 3935Landings: 4290

US registered, and world ready with TCASII and FDR. 3935 TT, Can be delivered as isfor $1,095,000 or with zero time engines$2,195,000 and enrolled on ESP Gold Lite.Very nice paint and interior. Recent gear,phase IV due 10/2015, Phase 5 due10/2016

EnginesPhase 1-4: Due Oct 31, 2015Phase 5: Due Oct 31, 2016

General and Interior• Freshly overhauled MLG• 8 Seat Executive Config.• Newly Renovated interior with Ivory Leather and

New Carpets

Avionics• Honeywell Primus 1000 Bravo Avionics• Honeywell GNS-XLS FMS• CAS 67A TCAS II• King H.F. Com• Allied Signal Mk.VI GPWS• A200S C.V.R.• Allied Signal F.D.R.• 381 02-00-01 Meggitt Standby

Additional Features• Refreshment Center w/hot beverage container• Therapeutic Oxygen• 10 x Life Jackets• 1 x Smoke Hood• EROS Crew Masks• PCA Autopilot• Artex 11 0-406 EL T• 2 KY 196B Com• 2 KN 53 Nav• C14D Compass• MST -67S Transponder• OM 441B D.M.E.• KR8/ADF• WU-660 Radars

Jet Sense Aviation, LLCContact: Brett Forrester

Tel: +1 (847) 550 4660Email: [email protected]


2001 Citation Bravo

Jet Sense Aviation, LLC August_Empyrean 22/07/2014 15:01 Page 1

SHOWCASE

Serial Number: 296Registration: N220LAAirframe TT: 9440Landings: 6485

• BRAND NEW ONE OF A KINDCUSTOMIZED INTERIOR!

• Spacious Cabin with new style seatsfeaturing multi-density foam padding andAvion Seashell Leather!

• Flight Display Systems Cabin Display• Duncan Aviation external baggage mod• Cabin 110V Receptacles• Spacious Forward Closet• Airshow 400 & CD Stereo system

EnginesTFE731-5BR-2C MSP GOLDEngine #1: 6465 TSN Cycles: 4144Engine #2: 6669 TSN Cycles: 4263

APUHoneywell 36-150 2744 Total Time

AvionicsDual Collins VHF-22A CommsDual Collins VIR-32 NavsDual Collins DME-42ADF-60A ADFWXP-850A Color Radar w/Data Nav, Checklistand TCAS Display on MFD

Universal Cockpit Voice Recorder CVR-30A

Collins 5 Tube EFIS 85CCollins APS 85 AutopilotCollins ALT-55A Radar AltDual Collins TDR-94D S Mode TransponderDual Collins ADC-82A & Sgl ADC 3000 Air DataComputer

Universal UNS-1A & UNS-1FCollins TCAS-II TCAS-94 SystemRosemount AOAArtex ELT

InteriorLove the Smell of New Leather!Just back from the interior shop with customizednew style seats and divan including new multi-densityfoam padding and covered with Garrett Leather AvionSeashell. This spacious Fireblocked nine passengerconfiguration features a forward left hand three placedivan plus six fully articulating, berthable extra wideseats and three executive tables. New UltraleatherCream headliner and Marbel 75 carpet by Redrock.Brighton Walnut laminate throughout with a customizedmap on the forward closet. A forward jump seat, bothforward and aft galleys, a mid-cabin cabinet, centralwater system, fully enclosed aft lavatory with sink andvanity, forward and aft baggage closet. Integrated cabinmanagement system with SPS Series VIP panel andindividual SPS Series Controls

Exterior 2007Overall Matterhorn White with Fighter Blue, AviationSilver and Gloss Black accent stripes


AirResource GroupP. O. Box 3874, Little Rock, AR 72203

Tel: +1 501 219 4690E-mail: [email protected]: www.AirResourceGroup.com

1973 Dassault Falcon 20F-5BR

AirResource August 22/07/2014 17:26 Page 1

SHOWCASE

Serial Number: 338Registration: N398AAAirframe TT: 263

This is 2008 LR60XR is one of the lowesttime airplanes on the market. Virtually newairplane at a huge discount to the factorylist price:

• This plane leads its competitors in time-

to-climb and and operating altitude

while providing the lowest operating

costs in its class.

• The flight deck is next generation with

Collins ProLine 21 avionics.

• 2400 NM range at Mach.74 or Mach.81

for high speed cruise.

• Currently available for showing in

Sarasota, FL.

EnginesPW305A on JSSI Premium, 7200 / 7200 TBO,APU: Sunstrand T20G-10C3A with 268 hours onJSSI.

AvionicsCollins Pro Line 21 IFCS, Autopilot: Flight Director Collins FGC-3000 IFCS,Rockwell Collins TWR-850 RADAR EnhancedWeather Radar, COM: Dual Collins Pro Line 21 w/8.33 spacing,NAV: Dual Collins Pro Line 21 w/ FM-ImmunityCompass: Dual AHRS, CVR: Universal CVR-120,DFDR: L3 FA2100, EFIS: Collins ProLine 21 4-tube, F/DIR: Collins FGCdc43-3000 IFCS, FMS: Dual Collins FMS-5000 w/ dual CollinsGPS-4000, HF: Dual Honeywell KHF-1050, ADF: Dual Collins ADF-462, TAWS: Honeywell EGPWS w/windshear, TCAS: TCAS-II w/change 7, TPDR: Dual Collins TDR-94D Mode S w/enhanced surveillence.

Additional EquipmentGeneral: 3-D FMS maps, Rockwell/Collins datalink (w/third VHF), Dual FSU enhanced map overlays, Universal weather, Rockwell Collins TWR~850 RADAREnhanced Weather Radar (Exchange), Aircraft locking package, Dual rechargeable flashlights, Lights: Pulse recognition, & landing, RVSM capable, ELT.

Interior7 Passenger, Wood veneer package, Airshow 4000 w/Network package, cabin video system w/single DVD player.

ExteriorSnow white w/sable, Miss Ashley red & black DeSoto stripes; gamma gray DeSoto door frame.

Call for Pricing


Aviation Advisors International Inc8191 N. Tamiami Trail, Sarasota, Florida,

34243-2032

Tel: +1 (941) 351-5400Tel: +1 (210) 490 1883 - San Antonio officeEmail: [email protected]

2008 Learjet 60XR

Aviation Advisors August 22/07/2014 15:06 Page 1

SHOWCASE

Serial Number: 223Registration: N451CLAirframe TT: 7,514Landings: 5,103

EnginesTFE 731-3-1C ENGINES ENROLLED ON MSPEngine #1: Engine #2: Engine #3:S/N: P76811 S/N: P76812 S/N: P76810TT: 7313 TT: 7293 TT: 7348CSN: 4941 CSN: 4976 CSN: 4995SHSI: 324 SHSI: 323 SHSI: 292SMOH: 3187 SMOH: 3167 SMOH:3222

APUGARRETT GCTP 36-100A S/N P333TT 2990 HOURS/1501 HOURS SHSI

Avionics• DUAL COLLINS FLT DIR.• COLLINS APS 85 AUTOPILOT• DUAL COLLINS EFIS 86-C-14B SYSTEM• DUAL COLLINS VHF22 COM• DUAL COLLINS VIR 32 NAV• DUAL BENDIX MST-67A XPNDR• DUAL COLLINS ADF60• DUAL COLLINS DME42• DUAL UNIVERSAL UNS 1-F FMS• HONEYWELL AFIS SYSTEM• DUAL KING KHF950 HF COM• FREDRICKSON SELCAL• AIRCELL ST3100 FLITE FONE

Navigation ComplianceRVSM, FM IMMUNITY, RNP5, 8.33 COM, MNPS& RNP10

ExteriorPAINTED JANUARY, 2007 - DUNCANAVIATION, SHOWS LIKE NEW

InteriorCOMPLETED JANUARY, 2007 - DUNCANAVIATIONTHIS ABSOLUTELY GORGEOUS ANDMETICULOUSLY MAINTAINED FALCON 50HAS A DESIGNER INSPIRED INTERIOR INEARTH TONE COLORS AND A CUSTOM PAINTSCHEME. CUSTOM FABRICS, SUPPLE BEIGELEATHER UPHOLSTERED CHAIRS, ANDMEDIUM HIGH GLOSS CABINETRYCOMPLIMENT THE 9 PASSENGEREXECUTIVE INTERIOR WITH THE FOLLOWINGFEATURES:• DUNCAN 50EX STYLE INTERIOR• AIRSHOW 410 PASSENGER INFORMATIONSYSTEM

• HONEYWELL CABIN ENTERTAINMENTSYSTEM

• ONE 15” MONITOR • DVD PLAYER• HONEYWELL PRONTO CABINENTERTAINMENT REMOTE

• AIRCELLAXXESS IRIDIUM PHONE SYSTEMW/2 HANDSETS

• LED READING AND WASH LIGHTING SYSTEM• TIA MICROWAVE • TIA COFFEE MAKER• 9 PASSENGER CONFIGURATION INCLUDES6 CHAIRS AND A 3 PLACE DIVAN

• SIDE FACING JUMPSEAT • AFT LAV


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

1991 Falcon 50

Florida Jet Falcon 50 August 22/07/2014 15:10 Page 1

SHOWCASE

Airframe TT: 1439.1

EnginesPratt & Whitney PT6A-65B

Total Time Total Cycles TSO CSO1 3815.3 2825 34.2 522 3815.3 2813 34.2 38PropellerPropeller Hartzell HC-B5MP-31 4064.4 2794 825.4 23602 936.1 2794 2677.0 2360AvionicsTwo (2) Garmin 430’s GPS/ NAV/COM Radios #1, # 2

One (1) KR 22 Marker One (1) KCS55A with KI525A Indicator Two (2) KMA 24H-70 Audio/Marker Panels (2 set)Three (3) H10-40 HeadsetsEBC-502 ELT 4One (1) MST-67A TransponderOne (1) KDF-806 ADFKFC-325 AutopilotLCR-100 Attitude & Heading referenceRDR-200 Weather Radar w/ 540 DisplayEGPWS (Enhanced Ground Proximity WarningSystem)

TCAS II CAS 67-AKMH-980 Multi-Hazard Awareness SystemInteriorInstrument Panels Seats (Pilot & Copilot) Seat Belts (Pilot & Copilot) with Shoulder RestrainSystem (Inertia Reel of Two Shoulder Straps)

Rigid Upholstery Panels (Painted) Cockpit Barrier Operational Equipment Installation Points Crew Oxygen System (Two Bottles) – onlyprovisions for future installation

First-Aid Kit Flight Engineer Headset Plug-In Socket Additional Headset Plug-In Socket ExteriorLanding Gear, Nose (Tubeless, Low Pressure Tire) Landing Gear, Main (Tubeless Low Pressure Tire) Anti-Skid System Standard Anti-Icing System: Propellers (Electric) Windshields (Electric) EngineInlets (Exhaust-Heated) Pitot Probes (Electric) IceDetector

Airframe Anti-Icing System: Approved only for inadvertent icing encounters fordelivery flight (based on polish temporary CAOapproval)

Operational EquipmentUnder-fuselage Pod Observer Seat Toilet – only provisions for future installationParatroop equipment – only installation ofelectrical system (signaling system) of paratroopequipment

The aircraft is available for sale or lease withpurchase option. The aircraft is being offered at$4,095,000 and the lease would be a 5-year termat 1.25% to 1.5% of aircraft value per month plusa deposit

2004 PZL M28 Skytruck


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com

CAI 2004 PZL M28 SKYTRUCK August 22/07/2014 15:17 Page 1

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027Fax: (403) 637 2153

[email protected]

follow us on twitter@HopkinsonAssoc

Cessna CitationUltras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

19 Sold 6 Remaining that Must Be Sold!

J Hopkinson 2 June 21/05/2014 10:39 Page 1


EXPERIENCE.KNOWLEDGE.SUCCESS.Every deal is unique and requires creative solutions to complex problems in order to make it a success. With over 50 years of experience and deep knowledge of the industry, we don’t just get the deal done, we get it done right.

GKGLAW.COM • (202) 342-5251

P143_Layout 1 23/07/2014 10:26 Page 1

e asked three Business Aviationpilots why commercial andbusiness aircraft continue tooperate in remote areas withoutsome form of ongoing, continu-

ous tracking. The responses played like threevariations on one answer – and that was backin 2009, during the aftermath of Air France 447vanishing into the Atlantic.

Months on from the disappearance of flightMH370, we asked three aviation businessexecutives the same question. In place of anydirect answers came other questions:• Can it really be done today?• Is it really necessary, or necessary for all

flights?• At what cost?

At what cost, indeed? According toInmarsat, MH370 already flew with equip-ment capable of providing detailed data packsup to every minute. With the equipmentalready aboard the Boeing 777-200ER, theadded cost covers a subscription for the satel-lite-based data-delivery system and wouldhave added less than $1 per operating hour tothe cost of the flight. For the five-hour flightMH370 was scheduled to fly, the added $5,split among the 225 passengers, would haveequated to less than three cents per head.

When so many carriers are in a head-long

rush to add satellite-based Internet access as arevenue source, the question of ‘cost’ won'twin any fans among passenger and crew-member families. Had the option existed forthem, the families of John Wise, AmeliaEarhart, Glenn Miller, Nick Begich and HaleBoggs –we can be comfortably sure - wouldthrow back the cost question. None of thesepeople were ever found.

John Wise is the first recorded instance ofan aviator vanishing in-flight, when he waspiloting a helium balloon over Lake Michiganin 1879. That ignoble first aircraft vanishingremains a vexing issue for aviation to this day.Thankfully, during the past two decades tech-nology developed and implemented makes itpossible for aircraft airborne over nearly anypart of the world to communicate with groundlocations anywhere else on the planet.Automated communiques can include preciseposition data, aircraft altitude, speed, trackand heading – data generated by the same on-board precision-navigation equipment thatguides the aircraft across vast tracklessexpanses of sky.

The big challenge begins once an aircraftdeparts airspace covered by ground-basedsurveillance networks. Beyond a couplehundred miles of land or over Earth's most-remote land regions, ground-based surveil-lance does not exist. ❯


FLIGHT TRACKING SOLUTIONS

Ending MIAin Aviation:

Five years after AF447, tracking technology

offers many more options...

by Dave Higdon

W

ADS_Gil WolinNov06 22/07/2014 12:11 Page 1

The efficacy of these data-transmission sys-tems, even when used only in a limited fash-ion, has been demonstrated repeatedly – evenin the case of MH370, for which the aircraft'sINMARSAT data-communication subscriptionwas expired. Nonetheless, scientists and engi-neers at INMARSAT managed to calculate ageneral direction, speed and altitude from aseries of very limited, so-called “handshakesignals” MH370’s datalink equipment generat-ed hourly.

With AF447, the broader range of system-failure data broadcast by that Airbus A330'sACARS system, directed the search into an

area where the jet's wreckage rested in watersmore than two miles deep. Discovery of thewreckage came about 22 months after theA330 vanished.

Technology exists to equip for global sur-veillance of virtually anything from a wide-body Airbus A380 or Boeing 747, to small busi-ness piston aircraft such as a Beechcraft G36Bonanza. Comparable technology is alreadycoming online in Australia, Europe, the US,and in parts of the Caribbean (we know it asADS-B Out).

It's where the ground infrastructure is lack-ing that ADS-B Out alternatives hold theirgreatest appeal and the most-significant prom-ise – and that promise is not far off, withspace-based ADS-B in the works starting withsatellite launches beginning in 2015. In theinterim, existing satellite-based systemsalready offer several options to track aircraftglobally, some with datalink-communicationscapabilities.

RATIONALIZATION VS COSTSIt’s not hard to imagine the potential effective-ness of a full-spectrum data package for thegrowing numbers of business aircraft increas-ingly plying remote airspace previously usedprimarily by commercial and military aircraft.For those principal executives often aboardsuch private flights, embracing such adatalink/communication system may help ful-fill a company policy requiring that some of itsofficers remain accessible wherever they are.

Beyond the relatively mundane issue ofmeeting a company bylaw requirement,should this rare, albeit very real prospect occurand the company airplane goes missing, thatsame system takes on the job of lifesaverthanks to the likelihood of a faster discovery.

But based on what we know today, failure toconsider such an option greatly increases theodds of another disappearance with a failedsearch effort.

A private aircraft lost with top executivesaboard will certainly illicit the rapt attentionand assistance of the company's home nation;but would the government-coordinated andfunded search effort continue for as long as itdid for AF447? French authorities suspendedtheir search after nearly three months, return-ing to participate in the salvage effort andinvestigation once wreckage was confirmed.MH370 remains missing (as of this writing), itsfate and location both ongoing mysteries on along list of aircraft lacking even a generalvicinity to start searching.

That brings us full circle back to the valueof even the limited location data availablefrom the ACARs transmission from AF447back in 2009: Large though it was - difficultthough the terrain of the bottom was - theAF447 search at least was able to start lookingfor its needle in the correct haystack.

HISTORY REPEATS ITSELF...As long as aircraft ply skies lacking any con-tinuous surveillance option, the odds are for-ever in favor of another aircraft disappearingwithout a trace. Routine is how they almostalways begin. Air France 447 and MH370both began during what were routine rev-enue flights.

Shortly after midnight March 8, about 40minutes after takeoff, MH370 turned offcourse by about 150 degrees, headed acrossthe island just departed, out over the IndianOcean and vanished. And once again theindustry and government regulators debatethe need, want and costs of establishing aperformance-based requirement for someform of global surveillance system – if not100 percent of the time, at least for timeswhen an aircraft is out of reach of ground-based surveillance systems such as second-ary surveillance radar or ADS-B.

The question particularly haunts this dis-appearance because Air France 447, missingnearly 2 years before being definitively locat-ed, directly pointed out a need for better sur-veillance for aircraft transiting some of theworld's most-remote, search-hostile airspace.

Continuous surveillance over the vastopen expanses of ocean and across hugetracts of undeveloped land has become moreand more available in the past 20 years,thanks to expanding ADS-B capabilities intospace-based data transfer, and with the addi-tion of multiple space-based data-sharingand messaging systems. The best way toassure no other AF447- or MH370-type inci-dents reoccur is to adapt one of these tech-nologies. And while they aren't free, the costsare manageable enough for even small



FLYHT AFIRS (ABOVE) AND BELOW, THE FLYHT DRAGON IPAD APP. PHOTOGRAPHY: CARL WONG


business aircraft operators to make aninvestment.

Fortunately, operators need not wait for afederal or international mandate to providetheir own coverage, along with other benefitsavailable from such systems. Systems alreadyexist, are flying, and are available for installa-tion. Consider the following options and theneeds of your operation.

BLUE SKY NETWORKSince its founding, Blue Sky Network (www.blueskynetwork.com) has offered cutting-edge satellite tracking and communicationsolutions for aviation, land mobile and marinetransportation uses, with solutions that lever-age the Iridium satellite network to deliverreliable GPS tracking, voice communications,two-way text-based messaging, and assetmonitoring.

The leading fleet management web portalfrom Blue Sky Network is SkyRouter, and pro-vides a comprehensive cloud-based solutiondesigned to support multi-asset types workingseamlessly with Blue Sky Network's advancedtracking hardware.

The company has also pioneered advancedtechnologies, such as dual-mode tracking solu-tions (GSM-cellular and Iridium-Satellite) andHawkEyeLink, providing a Bluetooth interfacefor smartphones and tablets in the cockpit tocommunicate over the Iridium network.

STCs to install Blue Sky's equipment coversa broad range of business and commercial air-craft, both fixed- and rotary-winged, and hasbeen used in a variety of small GA aircraft, aswell as turboprop and jet aircraft.

STAR NAVIGATIONCanada-based Star Navigation - www.star-navigation.com - now offers technologyto enhance tracking for aircraft through real-time flight data streaming. Star Navigationdesigned its In-Flight Safety MonitoringSystem (ISMS) for installation in an aircraft'savionics bay where it continuously monitorsselected avionics systems operating in-flight.

The ISMS analyzes the data in real time,transmits the data and signals incident alerts –all via satellite to the aircraft’s ground-basedflight operations or engineering department.Position, speed, altitude and track can be partof the data burst. And engineers on theground can access the data through StarNavigation's Airborne Data Services (ADS)program through a password-protected web-based portal.

That access is available on everything fromdesktops to laptops to smartphones and tabletcomputers.

FLYHTAnother Canadian company, FLYHT (flyht.com), develops proprietary technological

products and services designed to reducecosts and improve efficiencies in the aircraftindustry. Among them, its premier technol-ogy AFIRS UpTime and Dragon portablesatellite communications device that linksFLYHT hardware to iPads.

The AFIRS UpTime system providesoperators with a dedicated link to monitorand manage aircraft operations anywhere,anytime, and in real-time. Should an AFIRSUpTime-equipped aircraft develop anemergency the system triggersFLYHTStream data-transmission mode toautomatically stream back the same vitaldata normally secured in the black box.

The operator can designate which siteson the ground in real-time receive theFLYHTStream transmissions. Beyond itsvalue in an emergency, FLYHT focusesmore on the flight-management value ofFLYHTStream service as a way to save onmaintenance and downtime.

INDIGOSATIn Australia, IndigoSat (www.indigosat.com) offers its Indigo Track Flight Followingservice, employing Inmarsat's Iridium satel-lite network to track and record flight data,real time, from anywhere, and for useanywhere.

The company's 3D Flight Following pro-vides a three-dimensional view of the air-craft track over a synthesized view of thelandscape, along with the navigation datasuch as speed and track.

SATCOM DIRECTAnother player in this field that uses theInmarsat network is Satcom Direct - www.satcomdirect.com - offering its variation

on tracking and real-time data delivery viaInmarsat hardware and aircraft-installedSatcom Direct equipment that interfaceswith cockpit systems, and is developed towork with a widely varied range of busi-ness aircraft.

Other companies, of course, offer FlightTracking solutions. Between them, youshould find something that fits yourneed/aircraft type, and acts as a safetyback-up, maximizing the chance of a quickdiscovery if the company aircraft were everto go missing in a remote area over sea orland.



BLUE SKY NETWORK SKYROUTER (ABOVE) ANDBELOW, BLUE SKY NETWORK’S HAWKEYE LINK


AIC Title October_Layout 1 22/07/2014 15:20 Page 1


Marketplace

Capital Jet GroupPrice: $1,950,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5875

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors

Hawker 800A Tel: +1 (703)-917-9000 E-mail: [email protected]

Capital Jet GroupPrice: $3,950,000 USD

Year: 2005

S/N: 258723

Reg: M-YCEF

TTAF: 4,219

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 8 year/48month inspections at Duncan Aviation. Fresh Engine CoreOverhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Hawker 800XPi Tel: +1 (703)-917-9000 E-mail: [email protected]

Thomas Jets LLCPrice: Make Offer

Year: 1984

S/N: 409

Reg: N629WH

TTAF: 5102

Location: USA

This no damage, RVSM compliant aircraft, is an excellent,late model Westwind II, Flight Director: Collins FDS-85, AutoPilot: Collins APS-80, Comms: Dual Collins VHF-20B, ADF:Collins ADF-60A, Keith Freon Air, Airshow 200, WirelessHeadsets, The cabin is equipped with five individualexecutive seats and a forward three place couch. The fullyenclosed lavatory, located in the rear of the cabin, has abelted flushing potty and sink. Seats and couch wasrecovered 2013. Good condition. Feb 2005

Westwind II Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

Thomas Jets LLCPrice: Make Offer

Year: 1986

S/N: 168

Reg: N514MB

TTAF: 5750

Location: USA

Landings: 3268, This is an exceptional, low time Falcon 50with excellent maintenance status and history. 4C &Corrosion Protection Control Program (CPCP) compliedwith August, 2013, New Paint, MPI’s (Weststar Alton, IL),Gear Overhaul August, 2011. New paint August, 2013(Weststar Alton, IL) Excellent Condition. Six Individual GreyLeather Seats With a Three Place Divan and Jump Seat,Keurig Coffee Maker, Sony DVD Player, CD and Pull OutWide Screen LCD Monitora

Dassault Falcon 50 Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

Thomas Jets LLCPrice: USD$595,000

Year: 1982

S/N: 1124A-365

Reg: N73CL

TTAF: 7516

Location: USA

An exceptional, low time Westwind II. Landings: 5451. Engines: LE: 77478 “0” SCZI MSP Gold DEECSRE: 77480 40 hours left to CZI MSP Gold DEECS.Avionics: ADF: Dual Collins ADF-60A, IFCS: Collins FDS-85Proline, Comms: Dual Collins VHF-20B, Navs: Dual CollinsVIR-30A, CVR: Universal CVR-80, DME: Dual Collins DME-40. Int: Aft 4-place club, side facing 3-place divan oppositesingle seat all in beige leather, belted lav. Ext: Overall whitewith black and gold stripes

Westwind II Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

P149-152 23/07/2014 14:11 Page 1


Marketplace

Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: US $3,875,000

Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Mr. Duparré / Mrs. SchorrPrice: $1,550,000

Year: 2002

S/N: N 525-0476

Reg: D-IRSB

TTAF: 2470

Location: Germany

Great condition, On Tap Elite, Airframe on ProAdvantage,EASA Certified, RVSM, Cescom, Maintained EU-OPS/PartM, Avionics; EFIS/Flight Director: Collins Pro Line 21 3-Tube, Compass: Dual Collins AHC-3000 AHRS. Exterior:Snow White w/Platinum, Gray & Black striping. Tefloncoated 09/2011. Features: Safe Flight N1 Computer,Locator Beacon,Crew NAV Chart Cases,Cockpit SpeakerMute Switch, Engine Synch,8" x 10" Multi-Function Display,Monorail Sunvisor,Dual Cockpit 110-Volt AC Outlet, etc.

Cessna Citation CJ1 Tel: +49 (0) 30 886 267 40Email: [email protected]

P149-152 23/07/2014 14:13 Page 2


Marketplace

J. Preiss-Daimler ConsultingPrice: Make Offer

Year: 1992

S/N: 31A-057

Reg: DCJPD

TTAF: 6670

Location: Germany

Engines on MSP Gold7665 LandingsIn Great Condition

Please call - Jürgen Preiss-Daimler+49 (0) 35204 - 96515 to MAKE OFFERS

Bombardier Learjet 31A Tel: +49 (0) 35204 96511Email:[email protected]

Comlux the Aviation Group

Price: Make offer

Year: 2006

S/N: TBD

Reg: TBD

TTAF: 4474

Location: Switzerland

This Challenger 850 suitable for 14 passengers features anextremely comfortable cabin with two club-2 at the front,followed by a Club-4 and a divan. The private compartmentat the rear is composed of a club 2 and a sofa and givesaccess to a beautiful VIP lavatory.

Contact: Severine Cosma

Bombardier Challenger 850 Tel: +41 (0) 44 205 50 [email protected]

Comlux the Aviation Group

Price: Please Call

Year: 2016

S/N: TBD

Reg: TBD

TTAF: New

Location: Switzerland

With its four distinct living spaces, the Global 7000 businessjet provides unparalleled spaciousness, luxury, andcomfort, in a homelike environment that can be asproductive or as leisure-friendly as any moment demands.Seats position you perfectly to take in the view from thelargest cabin windows in its category. Enjoy exquisite diningexperiences at a table for six, journeying non-stop betweenkey cities such as London and Singapore. Engines:General Electric’s Passport™ Engine.

Bombardier Global 7000 Tel: +41 (0) 44 205 50 [email protected]

www.comluxaviation.com


MJET GmbH

Price: Make offer

Year: 2006

S/N:

Reg:

TTAF: 6381

Location: USA

16 seats (forward galley) * Fresh 12-yr inspection* New Cabin Management System (Collins Venue RetrofitCMS), with 2 x 19" bulkhead HD LCDs, touchscreencontrollers, HD audio/video distributors, HDMI input panel,USB panel, iPod input jack panel, Airshow interactive mapetc. * Engines on CorporateCare * APU on MSP *Second owner since new *Triple FMS. USB data loader

Gulfstream V Tel: +43 (0) 1 706 2700 720Email: [email protected]


International Jet Markets, Inc.Price: Make Offer

Year: 1992

S/N: 259010

Reg: N52SM

TTAF: 5400

Location: USA

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9Pax Interior, Well maintained, 2 Corporate Owners,Replaced & excess to needs

$2,450,000.00 but Make Offer

Contact: Bill PilkerMobile 1-770-330-2691

Hawker 1000A Tel: 1 (850) 213 3218 E-mail: [email protected]

P149-152 23/07/2014 14:13 Page 3


Marketplace

Beechcraft GmbH

TFK, SwedenPrice: Euro 155,000 no VAT

Year: 2001

S/N: 40069

Reg: SE-LOY

TTAF: 1800

Location: Sweden

Eng: Lyc.IO-360M1A,180Hp, 20Hours SMOH, Prop: MT3Blade 20Hours, Nosegear strout new stronger, Eng. mountnew stronger, GPS: Bendix/King KLN94TSO IFR aprov.DME: Bendix/KingKN62A TSO, X-ponder:Bendix/KingKN76CTSO, Nav/Com: Bendix/KingKX165A TSO, Autopilot: Bendix/KingKAP140, coupledaproaches approved, Skitube located behind backseats,Airworthy until: 2014-09-08.

Diamond DA-40 Tel: +46 70 650 8917Email: [email protected]

Arapahoe Aero Aircraft Sales, LLCPrice: USD 950,000

Year: 2005

S/N: 4697203

Reg: N455LG

TTAF: 1556

Location: USA, CO

Pristine 2005 Meridian with Meggitt Magic avionics, Garmin530s are WAAS upgraded. King MFD replaced with GarminMX-200. Dual Garmin 330 transponders. Vertical profileradar. TAS and EGPWS. Fully deiced (FIKI). Two US ownerssince new. Very well cared-for. A regularly flown aircraft. Nodamage history. Air conditioning that works very well.Located in Denver, Colorado, USA. The aircraft reflectspride of ownership and an excellent regard formaintenance. Contact: Mark Karlin

Piper Meridian Tel: +1 (303) 790-0880Email: [email protected]

LifeFlight & GmbH & Co. KGPrice: €670,000 EURO

Year: 2001

S/N: 1217

Reg: D-HKMM

TTAF: 1.821

Location: Germany

One owner and always hangared. 12 year inspectionfinished in March 2014. Helicopter in excellent conditionand immediately available. Seats – Grey Leather outer withfabric in-sert, Cabin carpet

Eurocopter EC120 Colibri Tel: +49 (0) 221 / 291963 – 60 Email: [email protected]

[email protected]

GCSurplus.caPrice: 1.7 Million CDN

Year: 2000

S/N: 314

Reg: C-FMPE

TTAF: 10631

Location: Canada

Online Sealed Bid Auction. 2000 PILATUS PC-12/45. C-FMPE. Bid period ends August 18, 2014. Min. bid$1,700,000 CDN. For complete specs, registration to bidand more info.

Contact: Adam Clarke+1 (613) 991-2935.

Pilatus PC12/45 Tel: +1 (613) 991 2935 Email: [email protected]

Beechcraft GmbHPrice: Please Call

Year: 2012

S/N: TBD

Reg: N-Reg

TTAF: 1.046

Location: Europe

N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94DXPDR, TCAS II, RVSM capable, SSFDR, Aircell &Highspeed Internet, on JSSI, with several Warranties –Aircraft like new!

Hawker 900XP Tel: +49 (0)821-7003-100Email: [email protected]

P149-152 23/07/2014 14:14 Page 4

Advertiser’s Index

1st Source Bank......................................................105

21st Century Jet Corporation ...............................154

888 Aero ......................................................................77

AeroSmith/Penny ....................................................130

Airfleet Leasing ........................................................134

AIC Title Services....................................................148

AirResurce Group ...................................................138

Amjet .............................................................................83

Aradian Aviation..........................................................63

Aviation Advisors .....................................................139

Aviation Aesthetics ....................................................95

Aviation Partners......................................................101

Aviatrade................................................................84-85

Avjet Corporation .................................................74-75

Avpro ......................................................................10-14

Bell Aviation ..........................................................48-49

Bombardier................................................................1, 5

Boutsen Aviation ........................................................81

Central Business Jets .............................................155

Charlie Bravo ..............................................................39

Conklin & de Decker ...............................................143

Corporate AirSearch Int’l .......................................141

Corporate Concepts...........................................44-45

Dassault Falcon Jet Europe..........................2-3, 131

Donath Aircraft Services...........................................43

Duncan Aviation ...................................................47, 89

Eagle Aviation..............................................................37

Elliott Aviation ......................................................51, 91

Florida Jet Sales ......................................................140

Freestream Aircraft USA ....................................27-29

General Aviation Services ........................................61

GKG Law ..................................................................143

Guardian Jet ................................................................79

Gulfstream Pre-Owned ......................................34-35

Hawker Pacific .........................................................136

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

Jet Aviation...................................................................93

JetSense ....................................................................137

Jet Support Services (JSSI) ....................................33

JetBrokers..............................................................66-67

Jetcraft Corporation ..................................54-55, 156

Jeteffect ........................................................................69

JetPro Texas .....................................................128-129

John Hopkinson & Associates.......................19, 142

Lektro..........................................................................143

Mente Group...................................................116, 135

Mesinger Jet Sales ..............................................23-25

Northern Jet Management ............................126-127

OGARAJETS........................................................40-41

Par Avion ......................................................................21

PLM Aviation.............................................................132

Rolls-Royce .................................................................15

Sojourn Aviation...................................................58-59

Southern Cross Aviation ........................................115

Survival Products.....................................................153

Tempus Jets.................................................................31

The Jet Business ........................................................65

The Private Jet Company .......................................113

TwinJet Aviation........................................................133

VEBEG GmbH ........................................................125

VREF Aircraft Values ..............................................143

Wright Brothers Aircraft Title...................................97

World Aircraft Sales (USPS 014-911), August 2014, Vol 18, Issue No 8 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulationto 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 AircraftSales 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 toensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews 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 anyresponsibility 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 anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.


Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055

Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Copy date for the September issueWednesday 13th August 2014

P153 23/07/2014 12:41 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

21st Century March 19/02/2014 17:14 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Gulfstream IISP SN210 * Falcon 900EXy SN238 (Lease Only)

FALCON 900B SN 155Always US Owned, 6400 TT, MSP Gold, Forward

& Aft Lavs, Dual Aft Couches

FALCON 900C SN 194Single Owner, 3850 Total Hours, 2060 Cycles,

MSP Gold, Standard Interior w/ Dual AftCouches, FWD & AFT Lavs.

FALCON 20F SN 470 - FALCON 900CENGINES & APU MOD

7827 TT / 5009 Landings, MSP Gold, Collins Proline IIEFIS Cockpit, Dual Collins Radio Tuning Units,

Dual Universal 1L’s w/WAAS, ETC

GULFSTREAM G200 SN 1991960 TT / 1040 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

www.cbjets.com

FALCON 50EX SN 2552 Midwestern Owners Since New, MSP Gold, Dual

Laseref, Dual NZ2000's, Satcom

CITATION VII SN 7064Owners new Falcon is arriving soon!! 2 Midwestern

Owners Since New, Maintenance ProfessionallyOverseen, MSP Gold Engines, DOC 1, 2, 7, 8, 20, 28,36, 47 and 48 Inspections among others starting at

Cessna Wichita in 10 days

Celebrating 30 Years!

2000 GULFSTREAM V SN N33MOf fered by Original Fortune 100 Corporation, Over40+ Year History as a Fleet Operator of GulfstreamAircraft, Honeywell Satcom with Wifi, Immaculate

Maintenance, RRCC Engine Program

FALCON 900EXy SN 121Single Owner, Former Falcon Demonstrator, MostSystems are Triple, 2529 Total Hours, FWD & AFT

Lavs, AFT Cabin Divider, MSP Gold

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,

Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EXInterior New 2010

CBJ July_CBJ November06 24/06/2014 10:45 Page 1

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www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

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2010 Agusta A109 Power2002 Airbus A320VIP2007 Challenger 3002011 Challenger 6052008 Challenger 8502002 CRJ 200LR 2003 Falcon 2000EX2012 Falcon 7X2002 Falcon 900EX

2009 Global 50002012 Global 5000 2015 Global 60002005 Global Express 2010 Global XRS 2006 Gulfstream 450 2000 Gulfstream V2004 Lear 60SE2008 Legacy 600

2006 FALCON 900EX EASy - SN 165EASy II Provisions in Place Low TTAF - HUD Equipped

2009 GLOBAL 5000 - SN 9311Extremely Low Time - 439 Hours; 230 Cycles Batch and ADS-B Out Completed

2010 GULFSTREAm G550 - SN 5265One of a Kind Opportunity for this One of a Kind G550 1,160 Hours Total Time; 507 Cycles

2012 GLOBAL 6000 - SN 9440 New to Market - Immediately Available 1,324 Hours Total Time; 402 Landings

2007 BOEING BBJ - SN 35990Newest BBJ on the Market - 1,724 Hours; 466 Cycles 2C Inspection Completed June 2014

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World Aircraft Sales Magazine August 2014

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Transcript of World Aircraft Sales Magazine August 2014