avbuyer magazine august 2015

B U S I N E S S A V I A T I O N I N T E L L I G E N C E

August 2015

™

Fleet Planning StrategiesCompletions & RefurbishmentAircraft Comparative Analysis –Falcon 900LX

THIS MONTH

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AIRBUSA318 Elite . . . . . 15,A319 . . . . . . . . . . 15,

AVIATHusky A-1C . . . . 91,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 26, 34, 45, 148,DC- 8-62 VIP . . . 91,Super 727-200VIP . .91,737-200 VIP . . . . 91,737-300 . . . . . . . 45,757 . . . . . . . . . . . 45,

BOMBARDIERGlobal 5000 . . . . 10, 15, 22, 35, 48, . . . . . . . . . . . . . . . 91, 107, 148,Global 6000 . . . . 34, 35, 36, 148,Global Express . 22, 34, 35, 45, 91,. . . . . . . . . . . . . . . 148,Global Express XRS.. 27, 29, 34, 35,. . . . . . . . . . . . . . . 45, 115, 148,Challenger300 . . . . . . . . . . . 14, 34, 35, 91, 107,. . . . . . . . . . . . . . . 148,600 . . . . . . . . . . . 16, 51, 142, 147,601-1A . . . . . . . . 77,601-3A . . . . . . . . 51,601-3A-ER . . . . . 103,601-3R . . . . . . . . 34, 111,604 . . . . . . . . . . . 12, 15, 26, 35, 42, . . . . . . . . . . . . . . . 51, 103, 107, 111, . . . . . . . . . . . . . . . 142, 147, 148,605 . . . . . . . . . . . 23, 29, 34, 103, 148,650 . . . . . . . . . . . 48,850 . . . . . . . . . . . 29, 121,Learjet 31A . . . . . . . . . . . 37, 121,31ER . . . . . . . . . . 42,35A . . . . . . . . . . . 36, 111, 142,36A . . . . . . . . . . . 143,40 . . . . . . . . . . . . 36, 42,40XR . . . . . . . . . . 103,45 . . . . . . . . . . . . 13, 27, 36, 48, 91, . . . . . . . . . . . . . . . 103, 130,45XR . . . . . . . . . . 13, 34, 35, 51, 101,. . . . . . . . . . . . . . . 103, 148,55 . . . . . . . . . . . . 37,55C . . . . . . . . . . . 139,60 . . . . . . . . . . . . 51, 77, 103,60XR . . . . . . . . . . 29, 35, 103, 121, . . . . . . . . . . . . . . . 131, 138, 148,

CESSNACitationII . . . . . . . . . . . . . 33, 37,V. . . . . . . . . . . . . . 33, 140,X . . . . . . . . . . . . . 12, 37, 77, 103, 115,XLS . . . . . . . . . . . 14, 109,XLS+ . . . . . . . . . . 22,CJ1. . . . . . . . . . . . 13, 33, 101, 107,CJ1+ . . . . . . . . . . 12,CJ2 . . . . . . . . . . . . . 12, 33,CJ2+ . . . . . . . . . . 101,CJ3. . . . . . . . . . . . 33, 35, 48, 103, 148,Bravo . . . . . . . . . 36, 37, 77, 101, 103,Conquest II . . . . 43,Grand Caravan . 91, Excel . . . . . . . . . . 33, 101, 109, 142,Encore . . . . . . . . 33,Encore + . . . . . . 12,Jet . . . . . . . . . . . . 37, 107,Mustang . . . . . . . 109,M2 . . . . . . . . . . . . 33,Sovereign 12, 35, 93, 109, 148,SII . . . . . . . . . . . . 43,Ultra . . . . . . . . . . 101, 129, 140,182P . . . . . . . . . . 33,208B Caravan . . 141,

DORNIER328 . . . . . . . . . . . 107,328-310 . . . . . . . 35, 148,

EMBRAEREMB-135 LR . . . 91, EMB-145 EP . . . 91,Legacy 600 . . . . 35, 36, 91,Phenom 100 . . . 103,Phenom 300 . . . 103,

FALCON JET7X . . . . . . . . . . . . 3, 11, 14, 42, 47, 93,. . . . . . . . . . . . . . . 146, 147,10 . . . . . . . . . . . . 36, 147,50 . . . . . . . . . . . . 16, 111, 121, 146,50-40 . . . . . . . . . 147,50EX . . . . . . . . . . 12, 14, 22, 48, 121,. . . . . . . . . . . . . . . 146,900B . . . . . . . . . . 11, 22, 36, 93, 103,. . . . . . . . . . . . . . . 132, 135, 146,900C . . . . . . . . . . 42, 146,900EX . . . . . . . . . 27, 48, 146,900EX EASy . . . 3, 11, 115, 146, 147,

900LX . . . . . . . . . 3, 35, 73, 146, 148,2000 . . . . . . . . . . 11, 36, 91, 93, 107,2000LX . . . . . . . . 3, 35, 35, 48, 77, 121,. . . . . . . . . . . . . . . 148,2000S . . . . . . . . . 3,

FOLLANDGnatt . . . . . . . . . . 36,

GULFSTREAMIV . . . . . . . . . . . . . 10, 11, 103,IVSP . . . . . . . . . . 11, 25, 63, 73, 115,. . . . . . . . . . . . . . . 147,V. . . . . . . . . . . . . . 22, 103, 107, 115,100 . . . . . . . . . . . 109, 147,150 . . . . . . . . . . . 109, 109,200 . . . . . . . . . . . 10, 22, 37, 41, 44, . . . . . . . . . . . . . . . 109, 147, 148,280 . . . . . . . . . . . 136, 144,450 . . . . . . . . . . . 10, 14, 25, 35, 36, . . . . . . . . . . . . . . . 46, 73, 109, 148,550 . . . . . . . . . . . 10, 14, 22, 26, 35, . . . . . . . . . . . . . . . 44, 47, 63, 73, 109,. . . . . . . . . . . . . . . 133, 134, 148,650 . . . . . . . . . . . 16, 22, 35, 44, 46, . . . . . . . . . . . . . . . 73, 91,650ER . . . . . . . . . 46,

HAWKER BEECHCRAFTBeechcraft Premier IA . . . . . 36,1900D . . . . . . . . . 93,King Air200 . . . . . . . . . . . 36, 107,250 . . . . . . . . . . . 101,B200 . . . . . . . . . . 77, 101, 109,350 . . . . . . . . . . . 33, 77, 109,B90 . . . . . . . . . . . 37,C90 . . . . . . . . . . . 109, 144,C90A . . . . . . . . . . 107,F90-1 . . . . . . . . . 43,Hawker400XP . . . . . . . . . 109,700A . . . . . . . . . . 36,750 . . . . . . . . . . . 109,800A . . . . . . . . . . 42,800XP . . . . . . . . . 13, 41, 109, 132,850XP . . . . . . . . . 35, 103, 109,900XP . . . . . . . . . 16, 41, 109,4000 . . . . . . . . . . 41, 121,

IAIAstra SP . . . . . . . 111,Astra SPX. . . . . . 93, 103,

PIAGGIOAvanti II . . . . . . . 142,

PIPERCheyenne II . . . . 107,Meridian . . . . . . . 43,

ROCKWELLTurbo Commander 690B. . . .37,

SABRELINER65 . . . . . . . . . . . . 36,

SOCATATBM 700B . . . . . 36,TBM 700 C2. . . . 137,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . 91,A109 Power . . . . 148,A109C . . . . . . . . 121,A109E Power . . 13, 35,AW109SP . . . . . . 107,A119 KE . . . . . . . 107,AW139 . . . . . . . . 13, 48,Koala. . . . . . . . . . 109,

BELL206 L4. . . . . . . . . 143,212 . . . . . . . . . . . 143,412 EMS . . . . . . 143,427 . . . . . . . . . . . 103,

EUROCOPTERAS350 B-2 . . . . . 13, 144,AS355-F-2 . . . . . 91,AS355N . . . . . . . 107,BK 117C1 . . . . . . 107,EC 120 B . . . . . . 91, 143,EC 130 B4 . . . . . 77,EC 135 P2+ . . . . 109,EC 135 OB . . . . . 13,EC 135 T1 CDS . 107,EC 135 T2i . . . . . 13,

MCDONNELL DOUGLASMD900 . . . . . . . . 109,

SIKORSKYS-76C++ . . . . . . 13, 27, 115,S-76D . . . . . . . . . 27,

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4 AVBUYER MAGAZINE – August 2015

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ransportation is an enabling tech-nology for economic growth andimproved quality of life. That con-cept is not new; it is well estab-

lished and broadly accepted throughout theworld.

While the mode of transportation often dif-fers between regions and societies, the factremains that when a primary mode of travel isdisrupted, everyone suffers. That fact wasillustrated several years ago when severeweather disrupted the primary river systemused to transport goods in an African country.The economic fallout in the region wasimmense.

In today’s global economy, safe and effi-cient air transportation is a basic requirementfor commerce and for national wellbeing.People who never travel via aircraft, or directlyinteract with aviation benefit from society’saccess to the global airspace. The variety ofcommercial goods shipped by air—from freshflowers to livestock to computer parts—is vastand surprising, and the many workers relatedto those goods are beneficiaries of the airtransportation system.

For many countries, such as embattledGreece, tourism is a key driver of the econo-my; most tourists arrive via air. Thus access to- and use of - airspace everywhere must be anational responsibility; in other words, a pub-lic utility, not a privatized system.

In the US, Representative Bill Shuster(Republican from Pennsylvania and Chairmanof the House Transportation and InfrastructureCommittee) called for privatizing the nation’sAir Traffic Control system. If successful,Shuster would essentially be handing controlof airspace access to the five or six major air-lines that dominate scheduled air travel. Thisgroup includes the same “big guys” who arebeing challenged by the US JusticeDepartment for colluding to control airlinecapacity in order to keep airfares high.

Shuster’s thinking is wrongheaded.Airspace is a national asset, and as suchshould be subject to oversight by a nation’selected representatives, as it is currently in theUS. Rather than using his office to curtailaccess to airspace, Representative Shustershould be calling for government funding foradvancement of aviation infrastructure, suchas the FAA’s NextGen system. Everyone in thecountry will benefit from the improvementspossible with NextGen technology, thus thoseinvestments should be facilitated by fundsfrom the nation’s General Funds (not solelyfrom dedicated fees such as the GeneralAviation fuel tax or the Airline ticket tax).

The European Commission appears totake a more enlightened approach to fundingATC modernization. It recently approved a$365 million (329m Euro) program to co-fundthe start of an industrial partnership betweenthe aviation industry and the public sector tosupport the Single European Sky Air TrafficManagement Research (SESAR) program.

AvBuyer’s August issue continues to pro-vide active participants in Business Aviationwith intelligence and need-to-know materialthat helps operators, buyers, sellers and bro-kers fulfill their areas of responsibility. Withinthe overall theme of Fleet Planning, DaveHigdon summarizes the perspectives of sever-al operators, Elliott Aviation’s Jim Becker dis-cusses economic and functional obsolesce,and Gamit’s Nadeem Muhiddin offersthoughts on supply and cost of spares. And,as usual, readers are privy to the research andanalysis of Rollie Vincent and Mike Chase aswell as others associated with JETNET.

AvBuyer—is pleased to serve, and wewelcome your feedback..

Jack OlcottEditorial Director & Publisher,AvBuyer - your source for Business AviationIntelligence

T

An Asset thatBenefits Everyone

WelcomeEditor’s

August 2015 – AVBUYER MAGAZINE 5Advertising Enquiries see www.AVBUYER.com

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Editor�Welcome�Final.qxp_JMesingerNov06��21/07/2015��10:23��Page�1

Editorial Focus

Business AircraftFleet Renewal

Missions and decisions, planning andmoney… What’s the key to managing the turnover of a company’s fleet?

30

8 AVBUYER MAGAZINE – August 2015 Aircraft Index see Page 4www.AVBUYER.com

High Flyers InterviewKen Brock, CEO, Names & Numbers, explains his passion for flying and

why his successful Kansas-based firm cherishes its Flight Department…

Carbon Fibre & The CabinAMAC’s Waleed Muhiddin discusses the pros and cons of less traditional

materials in cabin completions – specifically the recent trends for carbon fibre.

Aircraft Comparative Analysis – Falcon 900LX

How does Dassault’s Falcon 900LX square up against Embraer’s Legacy 650? Find out

in this month’s Comparative Analysis!

54

78

114

Contents�Layout�Aug15.qxp��22/07/2015��12:50��Page�1

ContentsVolume 19, Issue 8August2015

� BizAv Intelligence18 Measurements of Growth:

BizAv market analysis, reflec-tions, trends and comment...

24 What a Difference a DayMakes: Optimism abounded atthe Teterboro Regional Forum

38 Economic & Functional Obsolescence? (2 of 3): When does upgrading an older aircraft make sense?

38 JETNET >>KNOW MORE:What are South America’sBusiness Aviation trends?

� Boardroom58 The Virtue of Data Driven

Management: That which ismeasured improves – includingBizAv…

62 Old Habits Die Hard: What arethe difficulties of making goodaircraft pricing decisions?

66 Business Aircraft AcquisitionChecklist (Part 1): The itemsaircraft buyers should considercarefully

70 Differentiate Among AviationInsurance Carriers: There’sgood news for operators! Readon…

� Flight Department72 Avionics Mandates (Part 8): A

focus on NextGen mandateimpacts and status…

84 Refurbishment Choices: Howto make an older airplaneequal to new

88 Is Bigger Better? What sizeaviation company is the bestemployer for you?

90 Creating a Flight Department:Garnering support from deci-sion makers and stakeholders

96 The Effects of Poor CRM: Howwill you prevent CRM violationsin your flight department?

98 Understanding Spare PartsSupport: The A-Z process ofparts procurement

102 Retail Price Guide: 20-yearTurboprop aircraft price guidefrom The Aircraft Bluebook

106 Specifications: Turbopropaircraft performance andspecifications comparisons

� Community120 BizAv Review: Aircraft in

development & certification,OEM Bites and Arrivals

Next Month• GAMA Q2 Shipment

Report/Analysis• Cockpit Avionics• Safety – Managing PBN

August 2015 – AVBUYER MAGAZINE 9Advertising Enquiries see Page 5 www.AVBUYER.com

Contents�Layout�Aug15.qxp��22/07/2015��14:40��Page�2

Avpro�August.qxp_Layout�1��20/07/2015��15:32��Page�1

O'Gara�August.qxp_Layout�1��21/07/2015��17:23��Page�1

O'Gara�August.qxp_Layout�1��21/07/2015��17:23��Page�2

BIZAV INTELLIGENCE � MARKET INDICATORS


ndustry growth (remember that?) has beenrelatively modest by many measures. In thefirst half of 2015, growth has beenstubbornly absent, and no doubt

discouraging some prospective buyers fromcoming to the transaction table. Those who arebuying continue to find good values/deals foraircraft - especially in the pre-owned segment -with newer, well maintained assets on cost-per-hour programs.

Flight activity has increased modestly, and salesof new and pre-owned aircraft are also trendingsomewhat higher, but these are still not what manywould call the “good old days” of even just 7-8years ago. Overall inventory available ‘for sale’continues to hover at about 11% of the fleet, andpricing for both new and pre-owned aircraft isgenerally soft.

Over the last several months, there has been anotable shift in market sentiment, with owners and

operators of light and mid-size jets beginning toexpress more optimism than those operating largecabin business jets. The dramatic downward shift indemand from the BRICS and other emergingmarkets has encouraged many to look towards theUS for short-term sales opportunities. After a toughQ1 2015, US GDP growth is now expected to be inthe range of 2.3-2.5%, at least according to thelatest forecasts which, like the weather and theprice of oil, is notoriously difficult to predict.

Europe, despite the scourges of a potentialGrexit and a never-ending debate on pan-European policy, shows signs of strength after aprolonged period of stagnation. The latesteconomic forecast prepared in early July pegs EuroArea GDP growth in 2015 at 1.5%, and faster yet inthe large national economies of the UK andGermany, Europe’s two largest country markets forbusiness aircraft.

Indications are that flight activity in June 2015 in

As the heat of the summer encourages many to consider heading for thebeaches to enjoy the time-proven benefits of sun, sand and sea, RollandVincent, Editor, Market Indicators, pauses to review a number of Business

Aviation market indicators through the first half of 2015.

IRollie Vincent is President of Rolland VincentAssociates. His aviationmarket analysis is second tonone, and he is thecreator/director of theJETNET iQ program. With a solid background in marketresearch, economics andstatistics, he has more than30 years of experience inbusiness, regional andinternational aviation,including positions withBombardier, Cessna, Learjet,Flexjet, and ICAO. Contacthim [email protected]

Measures of Modest Growth

How Has the Business Aviation Market Panned-Out in the First Part of 2015?

MarketIndicators�.qxp_Layout�1��21/07/2015��11:42��Page�1


the world’s two most important markets –the US and Europe, together accountingfor about 80% of the business jet fleet - ismixed. Business jet cycles in the US wereup 3.4% in the month of June 2015versus June 2014, according to the latestFAA records on IFR arrivals anddepartures, as tracked by ARGUS (p24).

For the 12-month period ending inMay 2015, cycles were up 2.8% vs. theprior year, driven primarily by increasedUS domestic activity (see Table A). Forthe trailing 12-month period ending inJune 2015, business jet cycles were up1.9% and turboprops were up anencouraging 6.7%, according toEurocontrol (see Table B).

Meanwhile, pre-owned business jettransactions (whole retail sales) throughthe first six months of 2015 numberedjust over 1,000, down 5% worldwide overthe same period in 2014, according toJETNET records updated through mid-July. Seven of the last eight months (fromNovember 2014 through June 2015)have registered lower transactionvolumes than in the same month of theprior year.

For the 12-month period ending June30, 2015, worldwide transaction volumesare unchanged from the prior year. Inwhat appears to be an industry-widetrend, activity levels have stabilized at ornear-zero growth for the time being.

New Jet DeliveriesDeliveries of new business jets throughthe first half of 2015 are up 3% over thefirst half of 2014, according to JETNETdatabases updated through mid-July2015. By size category, deliveries ofLarge Jets (defined as Challenger 605up though Airbus ACJ/Boeing BBJ-classaircraft) are unchanged year-over-year inthe first half of 2015.

As expected, we’re beginning to seeimprovement in both the light and mid-size jet segments, consistent withimprovement in the economic outlookin North America and, to a lesserextent, parts of Europe. In fact, basedon available data through mid-July2015, deliveries of Medium Jets (aircraftfrom the Citation XLS+/Learjet 75 upthrough the Challenger 350/GulfstreamG280) are up 6% so far this year. SmallJet deliveries, which we categorize asaircraft from the Eclipse EA550 throughthe Learjet 70, are up 5% YTD.

By manufacturer, Bombardier remainsthe volume leader so far in 2015 with a

30% share of new business jet deliveries,followed by Gulfstream (25%), TextronAviation (23%), Embraer (13%) andDassault Falcon (7%). These patterns aresimilar to those of 2014, when Bombardieraccounted for 29% of new delivery units,Textron Aviation for 22%, Gulfstream for21%, Embraer for 17%, and DassaultFalcon for 8%, according to JETNETdatabases.

By region, North America accounts for62% of new business jet deliveries in 2015year-to-date (up from 59% at the sametime last year), followed by Europe at 22%(vs. 20% in 2014 YTD). These two regionsare far and away the leading markets for

Business Aviation, and bellwethers for theindustry – market sentiment indicatorsfrom JETNET iQ Surveys continue toindicate that owners/operators in thesetwo regions remain ‘relatively optimistic’over the next 12 months.

Latin America and Caribbean deliveriesaccount for 7% of the world total so farthis year (vs. 8% in 2014 YTD), while AsiaPacific has slipped to just 6% (vs. 9% in2014 YTD).

Combined, the remaining deliveries tothe regions of Africa, Middle East andFormer Soviet Union account for about 3%of deliveries in 2015 YTD, unchangedfrom 2014.



Frost & Sullivan’s recent business aircraft forecast analysispredicts the market will amount to a $27.94bn business in 2020,a 13.8% increase over the $24.55bn in billings postulated lastyear...The analysis reveals that charter, lease and fractional businessmodels will be affected as companies look to reduce costs. “Asthe economy stabilizes, the operating efficiency of innovativedesigns will push sales and pilot the global business aircraftmarket to new heights,” predicts Wayne Plucker, Frost &Sullivan aerospace and defense director.

While the global business aircraft market fell after theeconomic downturn in 2008 and was largely sustained by

large-cabin jet sales, Plucker believes the market’s now showing“substantial signs of recovery” thanks to the midsize jetsegment. North America and Europe are forecast to remain thelargest markets, even as Asia-Pacific, China, India and theMiddle East become “significant” growth centers.

“Business aircraft OEMs can finally profit from the demandthat intensified as businesses waited for an improvement in theeconomy,” Plucker says.

“While the heavy aircraft segment will maintain productionlevels, the light aircraft market will experience a rapid growth inthe near future.”MI www.gamaaviation.com

BizAv Market to Rise 13.8%


Buyers’ DesireAt this point in time, we might ask: Whatare buyers seeking in their aircraft? Whatare the attributes that they value themost? Which aircraft might best suitthese requirements?

JETNET iQ’s surveys of businessaircraft owners and operators typicallyreach more than 500 owners andoperators each quarter in more than 50countries. Drawn randomly from a poolof more than 21,000 fixed-wing turbineowners and operators worldwide,respondents to JETNET iQ Surveysreflect a representative cross-section ofBusiness Aviation customers and providedetails on their brand preferences(aircraft, engines, avionics, FBOs), aircraftpurchase and selling intentions (bothnew and pre-owned), aircraft purchaseinhibitors, and aircraft purchase criteria,amongst other things.

In the Q1 2015 JETNET iQ Survey,509 respondents from 53 countries wereasked to provide a ranking of up to fiveof the most important factors that theyconsidered when they made their mostrecent business jet purchase. Thesepurchase criteria are provided here(Chart A). For presentation purposes, weassign a weighting factor to eachcriterion. Their “Most Important”purchase criterion is allocated a weightof “5”; their “2nd Most Important”criterion is allocated a weight of “4”, etc.We then tally these weighted scoresacross all respondents and present themas represented here, according to thesize category of business aircraft that therespondent has in operation. Thesecategories are identical to those

definitions described above.At the lower end of the size-category

spectrum (Turboprops and Small Jets),owners and operators indicate that theyare most interested in performance,cabin size/capacity, purchase price, andoperating costs. Cabin and rangeconsiderations become more and moreimportant in the purchase decisions ofoperators in the Medium and

Large Jet categories.With these and other insights – such

as expert knowledge on the maintenancecondition and exposure-to-price ratio ofa specific pre-owned aircraft, salesprofessionals can be better prepared toaddress issues that are of most interestand concern to buyers.

MI www.rollandvincent.com

continued on page 24


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June Business Aviation flight activityposted a decrease from May to finish themonth down -0.2%; a small declineconsidering June has averaged a declineof -3.0% from May for the previous threeyears….Results by operational category weremostly flat, with Part 91 posting anincrease of 0.1%. The Part 135 markettechnically finished flat, but was actually30 flights lower than May. The Fractionalmarket posted a monthly decline of -1.8%.

Looking at the aircraft categories,turboprops continue to perform wellposting an increase of 3.1%, marking thefourth straight monthly rise for theturboprop market. Small cabin aircraftposted the only monthly rise in the jetcategories, up 0.1% from May, while mid-size and large cabin aircraft posteddeclines of -2.7% and -3.2% respectively.The largest monthly gain was recorded inthe Part 135 turboprop segment, up 4.7%.

Year-over-YearReviewing year-over-year flight activity (June2015 vs. June 2014); TRAQPak data indicatesthat June 2015 posted an increase of 3.4%;beating the TRAQPak forecast of 1.9%.

Results by operational category showedmore growth in the Part 91 and Part 135markets, up 2.6% and 6.2% respectively. TheFractional market finished the perioddown -0.5%.

Flight activity by aircraft category waspositive for all categories, with large cabinaircraft posting the largest gains, up 6.2%from June 2014. The turboprop marketcontinues to show signs of stabilization withan increase of 5.3% (the fourth year-over-yearincrease in a row). The small and mid-sizecabin markets posted yearly increases of2.5% and 0.8%, respectively. The largestyear-over-year gain for an individual segmentoccurred in the Part 135 turboprop segment,which saw an increase of 12.2%.MI www.argus.aero

BizAv Activity - US & Canada



Challenger Market SpotlightAre you thinking of buying or selling a used BombardierChallenger 300, 604 or 605? Then you’ll need to know howthey’re trending on the market right now...In his online exclusive blog available at AvBuyer.com, Elliott Avi-ation’s Jim Becker shines some insight on the Challenger300/604/605 markets… How is the Challenger 300 faring since

being replaced on the production line by the 350? What canyou expect to pay in a soft market for a Challenger 604? Is theremore activity year-to-date in the Challenger 605 market?

Analysing recent transactions, units for sale trends and othercontributing factors, Mr. Becker offers his observations onthese markets.MI Read the full analysis via http://www.avbuyer.com/articles/z-favorite-1/bombardier-challenger-market-spotlight-2015/ �

BizAv Activity -Europe

June Business Aviation departures inEurope increased 1.87 percent year-over-year, to 80,954, according to WingXAdvance.Piston and turboprop activity accountedfor the gains, rising 10.9 percent and 4.7percent, respectively, while business jetflying decreased -1.5 percent. Year-to-date, flights in the region are still laggingby -1.1 percent from last year.

Much of June’s growth came as aresult of activity in Western Europe, up 6percent from a year ago. In particular,Germany and France accounted for 37percent of all flights in the region andoverall activity in these two countries roseby over 2,300 flights over last year.Turboprop activity provided the strongestgrowth in Germany whereas France sawthe strongest growth in piston activity.Business jet flying increased 8 percent inGermany, but was flat in France.

Activity in the Mediterranean wasweaker, and the Russian marketcontinued to subside, falling 15 percentlast month. Flying in the CIS region isdown 30 percent year-to-date.MI www.wingx-advance.com


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Challenger 604 S/N: 5426• $6,495,000• Total Time: 6329:55 hours• Landings: 3397• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7• 12 Passenger Interior

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BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

get fired up about NBAA and the people who gatherwhen the industry bell sounds, as it did in Teterboro,NJ in June. It was an early morning bell for aLeadership Council Breakfast that kicked off the

Regional Forum. For those not familiar with the Council, itcomprises approximately 120 members who’ve stepped upto the plate and increased their dues-base to $10,000.00annually.This began a few years ago as NBAA worked diligently to

fund several important advocacy programs like No Plane NoGain. The Council continues today, andNBAA CEO & President Ed Bolen alwaystakes the opportunity to have a breakfastor other event to bring the group togeth-er and discuss the important legislativeitems that directly threaten our communi-ty. More importantly, he takes the time tolisten to the group and hear its ‘boots onthe ground’ concerns.By the end of the Forum, Teterboro – always the highest

draw for any of the annual NBAA Regional Forums – hadn’tdisappointed with over 3,100 attendees, beating the previousrecord of around 2,500. Packed with both new and used air-craft on static display, vendor booths and enthusiastic atten-dees, the event also hosted an array of educational topicsthat are always relevant and well-attended. The registrationfee included access to the educational programing, a greatnetworking lunch opportunity and a full day of aviationconversation.

OptimismMost important is the tone and feel of our industry apparentat the Regionals. Nine out of 10 people that I spoke with atthe event reported business was looking up. Optimism was atheme of the day, and business is ticking along at a positivegrowth rate. Sure, aircraft prices remain in flux. However,transactions were inching up and we all know what happenswhen an aircraft sells: business gets going again; pilots getemployed; insurance policies get sold; hangars get rented;fuel is purchased; and modifications get booked. Our indus-try continues to be important to towns, cities and states, and,most importantly, employment gets a boost because routinecommerce is accelerated!If we take a careful look at some of the industry trends, we

see that the future of growth will be in North Americabecause of our strong economy. Every indicator speaks to thependulum swinging back towards North America.Prognosticators predict this swing to last as long as ten years.Manufacturers are seeing their order books bulge with

orders from North America, and pre-owned activity is alsoshifting back to the States. This doesn’t mean activity hasstopped in other parts of the world; it just means the bulk ofthe transactions and growth have shifted. So much of oursales growth has been focused on the emerging markets overthe last decade that this resurgence of business in NorthAmerica is welcomed!A look at the available inventory of pre-owned aircraft in

most segments shows that the inventory ‘for sale’ is mostlylocated outside of North America, which is part of the shift-

ing phenomenon. When sales werebooming in distant countries, aircraftwere being sold out of the US. Now withslowing economies and other concerns inthese countries, inventory is beingoffered back into the area of growth—theUS.Other very positive trends include

modification shops being busier thanthey have been for some time. The majors report the size oftheir projects to be larger in terms of dollars committed thanthey’ve seen for many years.Other service-related businesses are also seeing the

increase in activity. Engine and airframe programs are experi-encing increased growth, and fuel suppliers are enjoying theincrease. It seems as if we, as an industry, have hit our stride.

TrickledownA huge thank you to NBAA and its dedicated staff - it is soenriching to have a get-together in Teterboro. In the comingmonths we should all begin to feel the trickledown-effect ofthis business renewal.We can certainty expect some ebbs and flows, and there is

no reason to believe that unstable pricing will not be a nor-mal occurrence for the foreseeable future. After all, the realityof our ‘new normal’ should include the idea that aircraft aredepreciating assets.Every day, every hour, equipment begins to decline in

value. This should be a fairly predictable and manageabledecline – one we can all live with once we accept this reali-ty—but the trend to watch and appreciate is the positivegrowth that we are seeing. �

I

What a Difference a Day MakesJay Mesinger sensed optimism coursing through the industry veins at the recent NBAA Regional Forum in Teterboro. Was it exhibit-hall hype, or something altogether deeper rooted?

Jay Mesinger is the CEO and Founder of MesingerJet Sales. With 40 years’ experience in the aircraftresale market, Jay also serves on the Jet AviationCustomer and Airbus Corporate Jets BusinessAviation Advisory Boards (BAAB). Contact him at [email protected]


“ Most important is the tone and feel of

our industry...”

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or many multi-aircraft operations, fleetrenewal tends to be an ongoing affair,assuring continuous access to a viable,cost-effective, mission-capable fleet, even

though for 75 percent of business aircraft opera-tors, that fleet consists of just one aircraft (perNBAA Fact Book). Irrespective of the number ofaircraft that comprise the fleet, however, fromspeaking with a number of pilots engaged in theprocess of fleet renewal the considerations andconcerns largely follow the same thinking, even ifthey do vary in scale.

“When you have a real 'fleet' to manage, theplanning and execution lead-times multiply withfleet size,” said the chief pilot for a small Midwestreal estate company, adding that companies oper-ating a single airplane tend to act on the same cat-alysts that influence companies managing multipleaircraft – namely economics, capabilities, efficien-cies and age.

Advance PlanningConsultants generally recommend that flightdepartments make advance plans for potentialrenewals, replacements and upgrades. “Selling andbuying a complex, expensive asset like a businessaircraft isn't something that you start on Mondayand finish on Friday,” noted one consultant.“Ideally you give yourself plenty of time to analyze,shop and transact. That's true whether you’re con-sidering a new airplane or something pre-owned.”

Planning fleet upgrades generally involves morethan asking how much more (or less) will meet thecompany's needs. An aircraft renewal projectunderstandably draws scrutiny from the peoplehandling the funds; the process also involves thepeople who most use the aircraft for satisfyingcompany needs.

The solution most commonly suggested is data-driven planning, according to the severalconsultants interviewed for this story.

Business Aircraft Fleet Renewal:


F

‘Fleet renewal’, ‘fleet replacement’, ‘fleet upgrading’ - all are different names for acommon process: Managing the turnover of a company's aircraft, notes Dave

Higdon. But what is the key to getting it right?

BIZAV INTELLIGENCE � OWNERSHIP

Missions & Decisions, Planning & Money

Dave Higdon is a highly respectedaviation journalist whohas covered all aspects ofcivil aviation over thepast 35 years. Based inWichita, he has severalthousand flight hours,and has piloted prettymuch everything fromfoot-launched wings tocombat jets. Contact himvia [email protected]

BUY�&�SELL�AUG15.qxp_Finance��21/07/2015��12:22��Page�1

A data-driven replacement/renewal plan includes:

• Planning to tap company resources for the renewal;• Validating the logic for the change;• Providing a starting point for the finance, legal and tax

experts in the company to assess the proposed change;• Informing the executives to help them make a smarter

decision;• Helping the flight department make its case with the data

employed, thus giving the department a more authoritativevoice in the process.

Numerous catalysts exist that prompt a change of aircraftsuch as new and different missions; the inability of existing air-craft to handle changing demands; business expansion thatadds new or different needs – or territories; or the mere costsof continuing to fly the existing aircraft. Data on how the pres-ent aircraft is used – how many flights, to where, and carryingwhom – along with aircraft flight hours and the various costs(fuel, maintenance, insurance, etc.) can help decision makerssee the basis for the needed change.

In comparison, a flight department unprepared for anupgrade may find itself in reactive mode should executives uni-laterally decide to renew or replace one or more aircraft. Thelead-time involved can run into weeks, months, even years –particularly if the existing aircraft's age runs into double digits.

Consider how the following operators handled the eventuali-ty that the only constant is change, including where aircraft areconcerned...

Follow The FinancesWhen the small real estate company upgraded from a piston toa turboprop, the company owner understood that decisionmeant moving into a higher operating-expense bracket. Butgiven that costs and deficiencies of the existing pressurized, tur-bocharged cabin-class piston model began to become a bur-den on the company's travel needs, the propjet actually helpedeliminate costs induced by maintenance.

“The new airplane let us reduce travel times and allowed usto expand our reach,” the chief pilot explained. “Our peoplegained back precious time.”

Years after fully depreciating that propjet, similar issuesinvolving maintenance and productivity surfaced, promptinganother step up. An examination of how the candidate aircraftwould fit into the company's travel was undertaken, using his-torical data. Trip-by-trip comparisons of the prospectivereplacement options versus the propjet led the company to itsconclusion. “This renewal needed more financial horsepowerthan our own operations could justify,” the pilot explained. “Butthe potential benefits of a faster, more-comfortable aircraftproved powerful – so we moved ahead.”

Today the new aircraft – a light jet – spends part of its timeflying on a Part 135 certificate, which helps offset its costs; thebalance of its flying time goes to the real estate company. “Inthe end it was about growing the company while keepingwithin our finances, and this arrangement does both.”

And once again the accelerated depreciation available was-n't used. “The accountant told me it made more sense for us tospread out the tax benefits. He made his financial case, just as Isold the firm on how much time we could save by stepping upour cruising speed about 100 knots.”

Aging equipment tends to need more maintenance, moreoften. Engine overhaul costs can be a catalyst to replace an air-craft. By the same token, engine fuel efficiency continues toimprove on new models, but older aircraft tend to become lessfuel efficient with age. All factors considered these days, oper-ating older business aircraft becomes an economic challenge.

Operating and maintenance costs aren't always the soleunderpinning to fleet renewal decisions, however, though theyare significant. Similarly, tax benefits alone seldom drive a com-pany to replace an aircraft. Thanks to new-equipment war-ranties, hourly maintenance coverage for the engines and air-frame, tax implications and the popularity of the light jet, theowner of the real estate company saw a small but significantfinancial benefit in transitioning to a light jet with the manage-ment firm handling charter flights.

As our real estate firm’s chief pilot put it, “Your results mayvary; check out everything.”

Mission Not AccomplishedSeldom, if ever, does a company invest in a business aircraftwithout a mission defined for that investment. Savvy operatorslearn quickly how to deploy the aircraft to support revenue andprofit growth, improve personnel productivity, support their cus-tomers' needs and, not surprisingly improve employee motiva-tion and satisfaction. All good – until, that is, the aircraft nolonger delivers what the company needs.



Reasons for this vary: A change in missions; number of mis-sions; number of people flown; or destination change isidentified.The need for an aircraft that is more mission-suitable drives

many a fleet renewal. And planning for the upgrade can startlong before that time arrives. One transnational company withthree aircraft employs a rolling renewal process to help stayahead of ‘mission creep’ and to always have aircraft no olderthan seven years. One factor in this company's process requiresacting while the residual value remains high for the outgoingasset, according to a lead pilot with the Great Lakes regioncompany.“The last time we expanded the fleet was because we had a

new mission to fulfill – international expansion – and needed alarge-cabin trans-oceanic jet to support those trips,” the pilotrecalled. Since international trips generally occur only aboutonce a month, the aircraft selected was chosen to fit well withits two smaller mid-cabin hangar-mates used on domestic trips.“It works well on our medium and short trips, and if runwaylength is an issue we have the smaller jets to deploy; they caneach reach both coasts from our headquarters.”Before any of this company's jets hit the age of five, the

chief pilot for the type starts working with staff - from financeand its internal clients - to select a replacement, typically fordelivery two years later. “That helps us stay on the cutting edgewhile keeping overall costs in check,” the pilot explained. Buteach time the drivers remain constant: Efficiency and missionfulfillment.

When Size MattersThe “mission creep” mentioned above sometimes involvesmoving more people between the same points (as opposed tomore flights to more, or further-away destinations). The need tocarry more people in the cabin may require flying with areduced fuel load to stay within operating and regulatory limits.That, in turn, may require adding a stop – necessitating a

two-leg trip in the same aircraft that previously handled the mis-sion non-stop. This outcome works almost as inefficiently assending two aircraft to accommodate the people when theusual aircraft lacks the capacity to fit them all into the cabin.“Sending two aircraft? That’s always expensive, and usually

inefficient,” explained the senior pilot for a Northeast concernwith manufacturing facilities scattered across the US. After anexpansion in 2013, the company found itself needing to movemore people than could be handled by either of its two existingaircraft. “We were making the same number of trips butincreasingly facing loads that meant making a fuel stop...but wereally couldn't justify a third aircraft.”The solution started to materialize with an unsolicited call

from a broker representing a client interested in the smaller ofthe company's two jets. “We were already starting to research areplacement for that aircraft and looking at models able to han-dle the new demands and carry us through a few more years ofgrowth,” the senior pilot explained.The broker's client needed to downsize from its medium-

cabin jet, and company executives wanted to replace it with asmaller aircraft still capable of handling the lighter missions.What might have been a tailor-made solution (the two compa-nies swapping jets with a bit of cash to the company divestingitself of the medium jet) fell apart because the larger jet stilllacked the payload to accomplish the missions needed by the

Northeast-based concern.“We found a taker for our light jet, but didn't find a keeper

to replace it,” the senior pilot recalled. But another bright spotemerged: The broker. “He had a line on a jet that, admittedly,was larger than what we were originally considering, but heshowed us why it was a good choice.”The super-midsize jet being considered offered much greater

range than originally sought – and with that ability came theflexibility to carry fuel for the shorter legs and still use the pay-load for the extra people and baggage the smaller jet couldn'thandle – thus solving the company's problem. “And”, the sen-ior pilot added, “the option started company executives look-ing at opportunities opened up by the larger jet. It presents uswith options unavailable with our old capabilities.”

When a Plan Comes Together!Whether adjusting upward for growing needs or dialing backbecause of reduced requirements, the best approach remains aplanned transition – and plans take time to research, developand execute. “Changing aircraft should be approached thesame as any other investment in a company's productionassets,” said one consultant who regularly works with clients onfleet renewal and replacement projects.“The smartest companies don't buy production equipment

without a plan; they don't invest their dollars without an idea ofwhy or when. Managing the fleet, whether one aircraft or 10,should command the same degree of thought and planning asany other asset used to make the company effective.” �




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e have found that, for many opera-tors, the answer to the above ques-tion is ‘yes’. Despite the fact that anaircraft has a physical life and an

economic useful life (see Part 1 in the July editionof AvBuyer p78), older corporate aircraft areindeed viable solutions to a certain type of opera-tor as we’ll discover below…

In the past year alone, over 600 jets older than25 years have transacted, not only including older

Challengers, Citations, Hawkers, Learjets andGulfstreams, but also those built by companies thatare no longer making aircraft (i.e. Sabreliner andIAI).

The evidence shows that owning a jet older than20 years can make sense to various operators.Even though many of these aircraft are facing eco-nomic obsolescence, their owners have chosen toinvest the capital necessary to bring the aircraft upto modern standards.

Economic &Functional Obsolescence?

(Part 2)


W

Last month, Elliott Aviation’s Jim Becker discussed economic and functional obsolescence as it applies to older corporate

aircraft. Can it make economic sense to invest an amount in an aircraft exceeding its market value?


Jim Becker is a valued and respected AccreditedSenior Appraiser with theAmerican Society ofAppraisers. He also holdsan FAA Airframe & PowerPlant Mechanic license.With nearly 25 years in the aviation industry, 20 of those years have beenwith Elliott Aviation in the capacity of valuing aircraft. Contact him via [email protected]

Upgrading Older Aircraft Makes Sense For Many Operators...

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Who Invests & Why?There are several reasons why an owner/buyer would choose toinvest in a decades-old airplane. In some cases, it’s an operatorwho has owned their aircraft for many years: It is a known entityto them - they know its maintenance and operational historyand are comfortable with their aircraft’s performance and oper-ating costs. They don’t have a foreseeable change in their typi-cal flight mission, and by keeping their older jet, they don’tneed to re-train their flight crew on a different aircraft type.

I recently spoke with the owner of an older model Hawker800XP who invested in modernizing their aircraft with the latestHoneywell CDS/R with FMS 6.1 avionics, along with new paintand interior. While that investment neared the value of the air-craft, they have owned the jet for many years and were verycomfortable flying it. Their crew is familiar with operating theaircraft and, for them the size of the cabin was perfect for theirmission needs.

Similarly, I saw an owner of a late-1970s King Air 200recently spend over $1.5m dollars on upgrades, replacingthe avionics with a state-of-the-art Garmin G1000 panel,upgrading the engines with more powerful PT6A-52s, andrefurbishing it with a new paint and interior, all-new wingboots and fuel cells.

To some, it would seem pure folly to invest this kind ofmoney in an aircraft with a value well below $1m, but if you digdeeper, you can see why it made sense for them (they had pur-chased the aircraft new and it had served them well for aboutforty years). The cost of replacement like-for-like with a newermodel would have been greater.

Generally speaking, this particular owner-type is happy withtheir maintenance-provider, and the aircraft owned still receivesa good level of support from the OEM.

Another motivated group would be the aircraft buyer whosimply doesn’t want to pay the price of a newer model. Theycan purchase an older aircraft, and similar to the owners in theabove case studies upgrade the avionics, paint and interior -even the engines in some cases. Although this buyer-type mayhave invested more in the aircraft than its market value, theyend up with an aircraft that has been brought up to modern

standards for less money than buying a newer aircraft already atthose standards.

A third group also seeks to take advantage of the low acqui-sition cost of an older aircraft… Some charter operators havebeen taking advantage of price declines for older jets. Althoughthe acquisition savings may be offset somewhat by higher oper-ating costs, it still makes economic sense to them to follow thisroute. In many cases they can charge the same hourly rate foran older aircraft as for a newer one, especially if the cosmeticsare good.

The Lending MythWhen used aircraft prices started falling in 2008, many aircraftlenders restricted the types of aircraft that they were willing tofinance. Buyers of older aircraft aged 15-years-plus found limit-ed choices for finance as many lenders refused to underwritethose jets. This put additional downward pressure on thesemodels.

It’s a myth, however, that aircraft lenders won’t loan on anolder aircraft. Companies such as Aircraft Finance Corporation(as an example) specialize in older aircraft. While no age restric-tion is placed, there is a preference to loan on aircraft withfewer than 10,000-12,000 airframe hours though.

Closing ThoughtsHopefully the above discussion illustrates that an older aircraftthat might have become obsolescent in the opinion of some isnot necessarily obsolescent to all. There can be many reasonsto purchase, or continue flying an older aircraft. Many factorswill determine whether an aircraft can be operated economical-ly or, in fact, has become obsolete.

The ultimate decision maker is you. You decide if your air-craft is still providing the required level of service and reliabilityand if, in some cases, it is worth it to you to invest an unrecov-erable sum of money in that aircraft.

Next month, we’ll focus specifically on the buying segmentfor older aircraft and consider what the buyer of an older air-craft should consider to ensure they walk away from the dealsmiling… Stay tuned! �



AC�Obsolescence�AUGUST15.qxp_Finance��21/07/2015��11:31��Page�2

2009 Hawker 4000S/N: RC-24. Reg: N269LB1,236 Hours since NewHoneywell Primus Avionics SuiteBlock Point Inspections / Load 20Mod-Output CompletedLump (Low utilization inspection) cw.March-2015

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he eyes of the industry turn toSao Paulo, Brazil for LABACE,set to be held on August 11-13, 2015. As we break downthe numbers of the world fleet

of business aircraft (Table A), we can seethat South America is home to 1,418 – or8% - of the wholly-owned business jets,and 1,923 (14%) of the wholly-ownedbusiness turboprop fleet.

South America ranks fourth amongcontinents for the size of its business jetfleet, and second for business turboprops.(It’s interesting to note that only 34 busi-ness jets currently separate third-placedAsia and fourth-placed South America.

Ten-Year RecordChart A (right) depicts the ten-year recordof the business jet and turboprop fleetsbased (as opposed to registered) in SouthAmerica. Business turboprops are morenumerous than business jets, but bothsegments have shown strong and steadygrowth over this ten-year period (2006 to2015) while maintaining roughly the sameseparation during the period.

South American Business Jets (ByOEM)Textron (Hawker, Beechjet and Cessna)lead all Business Jet OEMs for aircraft inoperation in South America by some dis-tance (see Chart B, overleaf), followed byBombardier and Embraer. These ‘TopThree’ OEMs account for a combined85% of the 1,418 business jets inSouth America.

Ahead of LABACE2015, Mike Chase and Marj Rose share

the latest JETNET >>KNOW MORE statistics for the

used business jet and turboprop markets in South America.

South America’s Business Jet &

Turboprop Fleet Trends


BIZAV INTELLIGENCE � GLOBAL MARKETS

TTABLE A - Worldwide Fleet of Business Aircraft

532

1,418

1,070

1,923

0

500

1000

1500

2000

2500

Num

ber of Aircra

Business Jets Turboprops

Source: JETNET; Presenta!on and Analysis by Chase & Associates

CHART A - Ten-Year Fleet Record, South America Ten Year View South America Business Jets & TurbopropsJune 2006 to June 2015

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South American Business Turboprops (By OEM)Of the turboprop OEMs, again Textron(Hawker and Cessna) lead the way in SouthAmerica with 1,256 aircraft (65.3%) of thetotal 1,923 business turboprops in opera-tion there. Piper and Turbo Commandercomprise the remaining ‘Top 3’ OEMs, andcombined with Textron account for 88.6%of all the business turboprops in SouthAmerica (see Chart C, above).

Top South American Operating NationsThe Top Four Business Aviation operatingcountries in South America (Brazil,Venezuela, Argentina and Columbia) ac-count for 94% of all the business jets, and87% of all business turboprops within theregion.

Brazil leads, with 817 business jets and801 turboprops. Brazil’s expected GDP de-cline for 2015 is -1.4% and return to growthis 0.06% for 2016, according to the IMFEconomic Outlook. (The World GDP is ex-pected to grow at 2.6% for 2015 and 3.3%for 2016 as reported from a base year of2014.)

As depicted in Tables B and C, we out-line the top ten largest fleets for businessjets and turboprops, by country, withinSouth America.

Business Jets & Turboprops(Make/Model)Table D (opposite) illustrates that the Em-braer Phenom 100 (96 units) and TextronCaravan 208B (229 units) lead the top-tenbusiness jet and turboprop models based

Textron 1,256 65.3%

Turbo Commander

220 11.4%

Other 154 8%

Piper Cheyenne

228 11.9%

Jetstream 65 3.4%

Textron

Piper

Turbo Commander

Jetstream

Other

BIZAV INTELLIGENCE � GLOBAL MARKETS

CHART C - South American Business Turboprops (By OEM) Business Jets - South America - June 2015

TABLE B - Top-Ten Operating Countries

TABLE C - Top-Ten Operating Countries

Textron 714 50%

Bombardier 312

22%

Embraer 178

12%

Other 25 2%

Gulfstream 108

8%

Falcon 81 6%

Textron

Bombardier

Embraer

Gulfstream

Falcon

Other

CHART B - South American Business Jets (By OEM) Business Jets - South America - June 2015



in South America respectively. Also, in-cluded in this table is the comparison ofthe total Business Jets and Business Tur-boprops by model based around theworld.

Fleet Age ComparisonsFinally, illustrated in Table E (right) is theage of the aircraft fleet, comparing World-wide, US and South America. The most sig-nificant finding is the number of businessturboprops aged 31 to 40 years (high-lighted) that form 41% of all business tur-boprops operating in South America. Thisis a very high percentage compared to theother age groupings and suggests that fu-ture retirements could make way for newerand younger business turboprop deliveriesinto the region in the future. (Business jetsaged 31-plus years make up 25% of thepopulation within South America.)

SummarySouth America continues to be a majormarket for business jet and turboprop air-craft activity and most forecasts are opti-mistic about this market. As noted, thelarge fleet of aging turboprops in the re-gion may present an opportunity for someaircraft OEMs, as replacements could berequired soon!

The question is: will they be replacedwith turboprops or will we see upwardmovement into entry-level or mid-sizebusiness jets? As always, we will continueto monitor this market and update ourfindings. �Are you looking for more market insight?Visitwww.avbuyer.com/articles/category/business-aviation-market-insight

Mike Chase (president, Chase & Associates) andMarj Rose (president, MarketLift), offer highlysought-after aviation market research expertise.Contact them via [email protected] [email protected].

JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com.

TABLE D - Business Jets & Turboprops (Make/Model)

TABLE E - Fleet Age Comparisons


Search for the world’s best jets at AvBuyer.com


Rani Singh writes about aviation. A soughtafter Journalist andauthor she also reportson news, foreign affairs,politics and business withthe world’s largest newsorganization.

en Brock, CEO of Names and Numbers,thinks back to one hot summer’s day. “APiper Cub – who knows what it really was– landed in a field, out of gas. Along with

most of the local six-year-old kids I escorted the piloton foot to the local gas pump where he got enoughgas to fly again.

“As he lifted off from the meadow, he made aclimbing turn not more than 100 feet in the air andlooked directly at me and waved goodbye. Fromthat day forward, I had the ‘bug’ and a fascination forflying that would last a lifetime.”

Since then, Ken has flown a Cessna 150, a PA-12and a J-3. In a PA-28-140 he made a solo flightcross-country to McComb, Illinois and back. He con-tinued to build flight time in a variety of Piper 140suntil he earned his private certificate in 1970, afterwhich he enjoyed flying a Beech Baron (which he

later changed for a C90B King Air). There was morefun to come.

“In March 2001, my wife, Debbie, bought an hourof time in a P-51 as a birthday gift, which offered agreat hour of aerobatics and a really special event.”

Ken pressed on, building time in the King Air andlater bought a Premier I business jet in May 2004.“In about that same timeframe, I traded the King AirC90B for a B200, and in 2007, traded the Premier Ifor a Premier IA.

For a while, our Flight Department owned twoPremiers. I traded the KA 200 for the latest Premier,but in December, 2010, we took delivery of a CessnaCitation Mustang in place of the older Premier. Hav-ing started in 1965, Ken has been flying for 50 yearsnow, and ever since his business began growing, ithas been a great convenience to have access to anairplane for business trips.

High-Flyers: BizAv Produces Better Profit Numbers


K

Successful Pittsburg, Kansas-based Names and Numbers nurtures and cherishes itsflight department, Ken Brock tells Rani Singh. Here’s why…

BOARDROOM � CASE STUDY

BG�1�Aug.qxp_Layout�1��21/07/2015��10:15��Page�1

1st Source Bank March_Layout 1 18/02/2015 12:02 Page 1

How It BeganAfter the company he worked for previously wassold, Ken was able to buy a fledgling company—Names and Numbers, which publishes telephonebooks designed specifically for the communitiesthey serve—from a friend.

“Each book has a significant amount of local in-formation not easily or quickly available otherwise,”Ken outlines. “For example, we have a cross-refer-ence section in our books that allows you to lookup a person by their phone number if that is all youhave. Our directories are very well used and in de-mand in each of the markets we serve.”

Having acquired the company Ken opted not torelocate it. “Pittsburg is a small town in SE Kansaswhere there is a quality of life and a work ethic thatlends well to successful businesses,” he notes – es-pecially with the assistance of Business Aviation.

“I could fly to a meeting and arrive within threehours, then return home that same day. Flying com-mercially or driving would have taken much longeras I live two hours from a commercial airport. Hav-ing our own aircraft makes it possible for us to flydirectly to our destination from our home. We canachieve in one day the amount of work we woulddo in two to three,” he elaborates.

“I am currently type-rated in both of the jets thatmake up our flight department today, and I do fly‘left-seat’ on many of our trips,” he notes. “Withoutour flight department we could never have built ourcompany like we did. We currently serve 70 differ-ent markets in 11 states and use the airplanes in ourflight department on a weekly basis.”

Match to MissionKen’s flight department is a vital organ of his com-pany, one that he takes great care of, with great in-terest. As this article was being written, Names andNumbers was taking ownership of a Cessna Cita-tion XLS jet to replace its Premier IA and join theCitation Mustang the company already owns.

He offered that his flight department's goals areto serve the company’s business needs more effi-ciently. When Names and Numbers is able to up-grade its aircraft, the decisions made are alwayswith business needs in mind. There were many fac-tors in the decision-making process to purchase theXLS, according to Ken, much like any other busi-ness decision. It didn't happen overnight, and itwas part of a long-range plan.

His team chose the XLS based on its perform-ance as well as the reputation for reliability andgood service from Cessna. “The XLS will fly, for ex-ample, at 45,000ft compared to the 41,000ft of ourPremier,” Ken added. “This means we can climbabove nearly all storms and often out of the heavi-est head-winds.”

In addition to the capability of getting above theweather, the XLS provides a longer range. “We arelocated in the midwest, so with the XLS we nowhave the capability of flying anywhere in the USwithout making a fuel stop – even with a full load.

“Additionally, the fuel capacity on the XLS willallow us to make economical fuel purchases. Wewill save a great deal on jet fuel simply by havingthe option of buying fuel where we want, and whenwe want.

“Meanwhile, our Citation Mustang is utilized forshorter distances or for when we have fewer pas-sengers. Again, this option enables our flight de-partment to operate as efficiently as possible.”

Racking Up ExperienceAbout 25 years ago, Ken set a goal of flying 5,000hours over 50 years. Over his half-century of flight,Ken has surpassed that goal with more than 5,200hours. “Since aviation is only about 120 years old, Iguess I can say I’ve been flying about half of avia-tion’s existence! I can definitely say without reserva-tion it is still as much fun today as it was when I firstclimbed into the cockpit of a Piper Cub in 1965.What other vocation would remain enjoyable for 50years?”

Ken’s enthusiasm pervades his company. Theprofessional pilots that work in the flight depart-ment at Names and Numbers each have been therenearly 10 years and enjoy their work.

“I hope I will inspire some six-year-old to fly likethe ‘Piper Cub’ guy inspired me so many yearsago,” Ken smiles in conclusion. “Aviation has forme been a wonderful, rewarding part of my life!” �

Are you looking for more Business Aviation CaseStudies? Visit www.avbuyer.com/articles/categories/business-aviation-interview-case-studies

“We canachieve in

one day theamount ofwork wewould do

in two to three.”


BOARDROOM � CASE STUDY

BG�1�Aug.qxp_Layout�1��21/07/2015��10:16��Page�2

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onventional Wisdom has a quaint, com-forting sound to it. Unfortunately, whenchallenged or tested, much of it can befound to be based on half-truths. Avia-

tion is a science. Professional pilots pride themselveson the precision of their flying. The management ofthe flight departmental also requires precision. Thus,as a Board, you should be looking for useful ways tomeasure your Flight Department’s performance andthe value of the company aircraft as a business tool.

One area that is ideally suited for measurements isthe maintenance condition of the aircraft.

Scheduled Airlines were the first drivers of reliability-centered maintenance. Conventional wisdom yearsago suggested that old parts fail most frequently andthat the best way to prevent a problem was to over-build a part initially and replace it while much of itsuseful life remained. Research driven by data and ex-panded over many years led to aircraft maintenancesystems that now are both robust and cost-effective.Today, parts are replaced when their condition war-rants replacement—hence the name “on-condition”for such a maintenance protocol. Business Aviationwas late to adopt this view, but today this community


C

The Virtue of Data-Driven Management

For professionals who fly with precision and leave nothing tochance, it is time for Business Aviation leaders to apply metrics in

their managerial duties, suggests David Wyndham…

BOARDROOM � OWNERSHIP

That Which is Measured Improves...

Ownership��Aug15.qxp_Layout�1��21/07/2015��10:10��Page�1

is a leader in data-driven maintenance.In particular, the civil helicopter community has

taken a leadership role in maintenance monitoringwith Health and Usage Monitoring Systems, typicallyknown as HUMS.

With over a decade of experience, the civil heli-copter industry has discovered that not only doesaircraft reliability increase when aircraft condition ismonitored, there also are benefits to safety and op-erational control too.

CAMP Systems started out with basic computer-ized maintenance tracking. Today the company hasdeveloped advanced systems for tracking and re-porting the maintenance condition of the aircraft,and has expanded into engine health monitoring forPratt & Whitney and Honeywell engines. Other third-party companies also work on data collection sys-tems for business aircraft.

Factory Furnished EquipmentMeanwhile, Gulfstream’s PlaneConnect is an aircrafthealth, trend and monitoring system that collectsreams of data on the aircraft’s status and datalinksthat information to the maintenance team on theground for analysis as the aircraft begins its descentfor landing. Thus ground crews are aware of anyissue that must be addressed prior to the aircraft’snext departure.

Dassault Falcon is implementing a similar systemwith its newest models. The Falcon 5X will beequipped with an on-board self-diagnosis systemcalled FalconScan, which will monitor the aircraftsystems and collect about 10,000 parameters inreal time. The technological advancement that hasenabled monitoring of aircraft condition is the abil-ity for near instant communication. The Internet,Wi-Fi, cellular data and satellites have providedreal-time data collection and reporting to the flightdepartment.

Today, Business Aviation recognizes the use ofdata tracking for maintenance. In fact, it is difficultto sell a turbine airplane that does not have somesort of electronic record-keeping and maintenancereporting. For the aircraft and engines, we are mov-ing toward measurements and data reporting inreal-time.

But there are many more opportunities to makeuse of data in the management of the aviation op-eration. Tracking internal engine temperatures canlead to better understanding of the wear inside anengine. Tracking the operations of the flight depart-ment itself can also yield valuable metrics that avia-tion managers can use to minimize fuel burn and flymore efficiently.

While quality control engineer and statistician W.Edward Deming is often credited with saying “Whatyou don’t measure can’t be managed” (he didn’t),measurements for measurement’s sake leads todata overload and an inability to see the trends thatmatter. With regards to measurements, the corol-lary statement is, “If you step on the scale, you’dbetter do something about it.” Raw data without asystem for analysis and a mindset to use the infor-mation data provide, are of little value.

Management’s RoleData-based management starts at the top. A corpo-ration thrives on profit and loss. Management has anumber of metrics that indicate not only the currentprofitability of the company, but trends that will af-fect long-term profitability. What are some of themetrics your company uses for its various businessunits?

Yardsticks need to be tailored to the business

David Wyndham isco-owner & presidentof Conklin & deDecker where his ex-pertise in cost and per-formance analyses, fleetplanning and life cyclecosting are invaluable.He’s formerly an in-structor pilot with theUS Air Force. Contact him via [email protected]


“With regards to

measurements,the corollarystatement is,‘If you step

on the scale,you’d better

do somethingabout it.’”


“Knowing

what to

measure and

tracking trends

will yield

small, but

meaningful

improvements.”

function. A metric that works for Human Resourcesmight lack meaning and usefulness in the manufac-turing process. What are the metrics, or “keep”measures, that can help determine how well yourflight department is doing its job?

Business Aviation is a means of transportation forthe firm’s personnel and clients. As such, immedi-ately after safety, service should be your Flight De-partment’s top priority. Measuring customer service,however, is not a familiar activity. With safety, acci-dents are a terrible measure, but they are indeed ametric. Organizations that value safety seek smallermeasures like incidents as well as processes andprocedures that are not followed properly, to tracktheir quest for safe operations. Using such meas-ures, intervention can be instituted before tragedyhappens.

The concept of developing and using metricscan be applied by the aviation manager to identifyproblem areas before they become debilitating.Successes also can be measured. Knowing what tomeasure and tracking trends will yield small, butmeaningful improvements.

Data to be measured can be more than hoursflown and passengers carried. Things like deniedtrip requests and days the aircraft is unavailable dueto maintenance can lead to a discussion of whetherthe current aircraft is adequate or whether it is timefor another aircraft. Tracking sales made by passen-gers flown on the business aircraft as well as newcontracts signed as a result of meeting with clientsalso are very important metrics of a businessaircraft’s usefulness.

Flight departments should be led by managerswho appreciate the need to be data oriented. Partof this mindset comes from the corporation’s cul-ture. I’m working with several companies to de-velop and maintain various metrics that the flightdepartments can use to improve the levels of serv-ice as well as better manage their costs. Staffing,additional duties, and days away from home arealso being looked at by this group. Using a data-driven philosophy, the group is making positiveprogress to improve as a flight department andservice organization for the corporation.

Just as the flight department needs to focus onsupporting the goals of the company, so must met-rics support the ability of the flight department touse their assets wisely and cost effectively. Organi-zations like the National Business Aviation Associa-tion and Helicopter Association International aresupporting these measurements though educationand industry cooperatives. The leadership of this ef-fort comes from forward-looking aviation managerswho understand and support the needs of thecorporation. �

Are you looking for more Business AviationOwnership articles? Visitwww.avbuyer.com/articles/category/business-aviation-ownership

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uying and selling business aircraft involvescomplex financial transactions, usually withconsiderable sums of money changinghands. We use procedures unique to our

industry, such as “Back-to-Back” transactions, attimes with limited transparency. We engage highlysuccessful entrepreneurs and major corporations insales that are documented by seemingly incompletecontracts.

Sophisticated business people are participating in

a sophisticated form of transportation—BusinessAviation—using some of the world’s mostsophisticated and technically advanced products, yetwe have no recordation body that accurately capturesor documents what has transpired. To repeat, we areparticipants in the most unsophisticated sophisticatedindustry found anywhere.

Buyers say they paid less and Sellers say theyreceived more when aircraft change hands in themarketplace. Knowing what actually happened is

Jay Mesinger characterizes aircraft brokerage as “…one of the most unsophisticated sophisticated industries

in the world”. So what does that mean to you?

Old Habits Die HardThe difficulty of making good pricing decisions.


B

Jay Mesinger is theCEO and Founder ofMesinger Jet Sales. Jayserves on the JetAviation Customer andAirbus Corporate JetsBusiness AviationAdvisory Boards(BAAB). Contact Jay [email protected]

BOARDROOM � BUYING & SELLING

Buying&Selling�Aug15.qxp_Layout�1��21/07/2015��09:53��Page�1

Tempus�Jets�August.qxp_Layout�1��20/07/2015��16:07��Page�1

difficult to ascertain for participants on either side ofthe transaction. Without accurate and good data,however, it is very difficult to make good decisionsabout pricing.In other transactional markets such as buying and

selling real estate, accurate pricing is captured by thegovernment’s sales tax division and the industry’srecordation bodies. When your realtor provides youwith comparable sales prices for homes in yourneighborhood, you know what to ask for yourproperty. In other words, you have good data withwhich to work.

Why Not in Business Aviation?Our industry offers nothing in regard to third-partyobjectivity. Bills of Sale for aircraft, which areavailable to the public and should provide gooddata, typically state the change of ownership was for“$1.00 + OVC” (other valuable considerations).Brokers are often bound by non-disclosurelanguage, thus participants cannot give otherbrokers or reporting books accurate sales prices.Consider companies whose role it is to keep our

industry abreast of sales prices. There are two,Aircraft Bluebook Digest and Vref. Both are goodand reputable publications. Both have been aroundfor years, and both are owned and operated byseasoned industry professionals. But they can be nobetter than the input they receive from contributingparticipants.The old saying, “garbage in, garbage out”

applies. I cannot state the situation with greatersimplicity. If people who provide information to thereporting books are not accurate (worse, if they arenot truthful), we all lose. Perhaps those reporting arewell intentioned, thinking that if they report higherprices the market will not look bad, or converselyreporting lower numbers will make the market lookinviting. But they are misguided—they are doing noone any favors.Every quarter, I call both Bluebook and Vref to

discuss my current inventory on the market. I givethem the history of pricing that may have takenplace for each aircraft between the present andwhen they published their last book. Also, withinreason, I talk about sales prices since their last bookwas distributed. Like my peers, our company isoften bound by confidentiality agreements, butwithin a range of possible transaction prices I feel okthat the information I convey will lead to moreaccurate pricing data. The better the resources we all have, the better

our industry will be and the better a potential brokercan represent his or her client. All participants winwith better data. The smarter our industry the moresophisticated we can become.

Many Moving PartsOther challenges regarding accuracy andtransparency exist, but solving a few big issues suchas pricing accuracy will be a significant step forward

and there will be fewer problems to solve. Oftenbetween the date pricing books are published andthe present there will have been very few - or insome cases no - transactions. Such inactivity carriesits own set of difficulties. (Do the books ever look atinactivity between quarters and wonder if perhapsthere were few or no transactions because theprices are too high? I hope not.)Pricing books are in the business of reporting

transactions, not predicting or shaping a languishingmarket. They are expected simply to report onmarket activity since the previous quarter (although Ido often see large pricing swings when there arevery few transactions to report from the priorquarter). I have mentioned to the management ofboth pricing books that in those quarters with notransactions perhaps the data should be denoted inanother color or just left out of that quarter’s books(possibly with a note that signifies the lack ofactivity).The market is complicated. Reporting meaningful

data is complicated. I wish there was a betteranswer for establishing appropriate asking prices,sales prices and residual value calculations. Theanswer, however, has been the same for years—interpolate! Have researchers in the market daily,build relationships with other dealers and brokers,and urge industry touchpoints to respond accuratelyand honestly.Imagine an industry where you could come to

work every day, turn on your computer and see areport with accurate asking prices andcorresponding purchases. Some realists might labelthat scenario a miracle, but others might say ourunsophisticated industry was one step closer tosophistication! �Are you looking for more Business Aviation Ownership

articles? Visit www.avbuyer.com/

articles/category/business-aviation-ownership/

“The betterthe resourceswe all have,the better

our industrywill be andthe better a

potentialbroker can

represent hisor her

client.”



Buying&Selling�Aug15.qxp_Layout�1��21/07/2015��15:33��Page�2

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Board of Directors evaluating thepurchase of a business aircraft mustconsider a multitude of issues inconjunction with the aircraft acquisitionprocess. Many of these items require

long lead times to complete.Tax planning, conducted in advance of the

closing, is essential to minimizing the effective costsof aircraft ownership and operations. Similarly,aircraft financing transactions, which often have thelongest lead times of all the components in aircrafttransactions, need to be planned and commencedin the earliest stages of the aircraft acquisitionprocess. Finally, operational considerations, such aswhether the aircraft will be managed in-house or byan external management company, must beaddressed in an orderly fashion.

Board Members must ‘run the traps’ (or insist

that their advisors do their homework) early toensure that all necessary issues are spotted andaddressed prior to the company making acommitment to acquire. It makes sense to approachthe process by utilizing the concept of a businessaircraft acquisition ‘checklist’ that includes thefollowing…

1. Business Aviation ExpertsThe Board should first and foremost assemble andretain an experienced team to address theacquisition. Experts knowledgeable in brokering,taxes and technical subjects related to BusinessAviation are essential. Be advised that BusinessAviation has unique requirements, thus the teamthe company used to acquire land for a newfactory is not the best choice for advising onaircraft acquisition.

Identifying the steps involved with acquiring and using a business aircraft willreduce the likelihood of surprises and lead to a more successful experiencewith Business Aviation, notes attorney Chris Younger. Here are some tips...

Business Aircraft Acquisition Checklist

(Part 1)

Items Buyers Should Consider Carefully.


A

Chris Younger is a partnerat GKG Law, P.C. practic-ing in the firm’s BusinessAircraft Group. He fo-cuses his legal practice onbusiness aircraft transac-tions as well as issues re-lating to federal and statetaxation and regulation ofbusiness aircraft owner-ship and operations. Mr.Younger can be contactedat [email protected]


Buying&Selling�2�Aug15.qxp_Layout�1��21/07/2015��15:37��Page�1

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In addition, the Board may need to retain otherspecialists, such as a customs broker, depending onthe nature of the transaction and the specific aircraftto be acquired.

By hiring an experienced aviation team, theBoard will receive the best advice regardingselecting the aircraft make/model that fits thecompany’s mission profile; identifying the pool oftarget aircraft available; narrowing the list to thoseaircraft that are most appealing based on technicalspecifications, layout, price, maintenance historyand cosmetic appearance; and spotting potentiallegal and tax issues that may exist depending onwhere the aircraft is currently located, where it willbe based, and how it will be owned and operated.

2. Aircraft Management & OperationsThe Board and its aviation team will need to decideif the aircraft will be managed “in-house” or by anexternal management company, and whether it willbe available for lease to a charter operator to offsetaircraft ownership and operating costs.

If the Board and its aviation team decide that thecompany will hire an outside third party to managethe aircraft or allow a charter operator to lease theaircraft, much focus will shift to selecting theappropriate service providers since they will have asignificant impact on a successful outcome. Thus itis best for the Board to decide in advance how theaircraft will be managed and the flight departmentstructured.

If the aircraft will be added to a charter operator’s

air carrier operating certificate to be flown in FARPart 135 commercial operations, it is also ideal toinvolve the management company in the aircraftinspection process for the purpose of identifying allequipment requirements, and to confirm that theaircraft meets all requirements for its operationunder FAR Part 135.

3. Structuring & Tax PlanningThe structuring of the company’s use of BusinessAviation should be determined prior to theacquisition of the aircraft to ensure that all openitems are addressed in connection with making anoffer on a specific aircraft.

The Board must access relevant sales tax, federalexcise tax and income tax issues as well as FAAregulatory considerations. Furthermore, certain taxplanning opportunities, particularly relating to salestax, should be explored.

Implementing the recommended tax planningmay take considerable time due to the potentialneed to form a new entity to acquire the aircraft andto procure applicable tax-related registrations forthe purchasing entity.

4. Aircraft FinancingIf the company plans to finance the aircraft’spurchase, the Board should immediately engage inthe process of soliciting loan proposals andidentifying a preferred lender. The process ofnegotiating the loan terms is often an arduous andtime-consuming exercise. While most lendersgenerally request specific information on the aircraftto be acquired, they are typically able to providegeneral financing terms in advance if certain specificaircraft parameters are provided (such as modelyear, price range and aircraft type).

A lender will also be able to commence thelender’s due diligence process regarding theborrower and credit committee approval of the loanprior to the identification of a specific aircraft.

If the Board is in a position to purchase theaircraft without financing, it may be useful tonegotiate the terms of the loan during the time thatthe aircraft is in its pre-purchase inspection but fundthe loan after the aircraft is acquired. This will allowthe Board to focus on the key elements of eachstage of the aircraft acquisition process. It alsoprovides the lender greater comfort regarding thestatus of the collateral securing the loan, whichoften allows the lending process to proceed moresmoothly. However, there is a drawback to thisapproach since the incentive to finalize the financingmay not be as strong on either side of the tableonce the aircraft is purchased.

Next month, we will conclude our study with adiscussion of additional terms an aircraft buyershould consider carefully. �Are you looking for more Business Aviation Ownership

articles? Visit www.avbuyer.com/articles/category/

business-aviation-ownership/

“Thestructuring

of thecompany’s

use ofBusinessAviationshould be

determinedprior to theacquisition

of theaircraft.”



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f course every business is different,but in the highly regulated and maturefield of aviation insurance creatingsomething unique is exceedingly diffi-

cult. The actual product being sold is simply a fu-ture promise to pay, should certain events occur.The physical product is a stack of papers most buy-ers don’t read.Except for seasoned insurance professionals, it’s

nearly impossible to pick up a policy and determinethe quality of the written word inside. Yet there is avast difference between insurers, their policy forms,their claims service, and their supplementary offer-ings. In the last few years, several of the top-tierinsurance companies have leveraged those differ-ences to pull away from the pack.

SafetyTwo of the oldest legacy insurers, Global Aerospaceand USAIG, launched a cafeteria plan of safety serv-

ices several years ago that they continue to expandand improve each year. Global has branded its cov-erage ‘SM4’, and USAIG is calling its coverage ‘Per-formance Vector’. These offerings are for theirinsureds operating professionally-flown turbinebusiness aircraft.Global’s SM4 program focuses on four areas –

planning, prevention, response and recovery. Tothat end, it has partnered with safety experts ineach discipline including such well-known names asConvergent Performance for human factors train-ing, Calspan for upset recovery training, BaldwinAviation for helping flight departments implementan SMS or IS-BAO certification, and FiresidePartners for Emergency Response Planning andDelivery.USAIG’s Performance Vector is similar, partnering

with specialists including Convergent Performance,Aircare International (emergency procedures train-ing in land and water evacuation as well as


DifferentiateAmongAviationInsuranceCarriers There’s Good Newsfor Operators

In a crowded field, how do aviation insurance carriers set themselves apart from their competitors, asks Stuart Hope?

BOARDROOM � INSURANCE

Stuart Hope, co-ownerof Hope Aviation, is alicensed Airline Transport Pilot and afrequent NBAA speakerand industry authority oninsuranceand risk managementtopics. Contact him [email protected]

O

Insurance�Aug15.qxp_Layout�1��21/07/2015��09:48��Page�1

July 2015 – AVBUYER MAGAZINE 57Advertising Enquiries see Page 5

“With excessreinsurancecapacity inabundance

and aseeminglybottomlessattraction ofcapital to the

aviation

firefighting using aircraft cabin simulators), AlertnessSolutions (fatigue management skills for the flightcrew), and Prism (safety management systemssolutions).Other insurers have similar offerings although

they don’t promote them to the same extent asUSAIG and Global. Starr Aviation provides safetyand loss control services free of charge to its in-sureds through its Safety & Loss Control team,which is comprised of three Board Certified SafetyProfessionals. AIG Aviation offers safety and losscontrol services that range from detailed risk assess-ment surveys and document manual reviews tomentoring of safety program management andemployee training. Allianz Aviation partners withAeronomX to provide loss control services includingSMS development, IS-BAO consulting, and flightops manual review.

How it WorksThe safety companies that partner with insuranceunderwriters provide their expertise and services ona fee basis to any aircraft owner. Insureds receivediscounted rates that have been negotiated withthe insurance provider based on volume.With Global and USAIG, the insured can select

one of the safety service modules offered each yearfrom one of the providers and the insurance com-pany will pay for the service. There are limitations,so check with your individual insurer to determineexactly what portion of the cost they will cover for agiven safety offering. Of course, the insured can payover and above for any additional services theywould like at the insurance company’s lowernegotiated rate.

Interestingly, even though the insurance compa-nies are willing to pick up all or some of the tab forthese fee-based safety services, the programsinitially have received a lukewarm reception. As abroker, I find these safety services a hard sell (eventhough it’s not a sell—it’s “free”). I don’t know if it isdifficult or confusing for the insured to cull throughall the options and understand exactly what is beingprovided or how much the insurer will pay on theinsured’s behalf. Maybe it’s unclear how much time is required to

complete some of these courses. Perhaps we areseeing a form of performance anxiety on the part ofoperators, fearing a safety expert may judge a flightdepartment inferior – does this information then getback to the insurance company (it does not) withpotential negative consequences. Maybe safety issomehow considered “not cool”, so operators arenot interested.Whatever the impediments, taking advantage of

these free or highly discounted services is a no-brainer. If you are an aircraft owner who is insuredwith one of the insurance companies showing safetyleadership, you should be jumping all over these fea-tures. The safety courses/offerings are given by someof the best minds in their respective fields, and mostare available to you at little or no cost.I’m here to tell you: Safety is the hallmark of pro-

fessionals. It is interesting that the flight departmentsthat are always trying to get better are the ones thathave availed themselves of the insurance companies’programs. Isn’t that what being a pro is all about? �Are you looking for more Business Aviation Insurancearticles? Visit www.avbuyer.com/articles/category/business-aviation-insurance

“As a broker,I find these

safetyservices ahard sell(even

though it’snot a sell -

it’s ‘free’.”


Insurance�Aug15.qxp_Layout�1��21/07/2015��15:49��Page�2

Avionics Mandates(Part 8)


Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation technologies within the

NextGen/SESAR architecture, this month focusing on mandate impacts and status.

FLIGHT DEPARTMENT � AVIONICS MANDATES

Ken Elliott is a highly-respected industryauthority on avionics asa member of theNextGen AdvisoryCouncil sub-committeeand Technical Director,Avionics at Jetcraft.Contact him via [email protected] www.jetcraft.com

s we venture past the midpoint of 2015,it is appropriate to take stock of theimpacts of NextGen and SESAR man-dates. Below you will find a potpourri of

perspectives on this fluid technology transition thatis expected to level-off around 2020. Since 2015began, we have seen several changes in how author-ities are addressing mandates. An aggressive FAAhas been supporting ADS-B equipage while a non-cohesive Eurocontrol has further delayed the imple-mentation of DataComm requirements under EUoperating rules.Operators do not suffer well such a flip-flop on

requirements, especially in the case of EUDataComm. This technology is partially driven byvarying levels of preparedness across the differentnation states of Europe. Regulators and the authori-ties responsible for ground equipage need to under-stand the long-term impact that results when man-dates are delayed. While delay may be the rightanswer for the moment, the conditions that aroseand created the need for postponement could andshould have been avoided.There is a very large group within the aviation

community that considers it totally appropriate todelay equipage, approvals and training for avionicmandates, often based on the previous record ofdate-stretching or later relaxation of rules for certaintypes of aircraft and operators. Delaying implemen-tation dates is fodder for their cause. But as outlinedin previous articles, the industry cannot sustain a tor-rent of last minute upgrades from 2018-2020, forexample.

FAA, Industry & Financial Support CooperationApart from the FAA consideration of relief for ADS-BGPS requirements for legacy air carrier operators,the Administration has stood firm on the 2020 ADS-B rule regarding to whom it applies and whichequipment is needed for operations in which air-space. FAA has applied its resources to understand-ing and answering the concerns of operators, includ-ing small GA, creating forums for industry and usergroups. It has also enabled funding for lower-costsolutions of ADS-B.In parallel with FAA efforts to enable operators to

add ADS-B, finance groups such as NEXA Capital

A

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on an ADS-B solution for aircraft equippedwith certain of their existing products. Thisarrangement allows anyone with UniversalSatellite-Based Augmentation System(SBAS) Flight Management Systems (FMS)to integrate with Rockwell TDR-94DTransponders.

While still requiring an STC, the groundworking of sharing integration, proprietarydata and factory support is laid. Both theFMS and the transponder models areADS-B ready, making this approach a win-win between providers and their users.

Another aspect of these creative solu-tions available for mandate solutions in themarket place is their aptitude for growth.If, for example, the equipment such as anFMS can provide for the new Lateral PathVertical (LPV) approaches and provideDataLink messaging, then there is a sellingadvantage to the aircraft owner goingforward.

Often operators, in a desperate effortto keep costs to the minimum, will resolvefor the short-term but set themselves upfor failure later, especially when it comesto selling the aircraft.

Europe in ReviewDataLink rules under Eurocontrol have yetagain changed, pushing back dates tothose outlined in Sidebar A (top, left).

While the FAA wrestles with the poten-tial spin-off of its Air Traffic Organization(ATO) into a public-private arrangement, itat least has singular authority across all ofthe 50 states and the District of Columbia.On the other hand the EuropeanCommission (Transport) and its aviationdivisions, have the disparate interests of all28 member states to grapple with. So it isno small miracle that it now has Version 1of a SESAR Deployment Plan well under-way. For those who like to peer into amurky magic mirror and ponder on thefuture this, at least, provides a way forwardfor those technologies currently beingembraced.

A Deeper Look into FAA’s NextGen Wishing WellMerging the current implementation agen-da into the future, the FAA is focusing onfour NextGen areas (see Sidebar C, bot-tom, left).

Using the RTCA NextGenImplementation Working Group (NIWG)and other ad hoc work groups focusing onmetrics development, ADS-B, DataCommharmonization and PBN implementation,the FAA is attempting to focus limited

Partners LLC are providing favorable loansto all US-based GA operators that may,over time, be used for NextGenequipage. NEXA has also placed an orderfor 10,000 L3 Lynx multilink ADS-B units aspart of a Jumpstart 2020 Program forADS-B across light GA. Sadly NEXA wasmeant to be both publicly and privatelyfunded to support these kinds of pro-

grams, but at this time is only funded viaprivate means.

Another development that is encourag-ing for operators is the industry partner-ship of rivals to pool their uniqueresources into a single solution. A recentexample of this cooperative approach isthe announcement by both RockwellCollins and Universal Avionics to partner


resources on critical areas of its nationalairspace and infrastructure.

On June 3, 2015 the FAA updatedCongress on the current status ofNextGen. While the brief report poses thepositive spin to ensure continuation of thefunding stream for airspace programs, it isa useful read for those wishing to know athigh level where we are today regardingNextGen. Read it here:https://www.faa.gov/nextgen/media/CNO%20Report_Final.pdf

Down in the weeds, but still under thewatchful eyes of Congress and theGovernment Accountability Office (GAO),the FAA is also working with RTCA com-mittees to better measure the implemen-tation of NextGen in US airspace.Fortunately, due to Congress insistence,the interests of all stakeholders need to bemonitored. This includes the very differentoperational characteristics of Business GAin an arena where air carrier flight trackinterests dominate.

Metroplex areas, while centered onmajor hub airports, include a number ofregional GA airports. NextGen implemen-tations and particularly PBN (RNPapproaches) at hub airports, are of con-cern with respect to unintentional impactsto secondary airport operations. The keyconsideration of any change to our sharedairspace is “do no harm”.

On a wider front and in a spirit of col-laboration, the US and EU have been shar-ing their NextGen and SESAR programs.Focusing on interoperability, betweenboth ground and air portions of their AirTraffic Management systems, they havedeveloped a Memorandum ofCooperation (MOC). View this documentat: http://www.sesarju.eu/sites/default/files/documents/reports/State-of-Harmonisation.pdf

Of course the big US NextGen successstory for GA is WAAS LPV, an SBAS solu-tion that compliments ILS. Further, whenoperators use HUDs with EVS (EFVS), theymay complete Category II equivalentstraight-in approaches at thousands of run-way ends. Even without EVS, operatorscan fly low visibility approaches into thou-sands of non-ILS approach runway ends.

Looking much like part of anImpressionist painting, the map of USWAAS-LPV procedures, with and withoutILS, is a result of an astounding achieve-ment by the FAA and its partners. Noother region of the world can offer such awealth of low visibility proceduresfor appropriately approved aircraftand crews.


Finally for GA operators a review of theFAA’s NextGen website could be helpfulto understand the benefits and expectednational airspace impacts(www.faa.gov/nextgen).

Some GA Equipage ConcernsFor aircraft brokers, buyers and sellers, therealistic equipage status of a specific

aircraft is of significant concern nowadays.Just a quick look at Table A will show youhow frustrating it can be to find out exact-ly where an aircraft serial number standswith respect its NextGen mandate status.(Note; the term NextGen is here referringto all PBN, DataComm, ADS-B and otherrequirements that are either mandated oroperationally required from a global


perspective). Making this situation worseare changes made to mandates, either bydate or by equipage. As mentioned previ-ously, this is a concern with DataComm inthe EU. FAA’s ongoing DataComm clarifi-cation, particularly as to how equipagerequirements may impact Business GA,adds uncertainty.

The term equipage is in itself a gener-alization because it includes softwareneeds that can change like the weatherand complicate an operator’s authorization

to use installed hardware.Aging aircraft that have fallen ‘off the

radar screen’ of OEM primary attentionare in an even worse situation, unless youwork with an MRO that has real expertiseon the aircraft model of interest. As men-tioned, both in this article and previousAvBuyer articles, there are great solutionsbeing offered by MROs for legacy aircraft.

However, Table A still applies as someof these creative solutions are verydependent on existing avionics that can



vary dramatically by serial number or sim-ply because an owner upgraded different-ly to the norm in the past, by their ownpreference. To be fair to aircraft OEMsthere are several quality mandateupgrades available for those aircraft con-sidered ‘off the radar’. Shop aroundbefore major decisions are made.

It is hardly surprising, therefore, thatgiven these uncertainties and with respectto NextGen/SESAR or ICAO mandatesthat many operators, sellers and buyerswant to hold out on upgrades. However,as demonstrated last month, installationconsiderations overall still favor an earlier,rather than later, implementation ofupgrades. A good OEM or MRO, andthere are several, will help you navigatethe complexity and specifics of upgrades.

Where We’ve Come FromMost of us like to know at least a little ofour genealogy because it helps us under-stand both our heritage and, perhaps, thecomplexity of who we are today. Equally,a reflection on the development of ournational airspace from humble beginningsto modern day complexity helps keep theroadmap in a proper perspective.

We have arrived at a complexity that isdriven by economics, population, theenvironment, demand for efficiency andabove all, a need for increased safety. Ourcommon airspaces are under an ever-increasing usage demand, while upcom-ing regional airspaces across other conti-nents are playing ‘rapid catch up’. SidebarD (left) clearly demonstrates the need foran integrated (or at least seamless) air-space across the regions of NorthAmerica and Europe.

The aviation industry and authoritiesacross different oceans and borders havecome a long way since Orville & WilburWright. But with unmanned aircraft sys-tems (UAS) entering the mix of airspaceusers in the near future, the need forNextGen/SESAR and ICAO integration isparamount.

Business GA users are typically far bet-ter technologically prepared for NextGenthan their air carrier counterparts, sodespite the concerns addressed in thisarticle, overall, there is room for increasedoptimism, as we pass the 2015 mid-yearmark. �

Are you looking for more articles on Avionics?Visit www.avbuyer.com/articles/category/business-aviation-avionics


Charlie�Bravo�August.qxp_Layout�1��20/07/2015��16:22��Page�1


FLIGHT DEPARTMENT � COMPLETIONS & REFURBS

ver the last few years a trend to incor-porate visible carbon fibre textures intoVIP aircraft has emerged that is compa-rable to the interior designs found in

high-profile sports cars. In some instances, ownerswho like the look of the carbon fibre in sports carshave requested a similar look within their aircraftcabins. It’s a very nice material to have inside acabin, visually, but it does take a great deal of loveand care to achieve the desired finish.

Decorative carbon fibre should be sourced selec-tively – ideally from vendors that also supply thehigh-end automotive industry. Samples should beclosely analysed by the completions center withregard to age of the fibres, the weaves that areimplemented, and batch production to ensure that

only the newest and best materials are used in com-pletion projects.

Once the finest quality material has been select-ed, the application of decorative carbon fibre iscomparable – although slightly different - to woodveneer application. Barely thicker than a sheet ofpaper, the visible carbon fibre is carefully glued ontothe structural panel (typically honeycomb compos-ite). Around 20 layers of varnish are then applied,following which the varnish is sanded to eliminateflaws (rising bubbles, speckling, cracks and/orblemishes).

You should speak to your completions/refurbish-ment center about the application process as well asthe varnish formula used, as this needs to be tai-lored to the characteristics of the carbon fibre

Carbon Fibre & The CabinThe Pros and Cons of Using a LessTraditional Material in the Cabin

O

Carbon fibre has been used in aircraft completions for some time but is relatively new as decorative material in the outfittingindustry, notes AMAC’s Waleed Muhiddin. What’s its potential,

and why has it taken this long to catch on?

Waleed Muhiddin is VPStrat. Ops & BusinessDev. at AMACAerospace, which is amarket leader in a number of services, including Completions,Maintenance, Charter & Brokering, located atBasel EuroAirport,Switzerland. AMACcaters to every level ofAviation enquiry and/orconsultancy. ContactWaleed [email protected] visit www.amacaerospace.com

New�Compl+Refurb�1.qxp_Finance��19/08/2015��13:38��Page�1

Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations.

AMAC Aerospace Switzerland AG Henric Petri -Strasse 354051 Basel, Switzerland

Telephone + 41 58 310 31 31 [email protected]

Swiss Excellence in Business Aviation

cover_amac_avbuyer_205x270_03.indd 8 16.07.15 19:25


sheets. It took eight months of testing at AMAC todevelop the best process and obtain the desiredlevels of quality of varnish that revealed the uniquecharacteristic of the material.

After the process has been honed by the comple-tions center, carbon fibre can be used in a variety ofplaces within the cabin, and we have installed it onseat surrounds, decorative flat panels, and curvedfull-height panels and trims. A recent ACJ319 com-pletion utilized a high amount of decorative carbonfibre, and, to our knowledge that completions proj-ect used some of the highest quantities of decora-tive carbon fibre yet.

Boundless Potential?So does this mean that the potential for carbon fibreis without limits? Essentially, yes – provided that itfulfils the necessary certification requirements. Butwhat is so special about carbon fibre, and why is itspopularity growing as a decorative material?

Let’s consider some other, more traditional mate-rials used for decorative purposes within the cabin.Metal work, a more solid material than carbon fibre,requires more time to work than the refining finishapplied to carbon fibre. Leather, another traditionalmaterial, has a different nature to its worked applica-tion and can be a time-consuming material to workwith, depending on the complexity of the designsfor the leather finish.

As such, carbon fibre is unlikely to replace any ofthe more traditional materials used in completions,but this material broadens the options for the aircraftowner - complementing the wood veneers, lami-nates and paints that are currently widely used incabin completions. While lighter than wood veneer,the weight savings gained from carbon fibre are not

significant – thus its use is all about its aestheticvalue.

There is no overlooking the currently high cost ofgood quality carbon fibre along with the workrequired to perfect its finish. Unless significant gainsare made in terms of the cost of the material, the


New�Compl+Refurb�1.qxp_Finance��19/08/2015��13:38��Page�2

What do aircraft operators want from their interiors? Customization. Who can make most any goal and budget a reality with creative solutions? Duncan Aviation.

Lori Browning, an aircraft designer from Duncan Aviation’s Battle Creek, Michigan, location, says every business aircraft operates differently, challenging her to come up with unique solutions daily.

“The key to developing the best solution is interviewing the customers to uncover their main priorities,” says Lori. “Some customers come in with exactly what they want, but after looking at the aircraft and considering its use, I usually see something they haven’t considered.” That’s the type of knowledge that only comes with nearly a decade of experience.

Lori says her team can accommodate most requests, but they like as much lead time as possible to minimize the aircraft’s downtime. Duncan Aviation’s team members can order parts and complete the engineering, as well as most designs, before the aircraft inputs, making the process smoother for everyone.

“Even something small, like ordering parts for new china inserts can require a few weeks, so operators are always happier in the end if they plan ahead,” says Lori.

For the rest of the story visit www.DuncanAviation.aero/experience/lori.php.

+1 402.475.2611 | 800.228.4277Experience. Unlike any other.

Planesense Ad Lori 7_15_2015.indd 1 7/1/2015 10:52:37 AM

likelihood of it replacing other materials is low.Nevertheless, industry experience with carbon

fibres may help drive the costs down gradually.Having developed our process, we are producingapplications more effectively and therefore at alower cost than previously. The overall costs are stillhigher compared to traditional wood veneer, butthat is directly related to the acquisition cost of thecarbon fibre sheets.

Ultimately, I do predict a growing demand for car-bon fibre, and we are responding by developing aseat incorporating a carbon fibre shell. While theoverall structure of the seat won’t change (the skele-ton structure is made using aluminium), the decora-tive areas of the seat are always open to develop-ment, and it is this aspect of the design that we seekto exploit. The business class seats in the airlineworld tend to have plastic shells, but in the BusinessAviation world, those details are usually moretailored.

From Brief to CabinWhen a client speaks with a designer or a designdepartment, the brief is usually concise and veryspecific as to what a principle wishes to have withinthe cabin. We have seen completion projects for

cabins using one type of wood and cabins that use acombination of materials. But increasingly today wesee clients moving toward new materials that aren’tcommonly used within aircraft cabins.

When a principle briefs the designer, the designerwill try to approximate the levels of style and com-fort desired, and that in turn is communicated to thecompletion center.

The complex part of this process comes withtransferring the design package into somethingknown as ‘X-Ref’, a working document that identifieswhere bulkheads are positioned, how curved panelsbring two rooms together, and details such as lampsand lighting. Approximating the level of style andambiance inside the cabin then filters down to thetype of material requested, such as carbon fibre.

It is from the ‘X-Ref’ that engineers will be able topinpoint where the carbon fibre should be applied,whether there are any curves required, and if stresslines need to be cut to accommodate seat controlsand/or cabin controls.

Therefore carbon fibre, as with other, moretraditional materials, is truly one that can beutilized anywhere. �

More information from www.amacaerospace.com

Aeria InteriorsSan Antonio, Texas, USAwww.aeriainteriors.com

Airbus Corporate Jet CentreToulouse, France

www.airbuscorporatejetcentre.com

AMAC AerospaceBasel, Switzerland+41 58 310 3131

www.amacaerospace.com

Associated Air CenterDallas, Texas, USAwww.associated.aero

BizJet InternationalTulsa, Oklahoma, USA

www.bizjet.com

Comlux AmericaIndianapolis, Indiana, USAwww.comluxaviation.com

Dassault Aircraft ServicesNew Castle, Delaware, USA

(302) 322-7500www.dassaultfalcon.com

Duncan AviationBattle Creek, Michigan, USA

(269) 968-8351 Lincoln, Nebraska, USA

(402) 479-4298www.duncanaviation.aero

Farnborough Aircraft InteriorsFarnborough, UK

+44 (0) 1252 377234www.aircraftinteriors.co.uk

Flying ColoursPeterborough, Ontario, Canadawww.flyingcolourscorp.com

GAMA EngineeringSurrey, UK

www.gamaengineering.co.uk

GDC TechnicsSan Antonio, Texas, USAwww.gdctechnics.com

Greenpoint TechnologiesKirkland, Washington, USA

www.greenpnt.com

Hillaero Modification CenterLincoln, Nebraska, USA

www.hillaero.com

Innotech AviationMontreal, Quebec, Canadawww.innotechaviation.com

Jet AviationBasel, Switzerland www.jetaviation.com

Lufthansa BombardierAviation Services

Berlin, Germanywww.lbas.de

Lufthansa TechnikHamburg, Germany

www.lufthansa-technik.com

PATS Aircraft SystemsGeorgetown, Delaware, USA

www.patsaircraft.com

RUAG AviationBerne, Switzerlandwww.ruag.com

SR TechnicsZurich, Switzerlandwww.srtechnics.com

SELECTED COMPLETION & REFURB CENTERS



“Nevertheless,

industry

experience

with carbon

fibres may

help drive

the costs down

gradually...”

Compl+Refurb�1.qxp_Finance��21/07/2015��16:02��Page�3

Jetbed�August.qxp_Layout�1��20/07/2015��17:22��Page�1



ithin Act 2, Scene 1 of Shakespeare’sThe Tempest, Antonio's exchangewith Sebastian hints at the charac-ters' opportunities to control their

future – the unchangeable past being only aninfluence.

Likewise, operators of older business aircraft canlook to the recent past of BizAv equipage toembrace a future for their older aircraft. TheCompletions industry and the new aircraft equip-ment lists can serve as a guide since much of whatgoes into new aircraft can be retrofitted to mostexisting aircraft.

Many operators prefer the economics of upgrad-ing their existing aircraft, with options that deliver

capabilities comparable – or identical – to gainingthe abilities available with a newer aircraft purchase.The upgrade path offers benefits and technologiesunavailable when the aircraft first flew.

Options stretch from the cockpit through thecabin and, in turn, allow the operator to retain aproven airframe while providing passengers andcrew new aircraft-comparable equipment and capa-bilities. Within the scope of this article we’ll focus onthe cabin.

Regardless, in many cases the upgrade will costsignificantly less than replacing the aircraft to gainthe same level of capability. Across size categories,upgrade options are available from Small to LargeCabin aircraft.

Refurbishment Choices

Making Old Airplanes Equal to New...

Dave Higdon is a highly respectedaviation journalistwho has covered allaspects of civilaviation over thepast 35 years. Basedin Wichita, he hasseveral thousandflight hours, and haspiloted pretty mucheverything fromfoot-launched wingsto combat jets.Contact him [email protected]

W

Keeping a faithful older airplane no longer means foregoingthe capabilities and touches of a newer airplane, notes

Dave Higdon. Today’s refurbishment choices are plentiful…


August 2015 – AVBUYER MAGAZINE 85Advertising Enquiries see Page 5 www.AvBuyer.com

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Cabin Fever...Technology that allows busy workers and execu-tives to maintain office-like connections to theworld increasingly pervades new aircraft cabins.They provide a new range of options for retro-fitting and upgrading existing aircraft.

Consider this: Gulfstream's new Satcom DirectRouter (SDR) is available on new G450 and G550aircraft, but is also available as a retrofit systemon the same airframes. Passengers can downloadan app on their smartphones to access Satcom’sGlobalVT service. And there's more in store:Gulfstream plans similar FAA STCs to add thiscabin upgrade to its G650, G650ER, GV and GIVaircraft.

Yet this capability isn't merely a Gulfstreamoption. A number of similar options that are notOEM-specific or OEM-originated exist for otheraircraft makes and models all the way down topiston singles. BendixKing's AeroWave SB100,for example, is a lightweight, Ka-Band systemsized for everything from piston aircraft throughSmall-Medium jets and most turboprop airframesin between.

The Inside JobThe furnishings of a well-used aerial office signalthe age and mileage of a business aircraft theinstant you step into the cabin. Adding orupgrading office hardware aboard the aircraft

often involves removing and replacing furnishingsin order to remove and install wiring and systemsfor the new hardware.

Such times, say refurb shops, are ideal to givethe furnishing and finishings their own makeover.The degree to which an operator pursues thisupgrade varies widely. Some opt for incrementalwork, replacing and restoring bright work, carpet-ing and headliners for minimal-costs.

Others go further, sometimes as far as a com-plete cabin makeover including seats, foam,upholstery, lights, metalworks, sidewalls andheadliners. New galleys and, of course, lavatoriescan all become part of the process.

The finance folks can help sort out the betterapproach – as long as they make an apples-to-apples assessment with cabin touches, matchingwhat a different aircraft provides.

Maintaining Transparency...One often-overlooked improvement is the cabinwindow. Years of exposure – to sun, de-icing flu-ids and atmospheric pollution can render these‘transparencies’ somewhat short of transparent.

New technologies in aircraft transparenciesoffer new functionality, including electronicallydimmed windows and different types of shades.Of course, a straight replacement with new ver-sions of the originals may be all that's desired orapproved. It's essentially a decision with both

“The financefolks can helpsort out the

betterapproach – as long asthey make an apples-to-apples

assessment.”


economic and comfort components attached.Ditto for modernizing the curb appeal of older

business-turbine aircraft with new external paint:such a project takes time and may be best donewhen the aircraft is already scheduled to be inthe shop for other maintenance needs.

Comfort ZoneAmong latest and most-popular of options avail-able to older aircraft is in-flight entertainment.The general capabilities include the ability forpassengers to use their personal smartphones tomake calls, surf the Internet and exchange emailand files from, and to, virtually anywhere in theworld with a connection.

Many avionics-and-airframe STCs exist to carryforward the digital revolution to many other ana-log and early digital-era aircraft, including in-flight office capabilities, in-flight entertainmentand global Internet access - thanks to satellitesystems orbiting in the same space as GPSsatellites.

Alternatively, an operator can opt for ways tobring a little R&R to the main cabin. WhetherBombardier or Gulfstream, Citation or Learjet,Embraer, Falcon or Hawker, systems exist thatallows passengers to watch live television or lis-ten to music – both streamed from a satelliteconnection or via DVD, CD or a personalmedia player.

The Bottom Line…So what is needed to help fulfill your professionalpursuits in-flight, or help you unwind en routehome? How much new utility would an upgradedcabin add? How much maintenance money andtime would be saved? Sorting out the financialaspects should run parallel with deciding what'sneeded – and how to accomplish the desiredupgrades.

Keeping that still-relevant aircraft no longermeans going without today's modern touchesand capabilities. It does mean deciding what'sneeded, how to finance the changes, and whento schedule the work.

And remember to plan alternative lift while thework’s being done to help staff stay mobile andefficient. �

Are you looking for more articles on Refurbishment? Visitwww.avbuyer.com/articles/category/business-aircraft-refurbishment


“So what isneeded tohelp fulfill

yourprofessional

pursuits in-flight,or help

you unwinden routehome?”


Is Bigger Better?What Size Company is the Best Employer for You?


Reflecting on his past, Pete Agur suggests that not every-one fits well in a large organization. But how can you know?

FLIGHT DEPARTMENT � MANAGEMENT

fter two years of studying aerospaceengineering at the University ofColorado, I was asked by my father tojoin him for breakfast. The theme of his

coffee talk: his tuition money and my grades werea mismatch.

Being ripe for the draft (it was 1967), I immedi-ately began my search for an employer. I did notwant to slog through rice paddies. I wanted a fly-ing job. The Navy (Dad’s alma mater), Air Forceand Marines each asked if I had a four-yeardegree. The Army asked if I could turn my headand cough. I became an Army Aviator.

During my year in Viet Nam, I learned one of

the most important life lessons – that I am bestsuited for small organizations.

After three months as a Peter Pilot, I became anAircraft Commander. I earned a reputation as acompetent Huey driver, but I had a hard time tak-ing idiotic orders, as defined by me. The last strawcame when a First Lieutenant required enlistedflight crews to also do guard duty to improve hisability to sleep at night. That meant my crewwould get little, if any, rest prior to reporting for afull day of flying. I could not get the offending offi-cer to change his mind. I did the next most logicalthing: I joined my crew on the perimeter.

The next morning, as we all prepared to launch

APeter Agur isChairman & Founderof VanAllen - a lead-ing Business Aviationconsultancy firm. Heis a member of theFlight SafetyFoundation’sAdvisory Committee,NBAA’s SafetyCommittee andNBAA’s CAMCommittee (emeritus).Contact him [email protected].

Management�1�Aug15�final.qxp_Finance��21/07/2015��10:53��Page�1

for the day’s missions, I noticed an unusual sight.Our flight physician was walking down the flightline stopping by each ship for a moment or two.We were about to crank our engine when hestepped up on the skid toe next to my window andasked me to take off my helmet. He looked intomy eyes. With a twinkle in his, he asked how muchsleep I had last night. I said, “Enough”. He smiledas he replied, “Wrong answer. You’re grounded forfatigue.”

The ripple effect of not having enough pilots forthe day’s missions went straight to my favorite FirstLouie. I had not expected this. Being a big organi-zation guy, the Doc did.

Bigness PrevailsThat was not the end of the saga. Within a fewweeks, our unit was tapped for two crews to beassigned to a black ops mission, Volunteers Only.Somehow I got “volunteered”.

The mission was flown by the Air Force (exceptfor the two Army Hueys). We carried our passen-gers, a team of two Special Forces guys and fourmercenaries, into the heart of Indian country. Thesesix snake-eaters were dropped near routes used fortaking our POWs north to Hanoi and into areassuspected to contain concentrations of bad guys.Their mission was to gather intelligence and, whenthe opportunity presented itself, recover a POW orkidnap a high-ranking enemy officer.

These teams were committed! They rarely cameout prematurely. It was only after they ran out offood or had been compromised. Extractions couldbe very exciting. Flying with these close-knit folksclarified that life lesson: I am especially well-suitedfor small, entrepreneurial organizations. Of courseonce you learn a life lesson, it helps to heed it.

After getting out of the Army and finishing col-lege, I set out to find my niche within the aviationworld. I was fortunate to land at Beech Aircraft –the original Beech chaired by Mrs. Beech. Therewere 12,000 employees with only 73 of us insuredto fly all those wonderful airplanes. My responsibil-ities were simple: take a new airplane, a fuel cardand go make customers happy. For me, it was adream job.

But, after a few years, the luster was lost when Irealized Wichita could not move quickly enough tomeet the changing and diverse needs of cus-tomers. I was young, and I was on the front lines.Of course, I knew the questions and all theanswers. Even though my boss was sympathetic, Iwas politely asked to just do my job.

Maybe I was just ahead of my time. I hear peo-ple complain about today’s Millennials not wantingto wait for their turn to lead. It seems their outcryis, “Patience, my foot. I want to fix something!”Not being a quick learner, after leaving Beech forgreen pastures, I suffered through big corporateAmerica (and Japan, and Germany) for a total of

13 years before I experienced my second high-quality/high-functioning small team. That was 30years ago. I’ve never been professionally happier.

MoralThe vast majority of aviation professionals get intothe industry because they love aircraft. Their heartsare into flying or fixing these things that defy gravi-ty. From the 1960s until now there has often beena waiting list for the truly great jobs. That meantyou took the jobs you could get, and you madethe most of them.

The tide is turning. The Boomers are finallyvacating all those choice seats they have held ontowith a near-death grip. The talent supply is notkeeping up with the industry’s needs. The result isthat career-seekers can be, and should be, picky.When you are looking at your options, stick withwhere you fit (big or small organizations) and you’llbe more likely to love what you do, and be whereyou can do it. �

Are you looking for more articles on Flight DepartmentManagement? Visit www.avbuyer.com/articles/flight-department-management/

“ The talentsupply is notkeeping upwith theindustry’s

needs. Theresult is that

career-seekerscan be, andshould be,

picky.”


Management�1�Aug15�final.qxp_Finance��21/07/2015��10:54��Page�2

Garnering Support fromDecision Makers and Stakeholders


Leveraging statements of Vision, Mission and Guiding Principles described previously by Fred Haap and Jack Olcott, the person tasked with formulating a Flight Department shouldstructure a business unit that serves the overall enterprise.


usiness Aviation has matured since dayslong past when the CEO snapped hisfingers and like magic a business air-craft appeared. Perhaps establishing a

flight activity was never quite that simple, butthere was a time when one or two key influ-encers would decide if the firm would use abusiness aircraft.

Now this form of air transportation is subjectto far more scrutiny, especially from senior man-agement and divisional heads likely to share inthe allocation of costs for operating the FlightDepartment. Thus it is essential to present a

business plan and Flight Department structurethat garners broad support.

As emphasized in the preceding articles ofthis series, the person responsible for creating aFlight Department should prepare a comprehen-sive Business Plan that leaves no doubt that useof a business aircraft serves stakeholders and willbe well-implemented.

The most efficient and ultimately effective toolfor conveying that message is the Plan’s state-ment of Vision and Mission, which should havebeen generated from discussion and consulta-tion with the individuals likely to benefit from the

B

Fred Haap is an IS-BAO accredited auditorand past Chairman ofNBAA. During his dis-tinguished career in avi-ation, Mr. Haap alsospent nearly 30 years asa corporate aviationdepartment manager &pilot, logging more than13,000 flight hours in avariety of aircraft.Contact him [email protected]

Creating a FlightDepartment (Part 3)

Management�2��Aug15�.qxp_Finance��21/07/2015��10:49��Page�1

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firm’s use of the aircraft. Such discussions enablethe Plan’s author to build support for BusinessAviation within the enterprise. The greater theparticipation from heads of company businessunits in the formulation of a Flight Departmentgoverning documents, the broader will be theunderstanding of what the Flight Departmentcan do for the firm and its stakeholders.

Support through StructureBusiness Aviation has matured sufficiently tooffer a variety of delivery systems ranging fromfull ownership of a business aircraft to occasionalcharter. Aircraft can be purchased, leased, co-owned with another, or shared.

Fractional ownership, a popular form ofBusiness Aviation, is simply shared ownershipallowable under the provisions of FederalAviation Regulation 91.501 coupled with opera-tional support provided by an aviation manage-ment company. Charter can be purchased by themile or flight hour as required, or arrangementscan be made to acquire a specific number offlight hours during a calendar year, therebyassuring aircraft availability.

A Flight Department can be structured toincorporate one or more of these delivery sys-tems, depending on needs to be satisfied. Thusit is possible to serve the diverse requirementsand expectations of stakeholders, providedthose needs are identified and the Business Planpresents a Flight Department structure that iscredible and cost-effective.

Such an approach, shaped by theDepartment’s Vision, Mission and GoverningPrinciples, builds support throughout the enter-prise. The broad array of options and the likeli-hood that the Flight Department could deliversuch a menu of capabilities must be communi-cated to stakeholders, however. Never assumethat the benefits of Business Aviation areobvious to the uninitiated.

Consider the following scenario: From inter-views with decision makers and stakeholders(those most likely to use Business Aviation), thepredominant need for a business aircraft is meet-ing with current and potential customers situatedwithin 500 miles from company headquarters,many in remote locations. Additionally, manage-ment and division heads want to travel efficientlybetween the firm’s various manufacturing loca-tions. Yet the CEO sees great opportunity forexpansion overseas in Africa and possibly China.

Should the Flight Department be structured toserve the CEO’s need for flights across 10 timezones non-stop, knowing that a business aircraftcapable of such international flights is not thebest choice for the shorter flights that representthe bulk of demand?

Meeting only the CEO’s wishes is no way to

build support for Business Aviation throughoutthe company. Nor is it the best way to deal withshareholders demanding the best balancebetween opportunity and quarterly profits.Support for the flight department can be broadby structuring a department that operates theaircraft most capable of fulfilling the majority oftravel needs and chartering a long-range busi-ness jet for the limited times when specialcapability is required.

Business today—prompted somewhat byemployees’ use of social media, a probing pressand activist shareholders—no longer operates ina vacuum.

For Business Aviation to gain traction withinan enterprise, there must be support for thisunique form of transportation. A compellingFlight Department Business Plan is the key todeveloping that support.



WHO’S AVIATION WISHES WILL BE PRIORITIZED?


General�Aviation�August.qxp_Layout�1��21/07/2015��11:56��Page�1

Dealing with DetailsTo use a business aircraft safely and efficientlyrequires specific knowledge of what is availableas well as a modicum of experience withBusiness Aviation. Furthermore, preparing acompelling Flight Department Business Plan is initself challenging. Thus it is not uncommon foran enterprise considering Business Aviation toeither hire someone who has strong and relevantcredentials to develop the Business Plan orengage one of the several competent consultingfirms with a track record of Flight Departmentdevelopment.

Even firms with Business Aviation experienceoften turn to outside experts when restructuringan established Flight Department to acquire andoperate a new model of business jet. For exam-ple, when transitioning from a turboprop to abusiness jet offered by the same manufacturer, aFortune 100 company with more than a dozenyears of Business Aviation experience prepared astrong case for restructuring its FlightDepartment for jet operations and hired a sea-soned aviation specialist with jet experience toprovide assistance.

The individual, company or enterprise consid-

ering Business Aviation has a wealth of optionsthat can be identified in the Business Plan andmanaged by the Flight Department. Designinginsightful and compelling statements of Vision,Mission and Governing Principles through directinvolvement with decision makers and stakehold-ers, and using that process to gain support forBusiness Aviation, you have the foundation onwhich a Flight Department can be formed. Youcan offer a structure that blends the best of eachaspect of Business Aviation, thereby expandingthe breadth of support.

Next month we’ll add additional specifics tocomplete your Business Plan and launch a suc-cessful Flight Department. �

Are you looking for more articles on Flight DepartmentManagement? Visit www.avbuyer.com/articles/flight-department-management/



“ Theindividual,company orenterprise

consideringBusiness

Aviation hasa wealth ofoptions...”

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The Effects of Poor CRMHow will you manage your Flight Department?

FLIGHT DEPARTMENT � SAFETY

Don’t let Crew Resource Management violations manifest within your flight department, warns Mario Pierobon. Be proactive; nip them in the

bud before an incident occurs that everybody regrets.

Safety�1�August15.qxp_Finance��21/07/2015��11:09��Page�1


Mario Pierobon works as a Safety ManagementConsultant and ContentProducer. He is current-ly involved in a majorairside safety researchproject at CranfieldUniversity in the UK. Contact him via [email protected]

n February 2010, a Czech-registeredCitation Bravo departed Pragueinternational airport on a night-time IFRflight to Karlstad airport, Sweden. While the

airplane was climbing to cruising altitude, the co-pilot asked the captain if she had ever flown a rollat night.

The conversation developed. Reaching FL260 theco-pilot rolled 30° to the left and immediately 20° tothe right, following which ATC gave clearance toclimb from FL260 to FL330.

At FL270, the captain asked the co-pilot if theiraltitude was high enough to perform a roll. The co-pilot confirmed that the altitude was sufficient. Fiveseconds later with the nose pitched up to 14° a rollto the right was initiated. Within four seconds theairplane was flying upside down. It rolled a further90° in the next four seconds, and as it did so, theheading changed.

The nose dropped in an almost vertical dive of-85°. The computed airspeed increased from 240knots at the initiation of the roll to 380 knots duringthe descent. The flight crew lost control of theairplane and it crashed in a forest below.

Poor CRMAs part of the investigation, the German aircraftaccident investigation body (BFU) stated that thepilots were not trained in aerobatics, nor was theairplane designed or approved for aerobatics.Contributing to the loss of control was the fact thatnight-time conditions caused a lack of visualreferences outside the airplane.

Most importantly the BFU concluded that thepersonal relationship between the two pilots led to alack of professional behaviour on the flight-deck. Thebehaviour of the crew on-board the crashed CitationBravo was very poor from a Crew ResourceManagement (CRM) perspective, a discipline that thecrew members should have been familiar with.

The Dirty DozenSo how can a Flight Department identify andeliminate poor Crew Resource Management withintheir own cockpits? One of the most popular ways toperform CRM and Human Factors (HF) training is viathe so called ‘dirty dozen’, a list of HF precursors thatcan lead to accidents or incidents, as originallydeveloped by Gordon Dupont in 1993 when workingfor Transport Canada:

1. Lack of communication;2. Complacency;3. Lack of knowledge;4. Distraction;5. Lack of teamwork;6. Fatigue;7. Lack of resources;8. Pressure;9. Lack of assertiveness;10. Stress;11. Lack of awareness;12. Norms.

With regard to the Citation Bravo accident it’spossible to identify how several of the items playedtheir part in the occurrence (although theprotagonists of this event were most certainly awareof them).

First was a lack of teamwork: the captain wasweak in her leadership function and the co-pilot, whoshould have been a follower, overstepped theboundaries of his function as second-in-command.The captain exhibited a lack of assertiveness.Perhaps she knew that a roll with a business jet wasjust not right, but allowed her standards to becompromised by the attitude of the co-pilot.Additionally, workplace norms were such that high-risk attitudes such as that of the co-pilot were noteffectively captured and dealt with.

IS-BAO & CRMGlobal standards govern the delivery of training on,and application of, CRM. The InternationalStandard for Business Aircraft Operations (IS-BAO),based upon the International Civil AviationOrganization (ICAO) Annex 6 Part 2 (internationalGeneral Aviation), requires crew members to betrained in, understand and apply CRM.

IS-BAO further recommends that schedulers,dispatchers, maintenance personnel and othersconnected with the operation receive HF training,and that recurrent CRM and HF training should beprovided at least every 24 months.

One of the benefits of HF and CRM training isthe opportunity for an organization capitalizing onthe content to improve communication and betterappreciate human (and team) performancelimitations. Walking the talk of CRM and HF traininghas proven to enhance workplace and safetyperformance of both commercial and non-commercial operators.

Indeed, with the advent of Safety ManagementSystems (SMS), there’s an opportunity for thethoughtful and proactive organization to earnsignificantly from a by-product of CRM and HFtraining. The awareness of HF is an important pre-condition for the development of an SMS, whichheavily relies on individuals being supported, andnot penalized, for filing air safety reports. Theseallow aviation organizations to better manage theirsafety performance, based on the risk-levels ofidentified issues.

An operation-wide appreciation of human andorganizational performance limitations works as anenabler of effective reporting, and thus improvedsafety performance. This goes beyond thetraditional effectiveness of CRM and HF training inpreventing accidents, and enters more subtly intothe domain of promoting inherently safe workingpractices.

The cockpit should be a professionalenvironment with no room given for CRM or HFviolations. Capitalize on the tools and trainingavailable today to prevent violations from springingup within your flight department, to the detrimentof everybody... �

“ ...the co-pilot, whoshould have

been afollower,

oversteppedthe

boundaries ofhis functionas second-in-command.”

I

Safety�1�August15.qxp_Finance��21/07/2015��11:10��Page�2

UnderstandingSpare Parts Support

The A-Z Process of Parts Procurement


Trading aircraft parts is a trader’s business, notes Gamit’sNadeem Muhiddin. Working with someone who under-

stands the market and knows the value of parts is essential.

FLIGHT DEPARTMENT � MAINTENANCE

he price for a part can fluctuate on analmost weekly basis, based simply onsupply and demand. For example aHydro Mechanical Unit (HMU) in 2010

may have been worth up to $200,000 whereas intoday’s market pricing for that part has dropped tocirca $80,000. It pays to work with a managementcompany that has its finger on the pulse.

Another factor at play is the timing of a partsdelivery. If an aircraft is in the shop for scheduledmaintenance, then a standard 3-4 day lead-time toreceive a part is acceptable. However if the aircraftis AOG, the need for a part becomes far moreurgent, and more effort is required to source thepart to be delivered to the aircraft.

Gamit was recently called to support an AirbusACJ319. The aircraft was in Rome on the Saturday,due to depart on Sunday. An AOG call wasreceived on Saturday at 4pm for a replacementwindshield, including adhesives. That was a bigask: for starters, only limited personnel are avail-able on a Sunday in Rome; the adhesives are con-sidered hazardous material requiring special han-dling; and finally, the windshield would need to becrated in a wood palletised box due to its size andweight.

After much organization, the deadline was met:the parts were sourced from four different vendors,shipped on a dedicated flight and trucked directlyto the aircraft.

TNadeem Muhiddin is the General Manager at Gamit, which specializes in AviationAsset Management.Specifically, Gamit is an industry leaderin aircraft and engine auditing and comprehensive technical management. Contact Nadeem [email protected] visitwww.gamit.co.uk

Maintenance�Aug15.qxp_Finance��21/07/2015��12:33��Page�1

As you can imagine, this was all highly time-intensive, none of which could be handled by aregular courier service. It’s almost impossible forany single parts stockist company to hold invento-ry of every component for all aircraft types due tothe volume of part numbers there are for each air-craft type. Thus, you are well advised to work witha management company that is plugged into aglobal supply chain network.

Transaction TypesThere are a number of transaction types availablewhere aircraft parts are concerned. Due to thehigh value of component parts, they retain a cer-tain worth (even when unserviceable) and are notthrown away when they break. The typical industrytransaction types are as below.• Outright sale: This is a clear, black and white

outright sale.• Flat rate exchange: For a fixed-price the client

will receive a serviceable part and send theirunserviceable part back to the vendor. This istypically a more expensive but low-risk strategybecause the client knows at the beginningwhat the costs are. [There have been cases ofover and above charges for some solutions.Suppliers may include a standard repair in theflat-rate cost with any other internaldamage/work required incurring additionalcharges.]

• Exchange fee & cost of repair: In this scenariothe client typically pays between 8-15% of fairmarket value for the exchange fee on the firstinvoice. The unserviceable part is thenreturned to the vendor who will send it forrepair or overhaul. That shop visit cost ispassed on to the client as a second invoice,thus representing a higher risk to the operatoras the cost is variable, although the cost is typi-cally cheaper than flat rate (above).

• Loan: If the option is available, a componentcan be supplied on a loan basis to be installedto the aircraft while the defective component isshipped to the workshop for repair. This can becostly as the loan component is charged at adaily rate (1%); plus the cost to repair thedefective unit, to change the component out(twice), and test and re-certificate the loan unitonce returned. On the plus-side, the clientretains their component for the long-term.

• Repair: Remove the part from the aircraft andsend to the repair shop for rectification andrecertification. If the aircraft is in maintenancefor a long period, it is possible to remove thecomponent from the aircraft after establishingthe component is defective, send for rectifica-tion and recertification, then ship back to berefitted all while the aircraft is in the hangar.

With the available possibilities, operators arewise to discuss their options with somebody who

has a thorough knowledge of the parts industry,along with your specific need.

CertificationAs with all aircraft maintenance, rotable and life-limited components are no different - certificationis essential! Without the component certificate, anengineer is not legally permitted to fit the part inthe airplane. Gamit has a strict ‘Quality’ mentalityto ensure only the highest standards are met. Thusprocurement is only done through an approvedvendor network.

All vendors should be vetted to ensure they canfulfil the supply agreement, that they are sellingaccurately, and that they are financially sound. Ithas been known for companies to go into



administration mid-transactions, for parts to arrivewith inadequate paperwork, or for parts simply notto arrive.Vendor performance must be tracked in terms

of delivery times, speed of response to pricerequests, and price trending, among other areas.Ideally your selected management company wouldwork with vendors to continuously improve cus-tomer satisfaction.

ShippingLogistics plays an important role in spare partssupport. There’s no use in locating the best partavailable at a price that’s half that offered by allother vendors but being unable to receive it withinthe required time frame. Procurement will oftencome from outside of the continent where the air-craft is based, meaning shipping consistently playsan important part in the deal.While the large majority of freight is done via

air transportation, other issues are important tofactoring the required timing of a part delivery –for example, within Europe road transport links arealso good.Furthermore, each country has its own proto-

cols in terms of information required for goods toclear customs. In our experience some countriesare very easy to trade in and out of, while othersare exceptionally difficult - potentially resulting inlengthy delays.Hazardous goods will typically add fees

because the staff handling the goods must be cor-rectly trained – and not all flights are permitted tocarry hazardous goods on board. Thus it is essen-tial to plan accordingly, working with somebodywho has a thorough knowledge of the nuances ofshipping globally.

Handling “Fail on Fit”Due to the age and complexity of componentparts there are occasional instances when the serv-iceable component fails on installation, or withinthe warranty period. Are you sufficiently experi-enced in handling suppliers and repair stations toensure that any faulty components (when the faultis confirmed under the manufacturer’s test proce-dures) are repaired with no additional costsincurred?It is, of course, preferable to minimize the

chance of encountering premature failure of apart. Gamit’s QA approved suppliers policy – forexample – ensures parts are sourced from OEM-approved, FAA/EASA certified repair stations,thereby reducing that risk.

Aging Aircraft Parts RequirementsWith today’s economic climate whereby older gen-eration aircraft are remaining in operational servicelonger, additional hurdles are experienced withspares supply. Parts that are available in the mar-ket have accumulated a high number of hours and

cycles, meaning that their MTBF is reduced.In some circumstances, OEMs either no longer

manufacture or are unable to support the compo-nent parts due to obsolescence. That situationreduces the number of available units in the mar-ketplace, makes the repair of defective compo-nents difficult, increases costs, and is timeconsuming.As with the other aspects of parts supply that

we’ve covered, availability of aging componentsshould be firmly managed to minimize theexpense and disruption to your flight operations.Expertise is readily available to help you navi-

gate this complex area of the market should youchoose to source it. �Are you looking for more articles on Maintenance? Visitwww.avbuyer.com/articles/category/business-aviation-maintenance/

FLIGHT DEPARTMENT � MAINTENANCE

“Thus it isessential to plan

accordingly,working with

somebody whohas a

thoroughknowledge...”



Elliott�August.qxp_Layout�1��21/07/2015��12:02��Page�1

hile exceptions exist, turbopropairplanes offer a common set ofattributes that make them anattractive proposition. The

powerplants are responsible for most – turbopropengines benefit today from propeller designs thatare far more sophisticated than just a decade ago,resulting in lower maintenance costs; longeroverhaul cycles; improved climb and cruiseperformance; and - in turn - reduced noise levels inthe cabin.

In addition, specific fuel consumption numberscontinue to improve – an attractive attribute giventoday’s depressed oil prices, with the practicaleffect of allowing the use of higher power-levelswithout suffering a proportionate increase in fuelconsumption/costs. That, in turn, contributes toimprovements in take-off, climb and cruise speed.

Another advantage offered by many turbopropsis the single-pilot operational simplicity, engineeredinto even the multi-engine turboprops. The onlyexceptions to the sum total of these benefits existamong the unpressurized models that are availableand form a small, important and dynamic segmentof the turboprop market.

Today’s turboprops offer a broad range ofturbine performance, propeller cost-effectiveness(some with at - or near to - Light jet cruiseperformance capabilities) with cabin and cockpitaccoutrements that rival the best of the fanjetstrata. And on trips of up to 300 nautical miles, thedifference in travel time between a jet and aturboprop is negligible.

Turboprop Price GuideThe following Turboprop Retail Price Guiderepresents current average values published in TheAircraft Bluebook–Price Digest. The study spans

model years from 1996 through Summer 2015 (20year period). Values reported are in US$ millions,with each reporting point representing the currentaverage retail value published in the Bluebook byits corresponding calendar year. For example, theKing Air B200GT reported in the Summer 2015edition of the Bluebook shows US$3.1m for a 2010model, US$2.9m for a 2009 model, and so forth.Aircraft are listed alphabetically.

Note: For additional assistance and interest,Conklin & de Decker Performance and Specificationdata for these Turboprops can be referred to,beginning on page 106 of this issue.

Turboprops Give More... Prop Advances keep theseWorkhorses Competitive

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


W

The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient,

multi-mission types, as we explore below…

Values�Intro.qxp_Finance��21/07/2015��15:53��Page�1

Year Model Serial No.1998 Astra SPX 91

1991 Challenger 601-3A/ER 5086

2000 Challenger 604 5431

2008 Challenger 605 5754

2008 Citation CJ3 525B-0263

1998 Citation Bravo 550-0858

2002 Citation X 750-0178

1999 Falcon 900B 174

1987 Gulfstream GIV 1008

1987 Gulfstream GIV 1021

1999 Gulfstream GV 576

2006 Hawker 850XP 258787

2005 Learjet 40XR 45-2028

2000 Learjet 45 079

2005 Learjet 45XR 282


2001 Learjet 60 229


2011 Phenom 100 50000223

2015 Phenom 300 505-TBD

2010 Bell 427 56080

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

WASHINGTON DC571.933.7393

Jeteffect�Inventory�August.qxp��21/07/2015��12:03��Page�1

Turboprops Average Retail Price Guide

BEECH KING AIRSKING AIR 350I 7.445 6.0 5.0 4.7 4.4 4.0

KING AIR 350 3.6 3.4 3.3 3.2

KING AIR 250 6.1 5.0 4.0 3.8 3.6

KING AIR B200 3.4 3.3 2.6 2.5

KING AIR B200GT 3.3 3.1 2.9 2.7

KING AIR C90GTX 3.892 3.2 2.5 2.3 2.2 2.1

KING AIR C90GTI 2.0 1.9

KING AIR C90GT 1.7 1.6

KING AIR C90B

KING AIR C90SE

CESSNA CARAVANS208 GR. CAR- EX 2.479 2.4 2.3

208 GR. CAR-675/G1000 2.162 2.1 2.050 1.925 1.775 1.675 1.575 1.475

208B GR. CAR 1.425 1.375 1.3

208B SUP. C/MASTER EX 2.48 2.3 2.0

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

208B SUP. C/MASTER 1.4 1.35 1.3

208 CAR-675/G1000 2.0 1.825 1.725 1.625 1.525 1.425

208 CAR-675 1,325 1,275 1,225

208 CAR

PIAGGIO AVANTI - P180 7.195 6.0 5.0 4.5 3.7 3.4 3.0 2.4 2.3 2.2

PILATUS PC-12/47E NG 4.712 4.3 4.0 3.7 3.5 3.3 3.1 2.8

PILATUS PC-12/47 2.6 2.5 2.4

PILATUS PC-12/45

PIPER MERIDIAN-PA46-500TP 2.220 1.850 1.750 1.650 1.550 1.450 1.350 1.250 1.150 1.1

QUEST KODIAK-100 2.017 1.7 1.5 1.350 1.225 1.150 1.0

SOCATA TBM 900 3.798 3.400

SOCATA TBM 850 2.9 2.7 2.5 2.4 2.3 2.2 1.9 1.8

SOCATA TBM 700C2/EFIS 1.675

SOCATA TBM 700B/EFIS

SOCATA TBM 700/EFIS

SOCATA TBM 700

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

MODEL

YEAR OF MANUFACTURE$

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail�Values.qxp_RPG��21/07/2015��13:06��Page�1

SUMMER 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

YEAR OF MANUFACTURE$

BEECH KING AIRSKING AIR 350I

3.1 3.0 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 KING AIR 350

KING AIR 250

2.4 2.3 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 KING AIR B200

KING AIR B200GT

KING AIR C90GTX

KING AIR C90GTI

KING AIR C90GT

1.550 1.500 1.450 1.4 1.350 1.3 1.250 1.2 1.150 1.1 KING AIR C90B

0.9 0.850 0.825 0.8 0.775 KING AIR C90SE

CESSNA CARAVANS208 GR. CAR- EX

208 GR. CAR-675/G1000

1.175 1.125 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 208B GR.CAR

208B SUP. C/MASTER EX

208B SUP. C/MASTER/G1000

1.25 1.2 1.150 1.1 1.050 1.0 0.950 0.925 0.900 0.875 208B SUP. C/MASTER

208 CAR-675/G1000

1.125 1.1 1.050 1.0 0.950 208 CAR-675

0.900 0.875 0.850 0.825 0.800 208 CAR

2.125 2.050 1.975 1.900 1.825 1.750 1.675 1.6 PIAGGIO AVANTI - P180

PILATUS PC-12/47E NG

PILATUS PC-12/47

2.3 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 PILATUS PC-12/45

1.0 0.925 0.850 0.775 0.700 PIPER MERIDIAN-PA46-500TP

QUEST KODIAK-100

SOCATA TBM 900

SOCATA TBM 850

1.625 1.575 1.525 SOCATA TBM 700C2/EFIS

1.475 1.425 1.375 1.325 SOCATA TBM 700B/EFIS

1.275 1.225 SOCATA TBM 700/EFIS

1.2 SOCATA TBM 700

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail�Values.qxp_RPG��21/07/2015��13:07��Page�2

The following describes the content of eachcost element used in The Aircraft CostEvaluator. There are no sales taxes included inthese costs.

VARIABLE COST PER HOUR Includes fuel,maintenance reserves for routine mainte-nance, engine/ propeller/APU reserves, andmiscellaneous expenses.

Specifications - GeneralCABIN DIMENSIONS Cabin Height, Width,and Length are based on a completed interior.On “cabin-class” aircraft, the length is meas-ured from the cockpit divider to the aft pres-sure bulkhead (or aft cabin bulkhead if unpres-surized). For small cabin aircraft, the distanceis from the cockpit firewall to the aft bulkhead.Height and width are the maximum within that

cabin space. Cabin Volume is the interiorvolume, with headliner in place, without chairsor other furnishings. Cabin Door Height andWidth are the measurements of the mainpassenger cabin entry door.

BAGGAGE Internal baggage volume is thebaggage volume that is accessible in flight bythe passenger. This amount may vary with theinterior layout. External baggage volume isthe baggage volume not accessible in flight(nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is thetypical crew and passenger seating commonlyused on the aircraft. This is not the maximumcertificated seats of the aircraft. These num-bers may vary for different operations(Corporate, Commercial, EMS, etc.).

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

• Basic Operating Weight is the emptyweight, typically equipped, plus unusablefuel and liquids, flight crew @ 200 poundseach and their supplies.

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

• Payload with Full Fuel is the useful loadminus the useable fuel. The useful load isbased on the maximum ramp weightminus the basic operating weight.

• Maximum Payload is the maximum zerofuel weight minus the basic operatingweight.

SpecificationsPerformance Range:• Range - Seats Full is the maximum IFR

range of the aircraft with all passengerseats occupied. This uses the NBAA IFRalternate fuel reserve calculation for a 200N.Mi. alternate. This is used for jet andturboprop aircraft.

• Ferry Range - is the maximum IFR rangeof the aircraft with the maximum fuel onboard and no passenger seats occupied.This uses the NBAA IFR alternate fuelreserve calculation for a 200 N.Mi.alternate. This is used for jet andturboprop aircraft.

• VFR Range - Seats Full is the maximum

VFR range of the aircraft with all passen-ger seats occupied. This is used for allhelicopters and piston fixed-wing aircraft.

• VFR Ferry Range - is the maximum VFRrange of the aircraft with the maximumfuel on board and no passenger seatsoccupied. This is used for all helicoptersand piston fixed-wing aircraft.

Balanced Field LengthBFL is the distance obtained by determiningthe decision speed (V1) at which the take-offdistance and the accelerate-stop distance areequal (fixed-wing multi-engine aircraft only).This is based on four passengers and maxi-mum fuel on board (turbine aircraft). Forsingle-engine and all piston fixed-wing aircraft,this distance represents the take-off fieldlength at Maximum Take-off Weight (MTOW).

Landing Distance (Factored)For fixed-wing turbine aircraft, landing dis-tance is computed using FAR 121 criteria. Thistakes the landing distance from 50/35 feet(depends on certification criteria) and multi-plies that by a factor of 1.667. No credit isgiven for thrust reversers. Configuration is withfour passengers and NBAA IFR Fuel Reserveon board. For fixed-wing piston aircraft, thisfigure is the landing distance over a 50 footobstacle.

Rate of Climb (Ft/Min)The rate of climb, given in feet per minute,is for all engines operating, at MTOW, ISAconditions. One Engine Out rate of climb isfor one engine inoperative rate of climb atMTOW, ISA.

Cruise Speed (Knots True Air Speed - KTAS)Max Cruise Speed - is the maximum cruisespeed at maximum continuous power. This mayalso be commonly referred to as High SpeedCruise. Normal cruise speed is the recommend-ed cruise speed established by the manufactur-er. This speed may also be the same asMaximum Cruise Speed. Long Range Cruise isthe manufacturer’s recommended cruise speedfor maximum range.

EnginesThe number of engines, manufacturer andmodel are shown.

he AvBuyer Magazine Guide toAircraft Performance andTechnical Specification Data isupdated by Conklin & de Deckeron a regular basis. The Guide is

much more comprehensive and informative,providing more aircraft types and models andincluding variable cost numbers for all models.

This month’s category of aircraft -Turboprops – appears overleaf, to be followedby Ultra-Long-Range & Large Jets next month.

Please note that this data should be used asa guide only, and not as the basis on whichbuying decisions are taken. The data presentsaircraft aged below 20 years of age only, butConklin & de Decker provides details of olderairplanes too.

If there are any other ways in which we canimprove the content or presentation of thisinformation, please let us know.

Tel: +44 (0) 20 8391 6770;Email: [email protected]. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts,02653, Tel. 508-255-5975, www.conklindd.com


Aircraft Performance& Specifications

Turboprops

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs�IntroAug.qxp_AC�Specs�Intronov06��21/07/2015��14:14��Page�1

Boutsen�August.qxp_Layout�1��21/07/2015��12:05��Page�1


BEECHC

RAFT KING AIR C90B

BEECHC

RAFT KING AIR C90GT

BEECHC

RAFT KING AIR C90GTi

BEECHC

RAFT KING AIR C90GTx

BEECHC

RAFT KING AIR C90SE

NEXTAN

T AERO

SPACE G90XT

BEECHC

RAFT KING AIR B200

BEECHC

RAFT KING AIR 250

$1,067.57

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

$1,220.43

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

$1,205.02

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

$1,191.95

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

$1,097.37

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

$866.42

4.8

4.5

12.4

218

4.3

2.25

54

-

2

5

10500

9700

7235

2573

752

2143

-

-

-

-

-

-

-

-

-

2

H80

$1,328.75

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

$1,464.46

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8780

3645

165

2220

636

1575

3925

4625

2437

682

310

301

232

2

PT6A-52

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

TURBOPROPS


AircraftPer&SpecAug15.qxp_PerfspecDecember06��22/07/2015��11:51��Page�1

www.aradian.com

7200TT. TCAS. TAWS. XM weather. HF.

2008 Citation Mustang2350TT. EU Ops complaint. Satcom. Also 2008 available

2007 Gulfstream 150

2013 Gulfstream 4501900TT. Beige leather. Satcom. MSP Gold

2008 Hawker 750

4200TT. JSSI. EU Ops. 9 pax interior.

2002 Gulfstream 200Several aircraft including 2013

Gulfstream 550

1450TT. Beige leather interior. Single pilotIFR. Engines on ESP Gold

2007 Eurocopter EC135P2+5525TT, SP IFR, High spec. Excellent condition.

1996 MD900

Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, CitationXL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP.

Call/Email For Details

UK office Tel. +44 1481 233001Fax.+44 1481 233002

[email protected]

File photo

File photo

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BEECHCRAFT KING AIR 350

BEECHCRAFT KING AIR 350ER

BEECHCRAFT KING AIR 350i

BEECHCRAFT KING AIR 350iER

CESSNA 208 CARAVAN

CESSNA 208B GRAND CARAVAN

CESSNA 208B GRAND CARAVAN EX

DAHER-SOCATA TBM 700C2

$1,476.52

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

$1,496.94

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

$1,472.80

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

$1,489.17

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

$622.61

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

$630.17

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

$678.06

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

$758.12

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


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

TURBOPROPS



1984 Learjet 35AS/N: 35A-505, Reg: C-GJDA, TTSN: 8,377 hrs,Garrett TFE-731-2-2B, MSP Gold, Collins ADF-60, Dual Collins VHF-22C Com, RVSM, DeeHoward Thrust Reversers, Medevac Interior

Challenger 6047470 AFTT, Engines on Smart Parts Plus, APUon MSP Gold, Great Pedigree, Two OwnersSince New, Delivered with Fresh 192 month,Fresh Landing Gear

Gulfstream Astra SP7143 AFTT, Engines on MSP, TCAS II,EGPWS, GNS XLS FMS, RVSM and VIP Con-figuration with 6 pax

Falcon 5013,634 hrs, Engines on MSP Gold, CollinsPro-Line 4, Dual Honeywell Laser Ref III,Magnastar Airphone C-2000, Airshow 400,MGTW Increase, 8 Passenger Seating, APU onMSP

Challenger 601 3R7336 AFTT, GTCP-150 APU, GoGo Wifi,Engines on GE “On Point”, Airshow 400,10 Passenger

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�August.qxp��23/07/2015��12:32��Page�1


DAHE

R-SO

CATA

TBM

850

DAHE

R-SO

CATA

TBM

900

PIAG

GIO AV

ANTI P18

0

PIAG

GIO AV

ANTI P18

0 II

PILA

TUS PC

-12

PILA

TUS PC

-12 NG

PIPER MER

IDIAN PA

46TP

QUES

T AIRC

RAFT KOD

IAK

$873.28

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

$823.28

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4556

2017

857

1476

989

1495

2823

3750

2005

-

320

316

252

1

PT6A-66D

$1,590.12

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

$1,437.75

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

$895.30

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

$887.98

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

$602.24

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

$599.87

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


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

TURBOPROPS


�


Name: 316010_AviationPartners_cc14.indd Date: July 17, 2015 2:12 PM Trim: 205mm x 270mm Bleed: 213mm x 278mm Live: 185mm x 246mm

Fonts: Franklin Gothic, Mrs. Eaves, Helvetica EPro: DangerBoy (206) 293-3688

It’s easy to see which Falcon owners have long-range plans.

Aviation Partners® High-Mach Blended Winglets™ boost performance instantly on all Falcon 900, 2000 and 50 series aircraft. Retrofi t now. You’ll climb faster, cruise higher, and fl y farther than ever before. Call +1 (206) 762-1171 or fl y to aviationpartners.com.

316010_AviationPartners_cc14.indd 1 7/17/15 2:13 PM

ver the following paragraphs, we’ll considerproductivity parameters (payload/range,speed and cabin size) and cover current andfuture market values. The field in this study

includes Embraer’s Legacy 650 business jet. Both theLegacy 650 and Falcon 900LX were launched in 2009following the great recession. So how have these twoaircraft fared during this post-recession recovery?

Brief HistoryThe Dassault Falcon 900 aircraft first flew on September21, 1984. It is unique because it – along with its sib-lings, the smaller Falcon 50 and the Falcon 7X, anadvanced development – are the only business jets cur-rently (or previously) produced with three engines. TheFalcon 900 was developed from the Falcon 50, itself adevelopment of the Falcon 20 aircraft, and the 900’sengineering included computer-aided design and theincorporation of composite materials.

Subsequent, improved models include the Falcon900B featuring newer versions of its Honeywell TFE-731

engines and increased range, and the Falcon 900EXfeaturing further improvements in engines and rangealong with an “all-glass” flight deck. The Falcon 900C isa lower-cost companion to the Falcon 900EX andreplaced the Falcon 900B.

In 2003, Dassault began offering the EX with thenew EASy (Enhanced Avionics System) digital cockpitbased on the Honeywell Primus Epic. In 2005, theFalcon 900DX entered service. Both the Falcon 900EXEASy and Falcon 900DX ended production in 2010.

At EBACE 2008, Dassault announced another devel-opment of the 900 series; the Falcon 900LX, incorporat-ing High-Mach Blended Winglets designed by AviationPartners, Inc. These same winglets are being offered forthe entire Falcon 900 series as a retrofit kit.

Worldwide AppealThere are 43 wholly-owned Falcon 900LX aircraft inoperation worldwide with none in shared ownership orin fractional ownership. By continent, North Americahas the largest fleet percentage at 46%, followed by

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

O

Aircraft Comparative Analysis: Dassault Falcon 900LX


Mike Chase’s analyticaland consultancy servicesare highly valued withinthe Business Aviationindustry. He is founderand president of Chase &Associates, and worksclosely with severalrespected sources to com-pile his unique AircraftComparative Analysisfeature. Contact Mike [email protected]

In this month’s Aircraft Comparative Analysis, Mike Chase provides information ontwo popular business jets for the purpose of valuing the Dassault Falcon 900LX.

A 2015 large cabin Falcon 900LX has a list price of $43.3m.

AirCompAnalysis�Aug15.qxp_ACAn��21/07/2015��12:38��Page�1

L EAD ING EDGE AV IAT ION SOLUT IONS , L LC WWW.LEAS .COM

2008 Citation X s/n 750-02898 pax., Engines on Corporate Care, ATG 4000 Wi-Fi,Aircell Axxess II Iridium phone, Operating Part 135,SATCOM AFIS, Improved TR’s Airshow 4000 Plus, OneOwner Since New

1995 Gulfstream IVSP s/n 126916 pax. Engine O/H 4/2013, Eligible for Corporate Care,APU Upgrade to GTCP36-150G On MSP Gold, Avionicson HAPP, Operating Part 135, Partial Interior Refurb.9/2014 & 1/2012, Triple IRS, Axxess II Iridium Satphone

1995 Gulfstream IVSP s/n 126213 pax. Engines on RR Corporate Care, APU on MSP,Avionics on HAPP, Aircell ATG-4000 GoGoBiz Wi-Fi,Aircell Axxess II Iridium Satphone, APU EnclosureVentilation Mod, Currently Operated Part 135

1994 Gulfstream IVSP s/n 123616 pax. Engines Eligible for Corporate Care-475 HrsTSOH, Aircell ATG 4000 w/GogoBiz Internet/Wi-Fi, AircellAxxess II Iridium Satphone, ADS-B Out, SBAS/lLPV GPSApproaches, -150 APU Upgrade, 2 US Owners Since New

2004 Falcon 900EX EASy s/n 13712 pax. Engines & APU on MSP Gold, New Paint & Interior9/2014, Enhanced Avionics Suite EASy II, Synthetic Vision,Enhanced Navigation, ADS-B Out, TCAS 7.1, Domestic &Int’l Wi-Fi, GoGoBiz Text & Talk, CPDLX Wiring

1997 Gulfstream V s/n 50415 pax. Engines on Condition Eligible Corporate Care,Satellite TV, Inmarsat SATCOM w/7 ch. Wi-Fi Router (SwiftBroadband), True North Phone, ADS-B-Out, TCAS IIw/Chg. 7.1, 24-48-CMP Codes 5/2014. Soft Goods 2012

Contact us: USA [email protected] WWW.LEAS.COM

2007 Sikorsky S-76C++ s/n 7606958 pax. Low time, Only 580 Hrs., Beautiful Custom VIPInterior, 500 Hr. insp. c/w 9/2012, Emergency Flotation Sys.,Avionics on HAPP, Excellent Dispatch Reliability, OneOwner, Always Hangared

2007 Global Express XRS s/n 919113 pax. Many upgrades-IAC Batch 3 Software Upgrade,FMS Mod to FANS 1/A+ & RNP4 capability, GPS Mod &Intro of SBAS/LPV Approach, ADS-B Out, TCAS 7.1,Domestic & Int’l Wi-Fi, Satellite TV, Operating Part 135

LEAS�Single�August.qxp_LEAS��21/07/2015��12:14��Page�1

Europe (at 27%) and Asia (24%)for a combined total of 97%.Additionally, seven (16.3%) of thefleet are leased, according toJETNET.

Payload & RangeThe data contained in Table A(left) are sourced from Conklin &de Decker and B&CA’s May 2015issue. A potential operatorshould focus on payload capabili-ty. The ‘Available Payload withMaximum Fuel’ for the Falcon900LX is 1,800 lbs, which is lessthan the Legacy 650 (1,909pounds).

In addition, Table A shows thefuel usage by each aircraft in thisfield of study. The Falcon 900LXat 274 gallons per hour (GPH)has 24.3% less fuel consumption(88 gallons) than the Legacy 650(362 GPH). Thus, the Falcon900LX with three engines is themore fuel-frugal according todata from Aircraft CostCalculator.

Cabin Cross SectionsAccording to Conklin & deDecker, the Falcon 900LX cabinvolume is 1,218 cubic feet and itscabin length is 33.2 ft. TheEmbraer Legacy 650 has a largercabin volume at 1,656 cu ft - 36%greater. This owes to its addition-al length (49.8 ft) compared tothe Falcon 900LX.

Note from Chart A, left(courtesy of UPCAST JETBOOK)that the Falcon 900LX offersgreater cabin height and width,however.

As depicted by Chart B (left)and using Paris, France as a ori-gin point, the Falcon 900LXshows more range coverage thanthe Embraer Legacy 650—reach-ing most of Asia, Africa and theUnited States non-stop, assourced from Aircraft CostCalculator (ACC).

Note: For jets and turboprops,‘Seats-Full Range’ represents themaximum IFR range of the aircraftat Long-Range Cruise with all pas-senger seats occupied. ACCassumes NBAA IFR fuel reservecalculation for a 200nm alternate.The lines depicted do not includewinds aloft or any other weather-related obstacles.

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Falcon 900LX

Legacy 650

49,000

53,572

21,000

20,600

274

362

4,464

4,938

1,800

1,909

5,000

3,980

3,810

3,076

Chart B - Range Comparison

Table A - Payload & Range

Chart A - Cabin Cross-Sections

Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator;B&CA May 2015 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide



Embraer Legacy 650 3669.480 NmDassault Falcon 900LX 4680.000 Nm

Souce: UPCAST JETBOOK

Dassault Falcon 900LX

Source: Aircraft Cost Calculator

Embraer Legacy 650


Powerplant DetailsThe Falcon 900LX is powered bythree Honeywell TFE 731-60engines, each offering 5,000pounds of thrust (lbst). TheLegacy 650, meanwhile, usestwo Rolls-Royce AE 3007A2engines, each offering 9,020pounds of thrust.

Cost Per MileUsing data published in the May2015 B&CA Planning andPurchasing Handbook and theAugust 2014 B&CA OperationsPlanning Guide we will compareour aircraft. The nationwide aver-age Jet-A fuel cost used fromthe August 2014 edition was$6.18 per gallon at press time,so for the sake of comparisonwe’ll chart the numbers aspublished.

Note: Fuel price used fromthis source does not representan average price for the year.

Chart C (top, right) details‘Cost per Mile’ and comparesthe Falcon 900LX to its competi-tion factoring direct costs, andwith each aircraft flying a1,000nm mission with 1,600pound (eight passengers) pay-load. The Legacy 650 shows thehighest cost per nautical mile at$6.12, 14% more compared tothe Falcon 900LX at $5.37.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (right) is definedas the Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense. TheTotal Variable Cost for theLegacy 650 shows a cost at$2,335, which is marginally high-er than the Falcon 900LX at$2,301.

Aircraft Comparison TableTable B (right) contains the newprices from Vref Pricing Guidefor each aircraft. The averagespeed, cabin volume and maxi-mum payload values are fromConklin & de Decker, while thenumber of aircraft in-operationand percentage ‘For Sale’ are asreported by JETNET.

The Falcon 900LX andLegacy 650 have more than 10

Chart D - Variable Cost

*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNETData courtesy of Conklin & de Decker; JETNET; Vref; ACC

Chart C - Cost per Mile*

Table B - Comparison Table

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07

Long RangeSpeed(kts)

CabinVolume(cu ft.)

NewVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Falcon 900LX

Legacy 650

430

425

1,218

1,656

3,810

3,076

43

73

16.3%

11.0%

1.1

1.6

$43.30

$31.60


$0Legacy 650

Falcon 900LX

US $ per hour

$2,355 $2,301QQ

$1,000 $2,000

$0.00Legacy 650

Falcon 900LX

US $ per nautical mile

$6.12

QQ

*1,000nm, 1,600lbs payload mission costs

$3.00 $6.00

Q $5.37


percent of their respective fleetscurrently ‘For Sale’. However, theFalcon 900LX at 16.3% is higherthan the Legacy 650 at 11%.

Depreciation ScheduleAircraft that are owned andoperated by businesses areoften depreciable for income taxpurposes under the Modified

Accelerated Cost RecoverySystem (MACRS). Under MACRS,taxpayers are allowed to acceler-ate the depreciation of assets bytaking a greater percentage ofthe deductions during the firstfew years of the applicablerecovery period (see Table C,above).

In certain cases, aircraft may

not qualify under the MACRSsystem and must be depreciatedunder the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-line methodmeaning that equal deductionsare taken during each year ofthe applicable recovery period.In most cases, recovery periods

MACRS SCHEDULE FOR PART 91Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

TABLE C - Part 91 & 135 MACRS Schedule

TABLE D - MACRS Depreciation Schedule

under ADS are longer thanrecovery periods available underMACRS.

There are a variety of fac-tors that taxpayers must con-sider in determining if an air-craft may be depreciated, andif so, the correct depreciationmethod and recovery periodthat should be utilized. Forexample, aircraft used in busi-ness aircraft charter service (i.e.Part 135) are normally depreci-ated under MACRS over aseven year recovery period orunder ADS using a twelve yearrecovery period.

Aircraft used for qualifiedbusiness purposes, such as Part91 business use flights, aregenerally depreciated underMACRS over a period of fiveyears or by using ADS with asix year recovery period. Thereare certain uses of the aircraft,such as non-business flights,that may have an impact onthe allowable depreciationdeduction available in a givenyear.

Table D (left) depicts anexample of using the MACRSschedule for a 2015 Falcon900LX aircraft in private (Part91) and charter (Part 135)operations over five- andseven-year periods, assuminga used retail value of $43.3million, per Vref Pricing guide.

ASKING PRICES VS AGE,QUANTITY ANDENGINESChart E (top right), sourcedfrom the Multi-dimensionalEconomic Evaluators Inc.(www.meevaluators.com),shows a Value and Demandchart for the pre-owned Falcon900LX including the Legacy650. The current pre-ownedmarket for Falcon 900LX air-craft shows a total of seven air-craft ‘For Sale’ with two dis-playing an asking price, thuswe have plotted those two.

We also added other largeand super-medium cabin pre-owned business jets of similarilk with asking prices rangingfrom $6 million to $36 million.The equation that we derivedfrom these asking prices and

Source: NBAA



2015 FALCON 900LX - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$43.300

1

20.00 %

$8.7

$34.6

$8.7

2

32.00 %

13.9

20.8

22.5

3

19.2 %

8.3

12.5

30.8

4

11.5 %

5.0

7.5

35.8

5

11.5 %

5.0

2.5

40.8

6

5.8 %

2.5

0

43.3

2015 FALCON 900LX - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$43.500

1

14.3 %

$6.19

$37.11

$6.2

2

24.5 %

10.60

26.51

16.8

3

17.5 %

7.57

18.94

24.4

4

12.5 %

5.41

13.53

29.8

5

8.9 %

3.87

9.66

33.6

6

8.9 %

3.86

5.80

37.5

7

8.9 %

3.87

1.93

41.4

8

4.5 %

1.93

0.00

43.3

Source: Vref


other criteria used shouldenable sellers and buyers tocompare, and perhaps adjusttheir offerings, if necessary.

Demand and Value are onopposite sides of the same Priceaxis. Thus, the market fornew/used Falcon 900LXresponds to at least four fea-tures: Years, Max Cruise Mach,Quantity, and Price.

Productivity ComparisonsThe points in Chart F (right)are centered on the same air-craft. Pricing used in the verti-cal axis is as published in theVref Pricing Guide. The pro-ductivity index requires furtherdiscussion in that the factorsused can be somewhat arbi-trary. Productivity can bedefined (and it is here) as themultiple of three factors:

1. Range with full payload and available fuel;2. The long range cruise

speed flown to achieve thatrange;

3. The cabin volume available for passengers and amenities.

Others may choose differentparameters, but serious busi-ness aircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. Afterconsideration of the Price,Range, Speed and Cabin Size,we can conclude that theFalcon 900LX, as shown in theproductivity index is very pro-ductive compared with itscompetitor.

Primary reasons to considerthe Falcon 900LX are range,fuel economy, higher cruisespeed, lower cost per hour andvariable costs. The Falcon900LX has a smaller cabin vol-ume compared to the Legacy650 – at least in terms oflength - and has a higheracquisition price. Operatorsshould weigh their missionrequirements precisely whenpicking the aircraft option thatis the best for them.

SummaryWithin the preceding para-

graphs we have touched uponseveral of the attributes thatbusiness aircraft operatorsvalue. There are other qualitiessuch as airport performance,terminal area performance, andtime to climb performance thatmight factor in a buying deci-sion, however.

The Falcon 900LX continues

to be very popular in the mar-ket today. Operatorsshould find the preceding com-parison informative. Ourexpectations are that theFalcon 900LX, which starteddelivering in 2009, will contin-ue to do very well in the newand pre-owned markets for theforeseeable future. �

Index

Pric

e (M

illio

ns)

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

0.0000

$60.0

$40.0

$20.0

$0.0 2.0000 4.0000 6.0000 8.0000

Legacy 650

Falcon 900LX

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Falcon 900LX Compared to the Legacy 650 and Other Similar Business Jets


his month we showcase 14 bizjet models from ninemanufacturers ranging in price from $1.96m for thesix-passenger, 1,200nm Cirrus SF50 Vision, to the$72.8m, 7,300nm-range Bombardier Global 7000.

Recent research from JETNET iQ suggest that range,cabin size, performance and comfort are the key elementsthat customers want from their heavy long-range airplanes.In the medium jet category the four key requirements are,cabin size, range, purchase price and performance and thesmall jet segment, again in order of choice, are

performance, purchase price, value for price andoperating costs.

These new jets on the way, will be armed with the verylatest cabin technology, to cope with the demand forconnectivity via iPads, iPhones, Blu-Ray and all the otherin-flight communications expectations that customers insiston having today.

We trust you’ll find the following outlines helpful toupdate you on the status of the in-development andcertification projects in the jet markets.

Today, every major Business Aviation OEM has an extensive program

of aircraft in development. Find out more about them here…

Business Jets of the Future

Snap-Shot Guide to Turbine Trends


T

COMMUNITY NEWS � TURBINE TRENDS


Bombardier Global 7000The Global 7000 has a stretched fuselageallowing for an extra cabin zone and largerwindows. There are literally thousands ofways to customize the interior from finishesto features, and layouts based on researchof the best hotels, yachts and high-end fur-niture brands to evaluate the highest levelsof luxury and match or surpass these levelsof opulence. www.bombardier.com

Category: Ultra Long RangePrice: $72.8mCertification: N/AFirst Delivery: N/ACrew + Pax: 4+17Cabin Height: 6ft 3inCabin Length: 54ft 7inCabin Width: 8ft 2inCabin Volume: N/AMTOW: N/ARange: 7,300 nmMax Cruise: 516 ktsFlight Ceiling: 51,000 ftAvionics: Bombardier VisionEngines: 2 x GE Passport 20

Bombardier Global 8000The Global 8000 is designed for exceptionalrange requirements. Its three-zone cabin willoffer flexibility and choice when defining thefloor-plan and incorporate an advancedcabin management system. The aircraft willfeature a Global Vision flight deck, includingfour large LCD screens, a HUD system, EVSand SVS.

www.bombardier.com

Category: Ultra Long RangePrice: $69.0mCertification: N/AFirst Delivery: N/ACrew + Pax: 4+13Cabin Height: 6ft 3inCabin Length: 45ft 7inCabin Width: 8ft 2inCabin Volume: N/AMTOW: N/ARange: 7,900nmMax Cruise: 516 ktsFlight Ceiling: 51,000 ftAvionics: Bombardier VisionEngines: 2 x GE Passport 20

Bombardier Challenger 650The Challenger 650 is an improved versionof the Challenger 605. A re-styled cabin in-cludes wider seats, ergonomic side-ledgedesign, new in-flight entertainment systemand Lufthansa Technik’s Nice CMS. New GECF34-3B engines produce 5% more thrust,shorter take-off, more payload capacity andgreater range.

www.bombardier.com

Category: Long RangePrice: $32.35mCertification: 2015First Delivery: 2015Crew + Pax: 3+10Cabin Height: 6ft 0inCabin Length: 25ft 7inCabin Width: 7ft 11inCabin Volume: N/AMTOW: N/ARange: 4,000nmMax Cruise: 470 ktsFlight Ceiling: 41,000 ftAvionics: Bombardier VisionEngines: 2 x GE CF34-3B

Turbine�Trends�AUG15.qxp_Layout�1��22/07/2015��09:58��Page�1

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GLOBALLY INTIMATE.

AIRCRAFT WANTED • SCA is seeking the following aircraft: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered • Challenger 605 - 2008-2010, full programs, good opportunity • Learjet 45XR - 2008 or later, under 3,000 TT,

full programs • Citation Jet - on TAP Elite, under 1.4M, USA based • King Air C90B - with Blackhawk conversion, USA based • Hawker 800XP - Pro Line 21, at least 2 years until 48 month • Hawker 800XP - under 2M, under 5,000 TT, MSP • Lear 60 - w APU, ESP, Under 2.5M • Challenger 601-3A - good cosmetics, good opportunity • CJ1 - w TAP or early model CJ2 w TAP, Europe based and Jar Ops

Only 1,875 TT • Smartparts Plus / MSP- Long Range PATS Fuel System • Jar Ops Compliant • 15 Pax VIP Configuration • Very Well Equipped

2007 Challenger 850 • s/n 8056 • OE-ISF

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

2009 Falcon 2000LX • s/n 0157 • N107RG

Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010

2000 Lear 31A • s/n 203 • N595SA

Only 3900 TTSN • Engines on MSP Gold • NDH • Good Maintenance Status

1993 Falcon 50 • s/n 234

2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH

1990 Agusta 109C • s/n 7613

1580 TT • Engines on ESP Gold • Fresh A-B-C Inspections • NDH

2008 Lear 60XR • s/n 343 • N343EC

API Winglets • 4450 TT Since NewJSSI for Engines & APU

C, 2C & Gear OH by Dassault/Paris in 2011

2000 Falcon 50EX • s/n 286 • N286ZT

All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs

• 72 month inspection currently underway at Hawker Beechcraft, Tampa

2009 Hawker 4000 • s/n RC-14

07-15 scross.indd 1 7/14/15 11:59 AM

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Cessna Citation Latitude: CertifiedHaving achieved FAA Type Certification, deliv-eries are scheduled to begin in Q3 2015. TheLatitude is the first business jet to combine aroomy, flat floor, stand-up cabin, with a mid-size price ($16.25m) and best-in-class operat-ing costs, says Cessna. Accommodating up tonine passengers, a restroom is alsoincorporated.

www.cessna.com

Category: Mid-SizePrice: $16.25mCertification: June 2015First Delivery: Q3 2015Crew + Pax: 2+9Cabin Height: 6ft 0inCabin Length: 21ft 9inCabin Width: 6ft 5inCabin Volume: 816 cu.ftMTOW: 30,800 lbRange: 2,850 nmMax Cruise: 446 ktsFlight Ceiling: 45,000 ftAvionics: Garmin G5000Engines: 2 x PW306D1

Cessna Citation LongitudeThe Citation Longitude will be Cessna’s flag-ship business jet. Fuselage cross-section is thesame as the Latitude and the aircraft will havea T-tail empennage, area-rule fuselage con-touring, and 30° wing-sweep. Constructionwill be aluminum for both wing and fuselage.The engines will be the new Snecma Silver-crest turbofan.

www.cessna.com

Category: Super Mid-SizePrice: $26mCertification: Q3 2017First Delivery: Q3 2017Crew + Pax: 2+12Cabin Height: 6ft 0inCabin Length: 28ft 11inCabin Width: 6ft 5inCabin Volume: N/AMTOW: N/ARange: 4,000nmMax Cruise: 490 ktsFlight Ceiling: 45,000 ftAvionics: Garmin G5000Engines: 2 x Snecma Silvercrest SC-2C

Cirrus Vision SF50A single-engine, low-wing, seven-seat, per-sonal jet, the prototype SF50 was first flown inJuly 2008. This aircraft is intended as a stepup aircraft for pilots who have flown the CirrusSR20, SR22 and other high-performance lightaircraft. Priced at $1.96m, the Vision will alsoappeal to small-business users.

www.cirrusaircraft.com

Category: Entry LevelPrice: $1.96mCertification: Q4 2015First Delivery: Q4 2015Crew + Pax: 1+6Cabin Height: 4ft 1inCabin Length: 11ft 6inCabin Width: 5ft 1inCabin Volume: 182 cu.ftMTOW: 6,000 lb Range: 1,200nmMax Cruise: 300 ktsFlight Ceiling: 28,000 ftAvionics: Garmin G3000Engines: 1 x Williams FJ33-5A

Dassault Falcon 5XThis is Dassault’s biggest Falcon jet to date.The OEM claims the 5X will offer the mostgenerous cabin cross-section in a purpose-built business jet when it enters service in2017. This first clean-sheet Falcon in a decadeincorporates BizAv’s most advanced fly-by-wire system and new Safran Snecma Silver-crest engines.

www.falconjet.com

Category: Super LargePrice: $45mCertification: Q4 2016First Delivery: Q1 2017Crew + Pax: 3+16Cabin Height: 6ft 6inCabin Length: 39ft 0inCabin Width: 8ft 6inCabin Volume: 1,770 cu.ftMTOW: 69,600 lbRange: 5,590nmMax Cruise: 595 ktsFlight Ceiling: 51,000 ftAvionics: EASy III Flight DeckEngines: 2 x Snecma Silvercrest

Dassault Falcon 8XDassault’s new Falcon flagship flew for the firsttime in early February and is a developmentof the Falcon 7X with a longer cabin and500nm more range. Including a completelynew cockpit incorporating the new generationEASy system and head-up display, the pro-gram is on track for deliveries in 2016.

www.falconjet.com

Category: Ultra Long RangePrice: $57m Estimated Certification: Q3 2016First Delivery: Q4 2016Crew + Pax: 3+16Cabin Height: 6ft 2inCabin Length: 42ft 8inCabin Width: 7ft 8inCabin Volume: 1,695 cu.ftMTOW: 73,000 lbRange: 7,400nmMax Cruise: 595 ktsFlight Ceiling: 51,000 ftAvionics: EASy III Flight DeckEngines: 3 x PW307D

Embraer Legacy 450The Legacy 450 is a shorter version of theLegacy 500, offering less range but a similarcruising speed and a shorter takeoff distance.Priced at $15.25m, it provides a very comfort-able stand-up cabin for up to nine passengers,and is the first business aircraft in its segmentwith full Fly-By-Wire technology.

www.embraerexecutivejets.com

Category: Mid-LightPrice: $15.25mCertification: Q4 2015First Delivery: Q4 2015Crew + Pax: 2+9Cabin Height: 6ft 0inCabin Length: 24ft 0inCabin Width: 6ft 10inCabin Volume: N/AMTOW: N/ARange: 2,500nmMax Cruise: 542 ktsFlight Ceiling: 45,000 ftAvionics: ProLine FusionEngines: 2 x HTF7500E

TURBINE TRENDS � COMMUNITY NEWS

CESSNA CITATION LATITUDECERTIFIED CIRRUS VISION SF50 DASSAULT FALCON 5X



Gulfstream G500Gulfstream has established a new family ofaircraft between the G450/G550 and theG650/G650ER with its G500 and G600. Largerthan the G450 with more range, the first G500flew in May this year, just seven months afterinitial roll-out under its own power.

www.gulfstream.com

Category: Long RangePrice: $43.5mCertification: 2017First Delivery: 2018Crew + Pax: 3 + up to 18Cabin Height: 6ft 4inCabin Length: 41ft 6inCabin Width: 7ft 11inCabin Volume: 1,715 cu.ftMTOW: 76,850 lbRange: 5,000nmMax Cruise: 516 ktsFlight Ceiling: 51,000 ftAvionics: Gulfstream Symmetry Flight DeckEngines: 2 x PW814GA

Gulfstream G600Development of the G600, a longer-cabin/range variant of the G500, remains ontrack, with assembly of the first aircraft pro-ceeding in Savannah. The G600 fits betweenthe G550 and G650/G650ER, with a wider,longer and taller cabin than that of the G550yet smaller than the G650/G60ER.

www.gulfstream.com

Category: Ultra Long RangePrice: $54.5mCertification: 2018First Delivery: 2019Crew + Pax: 3 + up to 18Cabin Height: 6ft 4inCabin Length: 45ft 2inCabin Width: 7ft 11inCabin Volume: 1,884 cu.ftMTOW: 91,600 lbRange: 6,200nmMax Cruise: 516 ktsFlight Ceiling: 51,000 ftAvionics: Gulfstream Symmetry Flight DeckEngines: 2 x PW815GA

Honda HA420 HondaJetAfter 15 years of development the HondaJetis in production with first deliveries due in2015. The HondaJet incorporates many tech-nological innovations in aviation design in-cluding the unique Over-The-Wing EngineMount configuration improving performanceand fuel efficiency, and is equipped with themost sophisticated glass flight deck availablein a light jet. www.hondajet.honda.com

Category: Entry LevelPrice: $4.5mCertification: 2015First Delivery: 2015Crew + Pax: 2+5Cabin Height: 4ft 10inCabin Length: 17ft 10inCabin Width: 5ft 0inCabin Volume: N/AMTOW: N/ARange: 1,180nmMax Cruise: 420 ktsFlight Ceiling: 43,000 ftAvionics: Garmin G3000Engines: 2 x GE-Honda HF120

Pilatus PC-24The PC-24 will appeal to owners of the PC-12turboprop desiring more speed, but with theflexibility of the PC-12. The PC-24 offers alarge rear cargo hatch and will be capable ofoperating from unpaved runways and grassstrips, giving it access to over 21,000 airportsthat other jets cannot use.

www.pilatus-aircraft.com

Category: Light JetPrice: $9.3mCertification: 2017First Delivery: 2017Crew + Pax: 2+8Cabin Height: 5ft 1inCabin Length: 23ft 0inCabin Width: 5ft 7inCabin Volume: 502 cu.ftMTOW: 17,750 lbRange: 1,950nmMax Cruise: 425 ktsFlight Ceiling: 45,000 ftAvionics: Pilatus Honeywell AdvancedEngines: 2 x Williams FJ44-4A

SyberJet SJ30iThe latest version of the Swearingen SJ30 willbe sold in two forms - the SJ30i and SJ30X(with higher-powered FJ44-3AP-25 engines).The SJ30i promises a cruising speed of 486kts.The SJ30 holds three world records for speedand distance and is designed with a 30 degreeswept wing for high speed and fuel efficientcruising.

www.sj30jet.com

Category: Light JetPrice: $7.25mCertification: 2015First Delivery: 2015Crew + Pax: 1+7Cabin Height: 4ft 4inCabin Length: 12ft 6inCabin Width: 4ft 10inCabin Volume: 191 cu.ftMTOW: 13,950 lbRange: 2,500nmMax Cruise: 486 ktsFlight Ceiling: 49,000 ftAvionics: Primus Apex 2.0/SyberVisionEngines: 2 x FJ44-2A �

GULFSTREAM G500 HONDAJET PILATUS PC-24


COMMUNITY NEWS � TURBINE TRENDS

View the latest prices

for jets for sale at


D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S .

When “Lucky” Lindy made his transatlantic crossing, he didn’t have to deal with an ocean of congressional

wrangling (maybe that’s why they called him “Lucky”). The prevailing winds blew in his favor. But today,

those winds have changed. Flying for business is more scrutinized than ever. Luckily, there’s NBAA.

We’ve made a home on the Hill, so that our members can make a living in the sky. Because business aviation

enables economic growth. And at NBAA, we enable business aviation.

Join us at nbaa.org/join.

C R O S S I N G T H E AT L A N T I C WA S E A S Y

C O M PA R E D T O N AV I G AT I N G C O N G R ES S .

Greg Brinkman Emmanuel d’Hoop Thomas Kuhn

Dennis Muilenburg John Ortega Matt Zuccaro

COMMUNITY NEWS � BIZAV REVIEW


OEM BitesAirbus received its first order for an ACJ319neofrom Riyadh-based Alpha Star. Delivery is sched-uled for Q2 2019. www.airbus.com

Bombardier gained type certification for itsChallenger 300 and 350 from Colombia’s civilaviation authority. Meanwhile, VistaJet recentlyannounced the expansion of its in-service fleetto 50 aircraft comprised exclusively of Bom-bardier business jets. This milestone wasachieved when it took delivery of a Global 6000.www.bombardier.com

Cirrus completed ultimate load testing of theballistic recovery parachute that will be standardequipment on its SF50 Vision Jet. A live test ofthis system is planned for early Q4 2015.www.cirrusaircraft.com

Embraer has appointed Lagos-based ExecuJetAviation Nigeria Ltd. as a new Authorized Serv-ice Center. ExecuJet is able to offer Phenom300 Line Maintenance services in the WesternAfrica region. Meanwhile, Etihad Flight Collegehas signed a purchase agreement for four Phe-nom 100E jets, and options for three more.www.embraerexecutivejets.com

Gulfstream now provides maintenance, repairand overhaul services for its operators at JetAviation’s Teterboro Airport facility in New Jer-sey. The Savannah-based OEM also deliveredtwo G450s to Flexjet LLC - part of a 50-aircraftpurchase Gulfstream and Flexjet announced inOctober 2014.www.gulfstream.com

Nextant delivered a 400XTi to PlaneSense, thefirst non-Pilatus-branded aircraft in the fractionalprovider’s fleet. PlaneSense placed an order inFebruary for two remanufactured 400XTis, aswell as options for three more. www.nextantaerospace.com

ONE Aviation announced the Eclipse SpecialEdition (SE), a factory-renewed Eclipse 500 sub-stantially upgraded and reconfigured to includea Dual Avio Integrated FMS, Anti-skid Brakes,newly designed pilot-side Standby Display Unit,PPG glass windshields, new premium interior,and deluxe two-tone paint scheme. www.oneaviation.aero

Piaggio recently celebrated the sale of eightAvanti Evos to UK Business Aviation servicesprovider Zenith Aviation. This one firm orderand seven options marks the first time a twin-engined turboprop has been selected by a char-ter operator in the UK. www.avantievo.com

Michael Amalfitano joined Stone-briar Commercial Finance as execu-tive vice president and seniormanaging director. Amalfitano ledthe global aircraft business for Bankof America Merrill Lynch for morethan 22 years.

Rich Bean was promoted to vicepresident of Global Jet Services.Bean joined the company in 2012 asdirector of operations.

Ira Berman, senior vice president,administration and general counselat Gulfstream, was named a Legendin Law by The Burton Awards Pro-gram, held in association with the Li-brary of Congress and co-sponsoredby the American Bar Association.

Greg Brinkman was promoted topresident of ExcelAire. Brinkman pre-viously served as COO at ExcelAire,was a corporate pilot for the invest-ment firm Kidder Peabody andlaunched Associated Aircraft Group.

Chris Craft was named presidentand COO of 1st Source SpecialtyFinance Group.

Emmanuel d’Hoop has joined theexpanding sales team at London-based Colibri Aircraft. Based inFrance, he will bolster the growingsupport needs of Colibri clientsthroughout the EMEA region.

Benjamin Dow joined Jet Quest asdirector of large-cabin Citation salesand acquisition. Dow formerly wasdirector of aircraft sales at FirstFlight.

Thomas Kuhn became president andCEO of Lufthansa Technik's US-sub-sidiary BizJet International Sales andSupport, Inc. in Tulsa. He succeedsManfred Gaertner.

Christopher Martino joins HelicopterAssociation International (HAI) as theassociation’s new vice president ofoperations, and will oversee HAI’sflight operations, technical services,safety and regulatory efforts.

Dennis Muilenburg takes over asBoeing’s CEO, with current CEO JimMcNerney to continue as chairmanuntil he retires in February 2016. A30-year veteran of the company,Muilenburg was previously CEO ofBoeing Defense Space & Security.

John Ortega was named vice presi-dent and general manager atGulfstream’s manufacturing facilityin Mexicali, Mexico.

Andy Priester, president and CEOPriester Aviation, is the new chair-man of NATA.

Peter Schmidt, has been appointedCOO at Jet Advisors. Schmidt mostrecently was COO of Linear Air.

Matt Zuccaro, HAI president andCEO, recently received the RobertN. Tredway Award from the presi-dent of the Combat Helicopter PilotsAssociation. Zuccaro, a former com-bat helicopter pilot himself was withthe 7/17 Air Cavalry.

Community�News.qxp_Layout�1��21/07/2015��14:08��Page�1

LABACE 2015 Aug 10 – 13 Sao Paulo, Brazil www.labace.org.brAEA (Aircraft Electronics Association Regional) Aug 14 Sao Paulo, Brazil www.aea.netAEA (Aircraft Electronics Association Regional) Aug 18 - 19 Bogota, Colombia www.aea.netAOPA Fly – In Aug 22 Anoka Airport, MN, USA www.aopa.orgBusiness Aviation in Latin America (BALA) Aug 11 Sao Paulo, Brazil www.aeropodium.comMEBAA Sep 1 – 2 Casablanca, Morocco www.mebaa.aeroAEA (Aircraft Electronics Association Regional) Sep 10 - 11 Kansas City, MO, USA www.aea.netJet Expo Sep 10 – 12 Moscow, Russia www.jetexpo.ruMediterranean Business Aviation Sep 11 Sliema, Malta www.aeropodium.comThe annual Business & General Aviation Day (BGAD) Sep 15 London Biggin Hill, UK www.bgad.aeroAviation Expo/China 2015 Sep 16 – 19 Beijing, China www.beijingaviation.com NBAA: Regional Forum Sep 17 St. Louis, MO, USA www.nbaa.orgAEA (Aircraft Electronics Association Regional) Sep 21 - 22 Reno, NV, USA www.aea.netThe African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 Addis Ababa, Ethiopa www.afbaa.orgAOPA Fly – In Sep 26 Col Springs Airport, CO, USA www.aopa.orgAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.netBombardier Safety Standdown Oct 6 – 8 Wichita, KS, USA www.safetystanddown.com AEA (Aircraft Electronics Association Regional) Oct 12 - 13 Tampa, FL, USA www.aea.netCEPA EXPO Oct 14 – 15 Prague, Czech Republic www. cepaexpo.comSeoul Int’l Aerospace & Defense Exhibition Oct 20 – 25 Seoul, South Korea www.seouladex.comAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.net

BizAv Events 2015


Models ranging15,000 to 210,000 lbs.

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PRODUCTS & SERVICES

Has been awarded the Federal Aviation Administration (FAA) Air AgencyCertificate and is empowered to operate an FAA approved repair station.The Swiss facility is now authorized to undertake repair station work onairframes, accessories, power plants and landing gears, as well as non-destructive inspections, testing and processing on N-registered aircraft.AMAC is expanding its facility in Basel, with the construction of a fourthhangar that is scheduled to begin operational duties from Q4 2015.www.amacaerospace.com

AMAC Aerospace

Has been appointed by Honeywell, to establish an APU (auxiliarypower unit) overhaul facility in the EMEA region (Europe, theMiddle East and Africa) by Q4 2015. With heavy maintenanceapproval for business and general aviation operators, Jet AviationBasel will be authorized to disassemble, clean, overhaul, andmodify Honeywell’s auxiliary power units (APUs) for the 36- 100/150product family. Honeywell APUs are currently used in thousands ofaircraft around the world to start main engines and provide bleedair and electrical power capacity. www.jetaviation.com

Jet Aviation Basel

And SAI Valuations formed a collaborative agreement to provideclients with a picture of an aircraft’s value and maintenance risk.The evaluation is based upon the maintenance history andanticipated exposure of a specific serial number aircraft. Usersinterface with the system through a web-based application toacquire analytics rating an aircraft’s maintenance, on a standardizedscale, valuing its current maintenance equity and futuremaintenance exposure, and comparing it to the maintenance con-dition of similar aircraft listed for sale. www.assetinsightinc.com

Asset Insight

Recently released its latest ebook, Harnessing the Power ofAviation’s Information Age. The new ebook addresses the futureopportunities that exist in flight deck systems, in-flightentertainment and connectivity solutions (IFEC), networks, airportoperations and the global airspace, and is authored by industryexperts from Rockwell Collins. Jeff Standerski, senior vice presidentof information management services, and Kent Statler, executivevice president and chief operating officer, commercial systems, forRockwell Collins, state in the introduction, “The aviation industry isin the midst of a new information age. www.rockwellcollins.com

Rockwell Collins


Garmin has introduced a new aviator watch, the D2 Bravo is amultifunction watch that blends the company's expertise in aviation,sports and GPS services in a small but stylish package. Building uponthe company's D2 watch, which Garmin introduced in October 2013,the D2 Bravo adds a range of functions and improved operation. Ithas a new omni-directional stainless steel EXO antenna, which allowsthe watch to be slimmer than its predecessor while providing fasterand more accurate GPS positioning. The high-resolution color LEDscreen is sunlight readable and the battery lasts up to six weeks inwatch mode or 20 hours in GPS mode. www.garmin.com

Garmin Watch

Following Gulfstream approval from the U.S. Federal Aviation Administration(FAA) for installation of the next-generation Satcom Direct Router (SDR) onGulfstream G450 and G550 aircraft, an enhancement that simplifies cabincommunications on both aircraft. “This equipment elevates the airborne officeto a new level,” said Mike West, vice president, Product Support Sales and NewBusiness Development, Gulfstream. “The addition of a smart router allows formore communications options in the cabin, including Satcom Direct’s GlobalVT,which allows passengers to use their personal smartphones to call and text inflight. Just as they would if they were on the ground, outgoing calls show thepassengers’ personal phone number and incoming calls display the number ofthe person calling them. Gulfstream is pursuing similar supplemental typecertificates from the FAA to add this cabin communications enhancement toG650/G650ER, GV and GIV aircraft. www.satcomdirect.com

Satcom Direct

Sean�advertorial�-�Products�&�Services�August.qxp_Layout�1��21/07/2015��14:59��Page�1

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

[email protected]

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Cessna Citation Ultras

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 Permaguard

sealed ExteriorMAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on

20 Sold 5 Remaining that Must Be Sold!

J�Hopkinson�2�May.qxp��22/04/2015��14:52��Page�1

SHOWCASE

Serial Number: 280Registration: N145JPAirframe TT: 3,620Landings: 2,763AirframeOn CAMP and enrolled on Bombardier’sSmartParts+ program EnginesHoneywell TFE731-20AR-1B Engines with3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-116634 3,620 SNEW 2,763CSN 701 SMPIEngine 2 s/n P-116632 3,620 SNEW 2,763CSN 701 SMPIAPU: Honeywell RE100 s/n P-311: TTSN 1,626Enrolled On Honeywell’s MSP GoldAvionics4 Tube HONEYWELL PRIMUS 1000 EFISDual Universal UNS-1E FMSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 AutopilotHoneywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTHoneywell Mk V EGPWS with WindshearHoneywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell KTR-953 HF w/SELCALHoneywell RT-300 Radar Altimeter

Special FeaturesEU OPS CompliantSteep ApproachRVSM, MNPS, P-RNAV & RNP-10 CapableCollins Airshow 400 w/ Dual ScreensAudio International DVD Player110v Inverter and outletsFlip Down Galley SeatExteriorOverall DeSoto Matterhorn White with ColumbiaBlue Metallic, Flight Red and Cumulus GrayMetallic stripes. Refurbished 3/2014InteriorThe 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, hard partitions andadditional baggage storage. Interior refurbished,new crew seats and new carpet 3/2014MaintenanceFull Prepurchase Survey c/w 12/2013 by BAS-AMSPhase A c/w 1/2016 at 3,608 by BAS next due 1/2016Phase B c/w 5/2015 at 3,620 by BAS next due 5/2017Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017Phase D c/w 9/2009 at 2,378 next due 9/2017

2005 Lear 45

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


Make Offer ASAP

JetPro�Texas�2005�Lear�45�August.qxp_Heeren�Cit�Ultra�sep��22/07/2015��14:36��Page�1

SHOWCASE

Serial Number: 0356Registration: N356JHAirframe TT: 2,366Landings: 1,638

EnginesPratt & Whitney 305A – Enrolled on ESP GoldLeft: PCE-CA0551 2,346 Total Time 1,617 CyclesRight: PCE-CA0567 2,330 Total Time 1,608 CyclesAPU: Hamilton Sundstrand T-20G-10C3A: 762Total Hours 2,122 EventsAvionicsCollins Proline 21 Avionics System includes:Four Tube Collins AFD-3010 with 7” X 8”Displays Dual Collins ADC-850D Air DataComputersDualCollinsAHC-85E Attitude Heading ComputersDualCollinsFMC-5000 Flight Management SystemDual Collins FCC-850A Flight Control ComputersDual Collins VIR-432 Nav UnitsDualCollinsVHF-422ACommUnitsIntegrated Digital Engine IndicationCollinsWXR-840Color Weather Radar SystemCollinsALT-55BRadio AltimeterHoneywell KHF-950 HF w/SELCALHoneywell Mark V EGPWS w/Windshear AlertUniversal CVR-120 Cockpit Voice RecorderTCAS-94D TCAS II with change 7Additional Features & EquipmentAirshow 410Forward/Aft Monitors (LCD)Cabin Entertainment System (10 disc CDChanger, Dual DVD Player and aux audio in)ICG ICS-100 Iridium SATCOM

ATG 2000 GOGO WifiFlight Display Systems JET JUKEBOXArtex C406-2 MHz ELT w/Nav InterfacePulselightsDual Concorde Lead Acid Batteries115 VAC OutletsEmergency Lighting PackageDual Hot Liquid Containers. TIA Microwave OvenInteriorThis custom interior features four fully articulatingand reclining chairs in the aft cabin covered inWolldorf Ambassador Black leather with strikingyellow accent stitching, a forward right handthree place divan covered in complementingKravet Fabric is opposite the large mid cabin lefthand galley with a microwave oven, dual coffeecontainers and abundant storage for drinks anddry goods. The aft lav features a belted 8th seatand vanity with sink. Carpeting is Red Rock100% wool, the lower side panels are MarionBurst Ebony and the headliners and windowreveals are tan Ultraleather. Majorrefurbishment - December 2014.ExteriorMatterhorn White, Black, Starlite Silver and LasVegas Gold. New Paint - November 2014Gross Weight (Ramp): 23,750 lbs Max TakeoffWeight: 23,500 lbs Max Landing Weight: 19,500lbs Max Zero Fuel Weight: 17,000 lbs EmptyWeight: 14,654 lbsMaintenance StatusFresh A and Prepurchase by Learjet - Wichita6/2015. Phase B, C and D, Cable Change andPrepurchase by West Star 7/2014

2008 Learjet 60XR

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


JetPro�Texas�2008�Learjet�60XR�August.qxp_Heeren�Cit�Ultra�sep��22/07/2015��14:38��Page�1

SHOWCASE

Mente Group, LLC15301 North Dallas Parkway,Suite 1010 Addison, TX 75001

1998 Falcon 900B Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

Tel: +1 214 351 9595www.mentegroup.com

Serial Number: 258641Registration: N513MLAirframe TT: 4337.3 Landings: 3624

EnginesTFE 731-5BR-1H – 100% JSSI-Premium Plus ProgramLeft: S/N P107839 4337.3 Hours 3624 CyclesRight: S/N P107840 4337.3 Hours 3624 CyclesAPUGarrett GTCP 36-150W - 100% JSSIS/N P-748 3422 HoursCollins Proline 21 Avionics SuiteADF: Dual Collins ADF-462Autopilot: Collins FGC-3000 IFCSCommunication Radios: Dual Collins VHF-422C w/8.33spacingDME: Dual Collins DME-442

Flight Director: Collins FGC-3000 IFCSFMS: Collins FMS-6000 w/dual GPSNavigation Radios: Dual Collins VIR-432TCAS: Collins TCAS-4000Stormscope: Honeywell LSZ-850 lightening sensorAFIS: Honeywell AFISAvionics Package: Collins FGC-3000 IFCS / Pro Line 4CVR: Universal CVR-120FDR: Honeywell DFDR full rack & wiring provisionsSATCOM: AirCell w/four handsetsHi Frequency: Collins HF-9000 w/SELCAL (provisionsfor 2nd)Radar Altimeter: Collins ALT-4000TAWS: Honeywell Mark V EGPWS w/windshearTransponder: Dual Collins TDR-94D Mode SInteriorOriginal Installation 2003 by Hawker Beechcraft.Beautiful nine passenger executive interior, featuring a

well appointed, spacious forward galley. A forward four-place club arrangement with foldout tables. The spaciousmid cabin boasts another single seat across from a sidefacing three-placed divan.Seating is tastefully finished in light earth-tone leathers.Interior is complemented by luxurious carpeting foundthroughout the cabin. Forward galley poses ample storageand a microwave oven.Cabin Entertainment includes: Worldwide Airshow 400,and Airshow briefing system, forward and aft 14inchcomputer display capable LCD monitors, DVD, CD. Theaircraft also has power outlets for laptops and otherelectronic devices.ExteriorOriginal Paint 2003 By Hawker BeechcraftMatterhorn white and dark blue base coat with dark andlight blue stripes.Winglets installed November 2010

2003 Hawker 800XP Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909

EnginesAlliedSignal TFE731-5BR-1C. On MSP GoldEngine #1: 3606.5 HRS TSN, 1940 CyclesEngine #2: 3606.5 HRS TSN, 1940 CyclesEngine #3: 3575.9 HRS TSN, 1922 CyclesAPUGarrett GTCP36-150F. On MSP 2649 HRS TSNAvionicsDual Honeywell EDZ-820EFIS. Honeywell DFZ-800Dual Honeywell NZ-2000 w/DL-950 Data LoaderDual Honeywell GNSSU (12 Channel)Dual Collins VHF-22A. Dual Collins VIR-32

Dual Collins ADF-60BDual Collins Dual Collins DME-42Dual Collins TDR-94D Mode S/Enhanced SurveillanceHoneywell Primus 880 w/2 RCU’sCollins TCAS-94 (change 7)Honeywell AA-300Dual King KHF-950 w/Selcal (2 channel)Honeywell MCS-3000 (3 channel)Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice RecorderAllied Signal Flight Data Recorder ELT 97A-406MaintenanceAVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FMimmunity, RNP-5/-10

Inspections“B” and “2B” Insp C/W February 2010 (2,869 Hours)“C” and “2C” Insp C/W May 2010 (2,903 Hours)Wing Dry Bay Modification C/W May 2010 (2,903 Hours)Landing Gear Overhaul C/W May 2010 (2,903 Hours)InteriorRefurbished November 20078 beige leather seats (forward and mid-cabin)2 beige leather seats (aft cabin)3-seat divan in beige leather (aft cabin)Custom beige carpet. Forward closet. Forward galleyFireblocked for Part 135 OperationsExteriorWhite upper and Royal Blue lower fuselage with Gold andBurgundy accent stripesOptionsAirshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”


Mente�June.qxp��21/07/2015��12:28��Page�1

SHOWCASE

Serial Number: 5033Registration: VP-BNRAirframe TT: 1834Landings: 960

EnginesRR BR-710 Engines: 1834 (as of June 27, 2015)JSSI "Platinum" (pro-rated)APUHoneywell RE220APU Total Time Since New - 2234 HoursAvionicsCertification Foxtrot "Enhanced"completed June2013 (ASC 84B & ASC 96) CPDLC, ADS-CRunway Awareness Advisory System (RAAS) Four(4) Honeywell DU-1310 Flat Panel Display UnitsTwo (2) Honeywell DC-884 Display ControllersOne (1) Honeywell DP-884 Display BrightnessPanel One (1) Honeywell/Kollsman VisualGuidance System (VGS)Three (3) Honeywell MAU-913 Modular AvionicsUnits One (1) Honeywell GP-500 Flight GuidancePanel Three (3) Honeywell MC-850 MultifunctionControl Display UnitsThree (3) Honeywell AZ-200 Air Data ModulesOne (1) Honeywell WU-880 Weather RadarReceiver/Transmitter AntennaTwo (2) Honeywell WC-884 Weather RadarControllersThree (3) Honeywell IR-500 LASEREF V MicroInertial Reference UnitsTwo (2) Honeywell MRC-855A Modular RadioCabinets

Three (3) Honeywell AV-900 Audio PanelsOne (1) Honeywell MT-860 ThirdNavigation/Communication Cabinet Two(2) Honeywell RT-300 Radio AltimetersInterior18 Passenger custom designer interior w/ fwdgalley including convection oven & microwave.Flight attendant seat. Fwd & aft vacuumlavatories. Fwd cabin: Six individual seats of whichtwo are berthable. Mid-cabin: Four-place clubarrangement. Aft-cabin: Two four-place divans.Cabin materials are fire resistant to Part 135requirements. Interior is in excellent like newcondition. Seats are covered most of the timeExteriorWhite upper and FAA Blue lower fuselage w/ LasVegas Gold accent stripesAdditional FeaturesRVSM/8.33 KHz /FM Immunity/RNP5 &10/MNPSSecuraplane 450 Security SystemAirshow 4000 SystemFour 5.6” Monitors, one 12” Monitor & one 20.0”MonitorDual Davtron Digital ClocksSingle 5-Disc Audio CD Player / ControllerTwo Multi-Region DVD PlayersMiltope Cockpit Printer & Cabin Laser PrinterSATCOM and Ethernet:

Make offer

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], [email protected]



Aviation�Advisors�August.qxp��22/07/2015��11:22��Page�1

SHOWCASE

Serial Number: 5193Registration: P4-PPPAirframe TT: 3149Landings: 1098

Aircraft specificationsL/H EngineRolls Royce BR 700-710C4-11Actual engine hours 3149Actual engine cycles 1098R/H EngineRolls Royce BR 700-710C4-11Actual engine hours 3149Actual engine cycles 1098Program Coverage: Rolls Royce Corporate CareEnrolled on Plane Parts ProgramAPUAPU Program Coverage: Honeywell MSPAvionics•Cert E Honeywell PlaneView Avionics Suite•Single Miltope TP-4840 Thermal Cockpit Printer•Single BF Goodrich GH-3100 Standby FlightDisplay•Single BF Goodrich EBDI-4000 Standby RMI•Single BF Goodrich Magnetometer•Dual Davtron Digital Clocks•Triple Honeywell IR-500 LASEREF V Micro IRUs•Triple Honeywell AZ-200 Air Data Modules•Triple Honeywell VHF Voice/Data Radio•Single Artex 110-406 ELT (triple frequency, withNav unit)•Single Honeywell WU-880 Weather Radar•Dual Honeywell WC-884 Weather RadarControllers•Triple Honeywell AV-900 Audio Control Panels•Single Honeywell VGS HUD System

•Single Kolsman EVS FLIR system•Dual Collins HF RadiosOptions/Features•New paint scheme: 04.2014•Heads up Checklist•Cabin Audio/Video Package•Noise canceling Headphones•EASA JAR OPS 1 certified(ASC035A Part II)•Teflon Painting•Enhanced Soundproofing•Upgrade to 20” FWD Bulkhead monitorsInteriorAircraft is configured into 4 cabin seating zones.The Forward Galley is equipped with microwave,espresso machine and granit countertop. Thecrew Lavatory is also located in the forwardsection of the airplane.

The forward seating zone consists of 4 singlechairs all of which are fully berthable in a doubleclub configuration with 2 pull out executive tables.The second zone consists of a three place divanacross from two single chairs with a pull out table.The third zone consists of a dining table with fourseats and credenza across from it. The sleepingarea is separated from the cabin by a pocketdoors and consists of 2 three place divans. Thereis also a walk-in toilet with cupboard with accessthrough to the baggage area.



Tel: +43 (664) 430-12-27Email: [email protected]

Sorens Group Ltd1 1\2 Miles Northern Highway,

Belize City, Belize

EASTUNION�Gulfstream�G550�June.qxp��23/07/2015��10:08��Page�1

SHOWCASE

Serial Number: 101Registration: N568LAirframe TT: 4583Landings: 3876

• No Damage History• Two Owners Since New• Airworthiness: 25 February 1991

EnginesGarret TFE-731-5BR-1C N1 DEEC’s

Engine 1 Engine 2 Engine 3Serial P101147 P101154 P101148Hours 4498 4498 4498Cycles 3800 3800 3800Enrolled on MSP Gold

APUGarret GTCP36-150F. Serial: P-209 Hours: 2203HSI completed at 1,200 hours Dec. 2005

Avionics• Honeywell SPZ-8000 Avionics Suite w/ CollinsProline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing• Dual Collins VIR-32 • Dual Collins ADF-60B • Dual Collins Mode “S” Transponders w/ Flight ID• Dual Collins DME-42

• Dual King KHF-950 w/ SelCal• Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II• Fairchild A100 A CVR (120 min)• DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V• Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT• DL-950 Data Loader

EntertainmentBlu-Ray DVD with two 19” HD Rosen Monitors.Airshow 410

Interior/Exterior14 Passenger interior features a Forward fourplace club, Mid cabin four place conference groupopposite credenza, Aft dual three place divans.Forward Galley, Aft Lavatory

MaintenanceOn CAMP. 2C Inspection and Landing GearOverhaul scheduled for July 27, 2015

Asking Price: Make Offer

All Trades Considered

Florida Jet Sales, Inc.1516 Perimeter Road, Suite 201Palm Beach International AirportWest Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

1991 Falcon 900B


Florida�Jet�F900B�August.qxp��21/07/2015��17:28��Page�1

SHOWCASE

Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements (two pilots and two techniciansat FlightSafety).AvionicsAircraft equipped with G280“Intercontinental Package”EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfigurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pendingcertification)Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


New Gulfstream G280

Two Million Dollar Price Reduction- now $23,995,000

CAAP�G280�July.qxp��21/07/2015��12:29��Page�1

SHOWCASE

Serial Number: 281Registration: N700HLAirframe TT: 1,575

• Only 1,575 Hours Total Time Since New• Five Bladed - MT Propeller Upgrade• Garmin GNS-530s WAAS• Garmin GMX-200 MFD• Garmin GAD-42 Roll Steering• Garmin GDL-69A Real Time Weather• No Damage History• Available Immediately

Avionics• PS Engineering PM8000B Audio Control Panelwith Telephone and Music Input and MarkerBeacons• EHSI/EADI EFIS 40 - WAAS Upgraded - 2-Tubes with Symbol Generator, KVG 350, KCS305 with Heading Comparator Alarm, Turn &Bank Indicator• GMX200 MFD with ChartView, Radar, Traffic,Terrain, Lightning, XM Wx & Music• #1 GNS 530 WAAS VHF COM/VOR-ILS/GPS• #2 GNS 530 WAAS VHF COM/VOR-ILS/GPSwith GI 106A VOR/ILS• KMH 880 Traffic Alert and Terrain Warningdisplayed on GMX200• KNI 582 RMI connected to Heading No. 2• KEA 346 Drum Altimeter connected to ATC No. 1• WX 500 Stormscope displayed on GMX200• Tri-Band ELT with Aircraft Identification• KFC 325 3-Axis Digital Autopilot with Pre-

Select Altitude and Yaw Damper w/Garmin GAD 42• Roll Steering • Heading Gyro 1/2 Selector for EFIS• Standby Vacuum Artificial Horizon• KN 63 DME with output to EHSI and KDI 574• KRA-405B Radar Altimeter• KDI 574 DME Indicator• RDR 2000 WX Radar with output on GMX200• GDL69A XM Weather and Music receiver• Mode C ATC GTX 327• Electrical Artificial Horizon• Vertical Speed Indicator• Airspeed Indicator• KCS 55A HSI and KI 525A connected to NAVNo. 2, Heading No. 2• Second Mode C ATC GTX 327 with UI 3500Encoding Altimeter • Engine Trend Monitoring System (ETM 700Shadin) fuel flow and Air data

Additional Equipment• Tanis Engine Heater• Battery Charger Provisions• Map Reading Tablet• Thommen Needle Chronometer• Leather Side Panels• Co- Pilot side CD Player Cabinet and Pilot SideStorage Cabinet• Bose Jacks Throughout • Pulse Light Anti-Collision System• Deluxe Medium Beige Leather Interior

2004 Daher TBM 700C2

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�TBM�700C2�August.qxp��21/07/2015��12:32��Page�1

SHOWCASE

Serial Number: 348Registration: N550DGAirframe TT: 3,915Landings: 2,676

EnginesP&WC305ALeft Engine: Hours: 3915- ESP GOLDCycles: 2628Right Engine: Hours: 3915 - ESP GOLDCycles: 2622

APUSundstrand T-20G-10C3A APU. Hours - 1190

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS withWindshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"DisplaysAir Data Computer: Dual Collins ADC-850D AirData ComputersFMS: Dual Collins FMS 5000 Flight ManagementSystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120Cockpit Voice RecorderCommunications: Dual Collins VHF 422CDistance Measuring Equipment: Dual CollinsNavigation:DME-442

Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather RadarSystemELT: Artex C406-2 MHz ELT w/Nav Interface

FeaturesEnrolled on SMART PARTS. ICG ICS-100 IridiumSATCOM. Airshow 410. Emergency LightingSystem. Enrolled in CAMP. R.V.S.M. Capable.Fwd and Aft Monitors (L.C.D.). SONY cabinEntertainment system - DVD system

InteriorFireblocked, XR Executive Floor plan A (Eightpassengers) 7 passenger seats and 1 beltedlavatory seat. The cabin features four-placeexecutive club chairs with two executive fold-outtables and a forward three-place divan. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorTop Fuselage is Matterhorn white. Bottomfuselage is Royal blue. Accent stripes are redand blue

MaintenanceFresh A - D inspections

2008 Lear 60XR


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

Tel: +1 (847) 550 4660Email: [email protected]

Jet�Sense�Aviation,�LLC�2008�Lear�60XR�August.qxp_Empyrean��21/07/2015��17:30��Page�1

SHOWCASE

Serial Number: 55-142Registration: N755VTAirframe TT: 5309.1EnginesTFE731-3AR-3B. On MSPLeft: 5237.7, CYC: 2869Right: 5197.7, CYC: 2846AvionicsCOMM DUAL COLLINS VHF-22ANAV DUAL COLLINS VIR-32DME DUAL COLLINS DME-42ADF COLLINS ADF-60ADC DUAL COLLINS ADC-85L AIR DATACOMPUTERSTRANSPONDER DUAL COLLINS TDR-90MODE C **STC CERTIFIED FOR RVSMOPERATIONS**RADAR COLLINS WXR-350RADAR ALTIMETER COLLINS ALT-55BHF KING KHF-950TCAS ALLIED SIGNAL CAS-66A TCAS 1LONG RANGE NAV. DUAL UNS-1D FLIGHTMANAGEMENT SYSTEMSEGPWS/TAWS KING KGP 860 ENHANCEDGRND PROX. WARNING SYSTEM

InteriorFORWARD TWO PLACE DIVAN, TAN LEATHER.HEADLINER AND SIDEWALLS IN LIGHT TANLEATHER, WITH LOWER SIDEWALLS ACOMBINATION OF FABRIC AND TEXTUREDTAN CARPET TO FLOOR. CONFIGURED FOR7 PASSENGER SEATING WITH 2 FOLDOUTDESKS/WORKSTATIONS CENTRALLYLOCATED. AFT FULL LAVATORY AREA WITH

PRIVACY SLIDING DOOR. FULL AFT GALLEYAREA CONTAINING 2 DRAWERREFRESHEMENT CENTER, PORTABLECOFFEE CONTAINER, LARGE DRINKCOOLER. FULL HOT/COLD SINK ANDVANITY AREA WITH OVERHEADFLOURESCENT LIGHTING FOR VANITY ANDMIRRORED CABINETS. 110 VOLTACCESSORY CHARGING RECEPTACLELOCATED AT VANITYExteriorPainted 7/17/2014 WHITE WITH Red, Black,and Grey stripesAutopilot/Flight DirectorCOLLINS APS-85 AUTOPILOT WITH AC-585AUTOPILOT CONTROLLERCOLLINS 85L 5 TUBE EFIS FLIGHTDIRECTOR DISPLAY SUITE

Additional Equipment2 BOTTLE OXYGEN SYSTEM WITH EROSQUICK DON MASKS

ARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECTSPPR SINGLE POINT REFUELING SYSTEMAERONCA THRUST REVERSERS500# BAGGAGE COMPARTMENTINTERVOX II INTERCOM SYSTEML55-RPASSENGER BRIEFING SYSTEMSELCAL 5 SELCAL DECODERCABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT,CABIN)MANUALLY ADJUSTABLE WINDOW SHADINGSYSTEM

1990 Learjet 55C

Tel: +1 602-738-9440Fax: +1 480-948-5336


Aerohead AviationRandall G. Corson, Aviation Department Manager

1550 E Missouri, Suite 300Phoenix, AZ 85014

Aerohead�Aviation�June.qxp_Heeren�Cit�Ultra�sep��21/07/2015��12:34��Page�1

SHOWCASE

Serial Number: 560-0299Registration: VT-EUXAirframe TT: 1460Landings: 1458

State Trading Corporation of India is pleasedto offer this Cessna 560 Citation V Ultraowned by the Govt. of Tamilnadu, India forimmediate sale on “As is where is basis”through tender. The features include:-

• Low Airframe and Engine Time• Damage/ Accident History: Nil• Logs Complete Since New• Valid Aircraft Insurance • Single Owner Since New• Nine Passenger Seats• RVSM Capable• Always Hangared• Aircraft Inspection can be arranged beforeBidding

EnginesTwo Pratt & Whitney JT15D - 5D Turbofans withSl No: LH: 500082 and RH: 500080.Time since New: 1460 Hours

AvionicsDual VHFComm: Collins VHF - 22A, Dual VHFNav: Collins VIR - 432, Dual DME: CollinsDME - 442, Dual Transponder: Collins MST67A,Weather Radar: Sperry PRIMUS -650, CVR:Fairchild GA-100, EGPWS: Allied Signal GPWSMK-VI, Radio Altimeter: Collins ALT - 55B, GPS:GNS-XES, HF Comm: King KTR 953, TCAS II:CAS - 67A, FDR: Fairchild S603-1000-00

EXPECTED PRICE – USD 635,000

The sale of the aircraft will be done onlythrough tender process. The tender willbe published on "www.stc.gov.in" &"www.tenders.gov.in" websites on30th July 2015 and tender closing datewill be 30th September 2015 at 1300 hrs.

1995 Cessna 560 Citation V Ultra


Email: [email protected], [email protected]

Websites: www.tenders.gov.inwww.stc.gov.in/tenders/current-tenders.aspx

Mobile No: +91-8800448020Phone : +91-44-22502698 Fax No: +91-44-22501788

The�State�Trading�Corporation�of�India�August.qxp��21/07/2015��12:37��Page�1

SHOWCASE

Serial Number: C208B-1116Registration: ZS-KGMAirframe TT: 2916Landings: 3948

• Ready for delivery and commercialoperation• Full de-icing equipment incl windshieldanti-ice system• No Damage History

EnginesPratt & Whitney PT6-114AS/N: PCE-PC1178Hours Remaining: 684 to O/H

1011 to HSI

PropellerS/N: 000853Hours Remaining: 2109 hours / Year 2017

FeaturesHigh Floatation Gear (Oversized)Full set of window covers9 pax seat config (current).Covers for all 11 seatsRear Cargo NetExtended nose gear forkBrake SB completedExhaust deflector kitCargo Pod installed

Second Owner, Immaculately Maintained,Full History

USD$1,400,00

Scandic Aviation Mob: +46 7350 61959Email: [email protected]

2005 Cessna 208B Caravan


Scandic�Aviation�August.qxp��22/07/2015��14:45��Page�1

Marketplace

International Jet MarketsPrice: $ 995,000

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: +1 (770) 971 5401 Email: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 2006

S/N: 1117

Reg: C-GCOM

TTAF: 3232

Location: Canada (CYUL)

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube withAFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500,Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, DualCollins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), DualCollins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer,Dual Collins CSU-3100, Dual Collins IOC-3100 Input/OutputConcentrators, Collins CDU-3000 Control Display Unit,VIP floor plan(7-Place +1),4 single passenger seats in club arrangement, 2-placedivan, 1 single forward-facing passenger seat, Aft fully enclosedlavatory with seat-belt, Aft coat closet,Charcoal leather seats with oakwood trim throughout cabin, Dual executive tables, Pyramid with icechest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

Piaggio Avanti II Tel: +1 (877) 759-7598 Email: [email protected]


Evgeny TikhomirovPrice: Make offer

Year: 2007

S/N: 5664

Reg: OE-IMK

TTAF: 3435:29

Location: Austria

Certification: Sep-2006, In Service: June-2007, Power bythe hour Programmes: Engines: GE Onpoint Solution

Bombardier Challenger 604 Tel: +43 (0) 676 720 4239Email: [email protected]

Evgeny TikhomirovPrice: Make offer

Year: 2008

S/N: 20227

Reg: OE-HAB

TTAF: 2000

Location: Austria

Main Data: Bombardier BD100-1A-10 (Challenger 300), ACS/N: 20227, Certification: Aug 2008, In Service: Dec 2008,Power by the hour Programmes: Airframe: JSSI (renewalpending), ENG: JSSI (renewal pending), APU: JSSI (renewalpending), Airframe/Engines/APU: All data as of 4 Jan 2014:AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE:Honeywell AS907 (HTF7000), LH ENG, P/N:3030001-4; S/N:P118589, TSN:2008:08hrs and CSN: 903 cycles

Bombardier Challenger 300 Tel: +43 (0) 676 720 4239Email: [email protected]

Lance O'DonnellPrice: $2,330,000 USD

Year: 2000

S/N: 560-5101

Reg: N81SH

TTAF: 4213

Location: USA- IL

No Damage history, on CESCOM/Proparts, no engineprogram or APU, externally serviced LAV, cabin 110v outletsand remote temp control, cabin soft goods redone 18months ago.

Cycles: 3783

Full details @ www.2000citationexcel.com

Cessna Citation Excel Tel: +1 (312) 953-7937 E-mail: [email protected]

www.2000citationexcel.com

P142-144.qxp��22/07/2015��16:34��Page�1

Marketplace

www.aircraftsales.com

SkyWay Aero, Inc.Price: $795,000

Year: 1999

S/N: 1080

Reg: N517SS

TTAF: 6,061

Location: Texas, USA

Enjoy speed and style in this capable and cost-effectiveColibri. Advanced ergonomic cockpit with Garmin GTN-750GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRANinspections from 12 year down. Beautiful new interior, newcustom paint, new smoked Plexiglas. 1,937 SMOH onengine, includes Air Conditioning, Artex ELT, FDC sandfilter, lots more. Available immediately. Trades welcome.

Eurocopter EC-120B “Colibri” Tel: +1 (210) 262-4000 Email: [email protected]


Leonard Hudson DrillingPrice: US $1,375,000

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 US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


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]


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]

P142-144.qxp��22/07/2015��16:34��Page�2

Marketplace

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 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Juan Pablo ChaconPrice: US $1,375,000

Year: 2006

S/N: LJ-1787

Reg:

TTAF: 1534.7

Location: Venezuela

All Logs and Maintenance Records Available TAMPAHAWKER BEECHCRAFT, No Known Damage History,Always Hangared. 100% Enrolled Support Plus – [$533USD per hour].Engines (P&W PT6A-135A) - 1534.7 / 1534.7 Total TimeSNEW (3600 Hrs. TBO)Prop (s): (Hartzell 4-Blade HC-E4N-3) - 1534.7/ 1534.7SNEW 385HRS L and R 385HRS O/H Next Due 5-1-18

Beechcraft King Air C90GT Tel: +1 (412) 932 61 95Email: [email protected]

Mark SladePrice: $1,690,000 USD

Year: 2009

S/N: 4915

Reg: VH CZN

TTAF: 510

Location: Australia

Location: Australia, VIC, Melbourne, we can deliver to anywhere in theworld. Additional costs will apply. 1 x Turbomeca Arriel 1D1, CASA Cof A. 2009 AS350 B2, VEMD, Night VFR, leather interior, air conditioner,TAS 610, cargo swing (fixed parts), emergency flotation device (gearfixed parts), dual sliding doors, no damage history. One owner sincenew, corporate use with one pilot. Leather seating and carpetthroughout. Black (white removable stripe). Thales H 321 EHM GyroHorizon, Avidyne TAS 610 Traffic Avoidance System, AIM 205-1 BLGyro Directional, Turn and Bank indicator, VHF/VOR/LOC/GSHoneywell KX 165, VHF/VOR/LOC/GS/GPS Garmin GNS 430W, linkedto course deviator Honeywell GI 106, Transponder Garmin GTX 327.Price Reduced to US$1,690,000 + GST

Airbus/Eurocopter AS 350B-2 Tel: +61 418 11 33 13Email: [email protected]

AVIATION CONSULTANTS Ph: +1 915 772 0005Email: [email protected]

Tay 611-8 Engines for Sale(1) $1,750,000(1) $1,250,000

Kevin IocovozziPrice: $23,250,000 USD

Year: 2015

S/N: TBD

Reg:

TTAF: 45

Location: USA

Direct Sale From The Owner. Available For Viewings In USANow. The APU, Airframe And Engine Hours Are Solely DueTo Production And Delivery. Landings: 12. EnginesHoneywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1Compliant. Aircraft Equipped With G280 “IntercontinentalFlight Package”. Int: 10-Passenger Gulfstream “Hallmark”Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan.Insp: On-Condition Maintenance. PRICE REDUCED

Gulfstream G280 Tel: +1 (912) 313 5700Email: [email protected]


P142-144.qxp��22/07/2015��16:37��Page�3

1st Source Bank ........................................................55

21st Century Jet Corporation ...............................146

Aerohead Aviation ...................................................139

Aircraft Guaranty Corporation.................................61

AMAC ............................................................FC, 79, 94

Aradian Aviation .......................................................109

AvBuyer......................................................................145

Aviation Advisors .....................................................133

Aviation Partners......................................................113

Avjet Corporation ..............................................44 - 45

Avpro ....................................................................10 - 13

Bell Aviation ........................................................42 - 43

Bombardier..................................................................29

Boutsen Aviation......................................................107

CAAP .........................................................................136

Central Business Jets .............................................147

Charlie Bravo...............................................................77

Conklin & de Decker ...............................................127

Corporate AirSearch Int’l .......................................137

Corporate Concepts.........................................49, 91

Dassault Falcon Jet .................................................2-3

Duncan Aviation ..................................................51, 81

Eagle Aviation .............................................................33

Elliott Jets ..........................................................65, 101

Farnborough Aircraft Interiors .................................85

Florida Jet Sales.......................................................135

Freestream Aircraft USA..................................25 - 27

Gamit ............................................................................85

General Aviation Services........................................93

Global Jet Monaco............................................14 - 15

Hagerty Jet Group......................................................73

Hatt & Associates ......................................................41

Hubbard Aviation .......................................................39

Intellijet International .................................................6-7

Int’l Aviation Marketing..............................................48

Jet Sense Aviation/Gantt Aviation .......................138

Jet Support Services (JSSI).....................................67

JetBed...........................................................................83

JetBrokers ...........................................................36 - 37

Jetcraft Corporation...............................34 - 35, 148

Jeteffect .....................................................................103

JetExpo ......................................................................122

JetPro Texas...................................................130 - 131

John Hopkinson & Associates ....................111, 129

Leading Edge Aviation Solutions .........................115

Lektro..........................................................................127

Mente Group ...................................................... 132

Mesinger Jet Sales............................................21 - 23

NBAA Corporate .....................................................125

OGARAJETS......................................................16 - 17

Par Avion......................................................................48

Rolls-Royce..................................................................57

Scandic Aviation ......................................................141

Sorens Group...........................................................134

Southern Cross Aviation ........................................121

Tempus Jets.................................................................63

The Elite London ........................................................95

The Jet Business................................................46 - 47

The State Trading Corp of India...........................140

VREF Aircraft Values ..............................................145

Wright Brothers Aircraft Title ..................................69


Advertiser’s Index

AvBuyer (USPS 014-911), August 2015, Vol 19, Issue No 8 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.

Models ranging15,000 to 210,000 lbs.

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Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than

the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.

These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the

Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and

Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

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, call

21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900BWANTED: FALCON 50 WITH

-3D-1D ENGINE UPGRADE

21st�Century�May��22/04/2015��15:58��Page�1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

2013 Dassault Falcon 7X "LimitedEdition" SN 213

Only 325 Hours Since New, Single Owner with LongStanding Falcon History, All Programs and Tip to Tail

Warranties thru 12/15

CITATION X SN 275Winglets, Primus Elite 875 LCD Flight Deck Upgrade,Aircell ATG-4000 Gogo Biz w/ Wifi, RRCC, Cescom

Also available Citation X SN66 andCitation Sovereign SN156

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,Gulfstream PlaneParts, MSP Gold, etc…., ExtremelyRecent 12-Year Heavy Check. Also available GIVSP

SN 1453 Single Midwestern US Owner

2000 CHALLENGER 604 SN 54584500 Hours, 2100 Landings, GE ONPOINT, -150 APU

on MSP Gold, Smart Parts Plus Program, FactoryInstalled FWD and AFT Vacuum Toilets, Forbes

500 Owner

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CHALLENGER 300 SN 20264February 2010 In Service Date, 48-Month c/w 02/14 byBombardier, MSP Gold Engine Program, ATG-5000 Gogo

Biz w/ WIFI, Premium Interior Package, Single MidwesternUS Owner

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX

Interior New 2010

2008 GULFSTREAM G200 SN 1992248 TT / 1212 Landings, ESP Gold, Meets all EASA /JAR OPS Requirements, Impressive List of Options

including Aerial View Camera

CBJ�June.qxp_CBJ�November06��20/05/2015��12:09��Page�1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2002 BOEING BUSINESS JET S/N 30330

• Low Time Aircraft and Engines Enrolled on JSSI

• Extensive Avionics Upgrades with FANS 1/A, TCAS 7.1 and ADS-B Out

• Recent Extensive Interior Refurbishments and Upgrades

2007 GULFSTREAM G450 S/N 4103

• 2,788 Hours; 1,014 Cycles• 16 Passenger Configuration• Enrolled in PlaneParts;

Rolls-Royce CorporateCare; MSP

2008 CESSNA CITATION SOVEREIGN S/N 680-0250

• 1,623.6 Hours; 1,011 Cycles• One Owner Since New• Engines on Power Advantage

Plus, APU on AUX Advantage Plus; Engines on JSSI Platinum

2010 BOMBARDIER CHALLENGER 605 S/N 5816

• 1,091 Hours; 423 Cycles• 12 Passenger Configuration• US "N" Registered

2008 GULFSTREAM G200 S/N 187

• 1123 Hours Only; 683 Cycles• Airframe on PlaneParts; Engines

on ESP; APU on MSP• 10 Passengers Configuration;

Collins CMS

2000 BOMBARDIER GLOBAL EXPRESS S/N 9011

• 8,668 Hours; 2,608 Landings• Engines and Airframe

Fully Programmed• New Paint and

Interior in 2011

Making the complex simple for over 50 years.

ALSO AVAILABLE2010 AGUSTA A109 POWER2007 CHALLENGER 3002003 CHALLENGER 6042014 GLOBAL 50002012 GLOBAL 60002003 GLOBAL EXPRESS2010 GLOBAL XRS2005 LEARJET 45XR2008 LEARJET 60XR2006 CITATION CJ32011 FALCON 2000LX2010 FALCON 900LX2000 DORNIER 328-3102006 GULFSTREAM G4502005 GULFSTREAM G550

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