avbuyer magazine december 2015

AVBUYERB 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

December 2015

™

Aircraft Comparative Analysis –Cessna Citation III

Aircraft Lease Returns

GAMA Q3 2015Shipment Analysis

THIS MONTH

www.AVBUYER.com

FC December 2015 Bombardier.qxp_FC December 06 18/11/2015 12:56

Project1_Layout 1 25/11/2015 10:35 Page 1

hat man or woman with anyknowledge of Business Aviationwould categorically reject thisform of travel?

Travel is an essential aspect of business.It always has been, is now and probablyalways will be a necessary aspect of facilitatingthe ebb and flow of commerce. But travel istiring, enervating and an all-around hassle. Itbecomes old very fast, regardless of what formof transportation is utilized.

There was a time when an airline flight pos-sessed an element of glamor and excitement,but those days are long gone. Gone, also, isthe benefit of frequent flights that accommo-date business needs. Scheduled Airlines areincreasingly dominated by a handful of megaproviders.

In the US just four carriers account for over80 percent of all trips. Their business modelprovides carefully metered service betweencity pairs with high travel demand, therebyguaranteeing full aircraft and relatively lowfares - but not particularly efficient use of traveltime. Often a simple trip takes an entire day,especially if one needs to reach cities in sec-ondary or tertiary markets.

Business Aviation provides a totally differentbusiness model. With access to 10 times thelocations reachable directly by ScheduledAirlines and at least 100 times the city pairswith business-friendly service, BusinessAviation delivers unique customer service, anessential tool for many business dealings. Costof such transportation, however, is high.

Nevertheless, we have no choice in today’ssociety but to travel - in spite of smartphones,Internet and video conferencing. The chal-lenge for businessmen and women is choosingbetween Scheduled Airlines and one of themany forms of Business Aviation—full or frac-tional ownership, or some aspect of charter.

Making that choice requires a reasonableknowledge of the basic strengths and weak-nesses of airlines and Business Aviation.

Unfortunately too many critics of BusinessAviation are simply uninformed. Consequently,Business Aviation has been the frequent objectof distain. Thus it was with considerable inter-est that we noted a comment recently byPresident Barack Obama, often a highly vocalcritic of Business Aviation, who said that oneof the aspects of his presidency he will missthe most is access to Air Force One—arguablythe essence of a business aircraft.

His statement was reasonable; he hardlycould have fulfilled the duties of US Presidentwithout the transportation capability of that air-craft. Nor can countless leaders and specialistsin industry do their job efficiently withoutaccess to business aircraft. The reasonableperson will consider Business Aviation on itsmerits and choose accordingly.

In This IssueReflecting on the value of business transporta-tion, Rani Singh’s High Flyers Interview thismonth captures what Business Aviation meansto Johnsonville, a leading sausage manufactur-er with customers throughout the globe.

Our BizAv Intelligence section, meanwhile,is filled with reviews of the dynamics of today’sBusiness Aviation marketplace – includinganalysis of GAMA’s Q3 2015 Shipment reportand market data from JETNET.

Ken Elliott completes his year-long avionicsmandates series in the Flight Department sec-tion, while Waleed Muhiddin from AMACAerospace offers advice on avoiding unneces-sary maintenance costs, Dave Higdon discuss-es fuel savings strategies and Gamit’s MilesBirnie outlines the intricacies of preparing foran end of lease return. In addition you’ll findall of the regular features, the net result ofwhich we hope will offer you an insightful read.

Jack OlcottEditorial Director & PublisherAvBuyer -Your source for Business Aviation Intelligence

WObviously, Business Aviation

4 AVBUYER MAGAZINE – December 2015 Aircraft Index see Page 161www.AVBUYER.com

WelcomeEditor’s EDITORIALEditorial Director / Publisher

J.W. (Jack) Olcott1- 201 572 9284

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Commissioning & Online EditorMatthew Harris1- 800 620 8801

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Washington, D.C. New York Georgia Texas

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Welsch Aviation October.qxp_Layout 1 21/09/2015 16:39 Page 1

Editorial Focus

GAMA Q3 2015 ShipmentAnalysis & Report:

Mike Potts takes a closer look at the recent GAMA Shipment report. What will the numbers reveal about the industry…?

36


High-Flyers Interview:What does a high-end sausage

manufacturer need from a business jet? Find out as Rani Singh speaks with

Andre Fodor, VP Aviation at Johnsonville.

62

118

96Aircraft Lease Returns:

Avoid penalty fees and hassle! Gamit’s Miles Birnie discusses when

and how to plan a successful redelivery of a leased business jet.

Comparative Analysis – Citation III

How does Cessna’s Citation III square up against Bombardier’s

Learjet 55 series? Find out here…

Contents Layout Dec15.qxp 18/11/2015 16:04 Page 1

ContentsVolume 19, Issue 12December2015

December 2015 – AVBUYER MAGAZINE 9Advertising Enquiries see Page 4 www.AVBUYER.com

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

❚ BizAv Intelligence20 Market Indicators: Rollie

Vincent contemplates the latest market trends as we approach the end of another year inBizAv…

54 Nine-Month Business Jet Market Review: According to JETNET, what are the nine-month YTD trends for new and pre-owned business aircraft ?

60 Understanding Today’s MarketValue: Adam Mesinger assessestoday’s pre-owned aircraft mar-kets. How can you position youraircraft for a quick sale in 2016?

❚ Boardroom64 Cost Accounting For BizAv: Is

your Flight Department being measured effectively, asks David Wyndham? Here’s how to tell…

68 A 2015 Score Card: Jay Mesinger takes a look at the pre-owned and new aircraft markets and summarizes how the year rated in his opinion

72 Business & Personal Use Tax Considerations: Chris Younger offers some year-end tax planning advice for aircraft owners

76 2015 BizAv Insurance Recap: Stuart Hope reviews the keyBusiness Aviation insurance lessons from 2015...

❚ Flight Department80 Avionics Mandates (Part 12):

Ken Elliott concludes his year-long NextGen Avionics Man-dates series with a concisesummary

88 Fuel Cost Control: Dave Higdon outlines his ten top tipsfor managing fuel costs and better controlling your Flight Department’s budget…

92 Avoid UnnecessaryMaintenance: Five commonareas of preventable mainte-nance are highlighted by AMACAerospace along with strate-gies to avoid them…

100 Creating a Flight Department(Part 7): Discover how FlightDepartment structure is the ma-trix assuring success within acorporation

104 Charter Operator SafetyCulture: Assessing safety cul-ture is essential – but how can acustomer accurately gage thisfrom a charter operator?

106 Retail Price Guide: 20-yearTurboprops price guide fromThe Aircraft Bluebook

110 Specifications: Turbopropsperformance and specificationscomparisons from Conklin & de Decker

❚ Community153 BizAv Review: ‘Aircraft Career

Enrichment, Inc. – The Value ofGiving Back’

Next Month- Aircraft Comparative Analysis- Pre-Purchase Inspections- Dealer Broker Market Update

Contents Layout Dec15.qxp 18/11/2015 16:05 Page 2

Avpro December.qxp_Layout 1 16/11/2015 14:18 Page 1

BOMBARDIER BUSINESS AIRCRAFT PRE-OWNED AD 2015 NOVEMBER (V24)

AV BUYER - FULL PAGE - TRIM SIZE 205 X 270 MM

PDF/X-4:2010 STANDARD WITH OUTPUT PROFILE U.S. WEB COATED (SWOP) V2

Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. ©!2015 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

Global Express 2005 S/N 9151 | Hours 2216 | Engine program

Global Express XRS 2009 S/N 9246 | Hours 2008 | Engine program

Learjet 45XR 2013S/N 450 | Hours 1188 | Engine program

Challenger 850 2009S/N 8078 | Hours 1127 | Engine program



Global Express XRS 2012 S/N 9428 | Hours 432 | Engine program

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1998 Boeing BBJ S/N: 29273• Price reduced• Total Time Airframe: 3814.54 Hours• Landings: 938• APU TT: 3552• Delivered with a Fresh A2 & C1 check completed 2014• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network• 18 Place Interior• One Owner Since New

2008 Gulfstream G550 S/N: 5176• Price reduced• Total Time: 3466.5 hrs• Landings: 953• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• BBML• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Forward crew rest• Available for viewing Immediately in Bridgeport,

Connecticut

2007/2009 Boeing BBJ S/N: 36714• Reg: VP-BFT• $56,950,000• Into Service 2009• Total Time Airframe: 2849 Hours• Landings: 741• Basic Operating Weight: 101,611 Lbs• Pat’s 6 Tanks, 5 aft, 1 fwd• Airshow Network- Aero H+ Satcom –

Swiftbroadband- Iridium• 5 external cameras - EFB• 18 Passenger Interior/ Andrew Winch Design• Fresh out of 6 year 2C check

FREESTREAM AIRCRAFT LIMITED

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Freestream December.qxp 17/11/2015 16:19 Page 1

2010 Gulfstream G450 S/N: 4190• Price USD $21,950,000• Total Time: 954 hrs• Landings: 435• Engines Enrolled on RRCC• Synthetic Vision• Broadband High Speed Data System• Forward Galley• 14 Passenger Interior

2011 Gulfstream G450• Price: Make Offer• Total Time: 849 hrs• Landings: 455• Engines on RRCC• SV-PFD (Synthetic Vision – Primary Flight Display) 2.0• Honeywell HD-710 High Speed Data System• Part 135 Compliance (Up to 10 hours)• Aft Galley• 14 Passenger Interior

2009 Gulfstream G450 S/N: 4170• Price: Make Offer• Into Service 2010• TTAF: 1402• Landings: 668• Engines on RRCC• Part 135 Compliance• Aft Galley• Crew Area• Fwd and Aft Lavs• 14 Passenger Configuration










2001 Falcon 900EX S/N: 87• New Asking Price $10,950,000• Engines Enrolled on 100% JSSI• TTAF: 5,345.16• Landings: 2,922• Honeywell Avionics Protection Plan (HAPP)• Engines & APU: JSSI• All three Engines: 3000/6000• Fresh MPI Eng No. 2• New 3rd Stage high pressure turbine ENG No. 2• Fresh 2A, Fresh 2A+• Dual GPS Honeywell HG2021GD02• Airshow 400/Genesis• Securaplane Back up Batteries

2009 Challenger 605 S/N: 5824

• Reg: N304KR• Asking Price 13,950,000 USD• Total Time: 1616 Hours• Landings: 664• Engines on GE OnPoint• Rockwell Collins Pro Line 21• Dual FMC-6000 flight management system

w/ 3DMAP and long range cruise• MNPS and RNP-5 navigation compliance• Aircell ATG 5000 Aircell GoGo Biz wifi• 11 Passenger Interior

2006/2007 Global Express XRS• S/N: 9223• $23,950,000• JSSI Tip-to-Tail has $2.4M• Total Time: 3658:07 hrs• Landings: 1177• Engines on 100% JSSI• Enrolled on JSSI Tip-to-Tail• Triple FMS• FANS 1/A+ and RNP 4• SBAS with LPV APRH• Batch 3• ADS-B• Forward and Aft lavs• Fresh paint September 2015


2001 Learjet 45 S/N: 167• Make Offer• AFTT: 6589 hours. Landings: 5271• Engines on MSP Gold• Smart Parts Plus• APU on MSP• Honeywell Primus 1000• TCAS II with Change 7• EGPWS• Airshow 400• Forward and Aft Monitors

2009 Sikorsky S-76C++ S/N: 760757

• Price reduced• TTAF: 211.54 hours• Lowest Time Pre-Owned S76C++ on the market• Excellent Condition• Single Pilot IFR• EGPWS• CVR & MPFR• Emergency Float System

2000 Eurocopter EC 135P2• S/N: 0193• Reg: ZK-HLH • $2,295,000 USD• TTAF • 527.4• Very Low Time 2000 EC-135P2• No Damage History• Pop-out Floats• Air Conditioning• Dual Controls

1999 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 • Fresh Out of a 192/96 Month Inspection










BIZAV INTELLIGENCE ❚ MARKET INDICATORS

20 AVBUYER MAGAZINE – November 2015 Aircraft Index see Page 161www.AVBUYER.com

t is widely acknowledged in many corners ofthe aviation industry that when we finally goto heaven (or its warmer alternative) it isalmost certain that we will be passing

through Atlanta Hartsfield Airport.As the chilled December air descends from the

North, aircraft salespeople will be no doubtrunning to make their connections in ATL, ORD,DFW, DEN and many places in between, eager tomake that next face-to-face meeting, and anxiousto close out at least one more deal before theclock strikes midnight on December 31 (or 32?).

Collectively, the business aircraft manufacturers(or OEMs) have achieved a respectableperformance, and are expected now to delivermore than 700 new business jets with a list pricevalue exceeding $21 billion before year-end. With‘flattish’ year-over-year results being the newnormal amongst the OEMs, 2015 is looking anawful lot like 2014.

Buyers continue to gravitate towards the

latest/greatest and newly upgraded models, whilemany other models that have been recentlyreplaced with upgraded versions have - in manycases - literally fallen off the purchaser’s radarscreen.

In the pre-owned markets, whole retail businessjet transactions are down about 3% year-over-year(YOY), and business turboprops are down about9% versus the same period last year, according tothe latest data from JETNET. Prices for both newand especially pre-owned models continue to fall,much to the chagrin of owners, asset managers,and CFOs forced to make immediate mark-to-market adjustments.

Regionally, flight operations for the first threequarters of 2015 were up about 2% YOY in theUnited States, according to the FAA. In Europe,WingX Advance reports that flight operations weredown a similar 2% YOY, as the impact of a sharpslowdown in demand for flying to and from Russiacontinues to drag down results.

The year 2015 winds down with mixed results for Business Aviation, notes RollieVincent, Editor, Market Indicators. Like a powerful six-cylinder engine that is nowmostly firing on a single American-built chamber, not all is well with the industry…

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]

On Approach to Year-End 2015

Mixed Results from BizAv Market Trends

MarketIndicators Dec.qxp_Layout 1 18/11/2015 12:13 Page 1

Economic PerformanceThe U.S. economy continues to slowly improve, with the latestforecast for 2015 real GDP growth of 2.5%, up marginally from2.4% in 2014 but an improvement nevertheless. Real GDP inthe 19-member country Euro Area is expected to grow by 1.5%in 2015, up from 0.9% last year, although results for keyWestern European markets such as the UK and Germany arelittle changed from 2014.

Demand for new aircraft from owners in Russia, Brazil andChina has slowed sharply, putting the brakes on OEM orderbacklogs and a chill on pre-owned prices, especially of large-cabin business jets.

Year-end buyers will do very well indeed in December 2015,as OEMs anxious to sell any remaining production positionsfeel compelled to sweeten the deal just a little bit more. Forbuyers with an appetite for tax depreciation, this month will bea very good time to close on a new aircraft.

The big news story across the industry in late 2015 is surelythe changed fortunes of industry powerhouse Bombardier.Stung by a (C) series of missteps after self-admittedly taking onmore projects than it can manage, the company is muddlingthrough financial issues largely of its own making.

For aircraft buyers, transactions that can be negotiated atthis time can seem awfully compelling, but in my opinion, thelevel of risk associated with owning a new Bombardier jet hasincreased. Will service, parts inventory, and product supportstaffing levels be impacted by the current financial crisis and itsmitigation? Are further layoffs and production ‘pauses’ comingthat will impact the value ? What damage to the brand has

occurred? These questions can be very unsettling to an aircraftbuyer, and must be considered in determining theattractiveness of any “deal”.

Bombardier leaders would be wise to do everything in theirpower to reassure customers and investors that matters areunder better control.

• The good news: Bombardier aircraft are invariably safe,comfortable, high-performing, well-designed and effectivelysupported.

• The bad news: Recent developments and managementrevelations have shaken the organization, inflicting damageto the company’s reputation and brand promise.

In the small, but global Business Aviation industry, the sharpchange in fortunes of a company that has been a hallmark ofinnovation and investment is unwelcome news for stakeholdersacross the industry – whether competitors, employees,customers or investors.

Time will tell as to whether Bombardier’s new executiveleadership will be given the degrees of freedom necessary tostabilize the organization and put it back on a path toprofitability. The CSeries program has become the hungry,needy, and nagging child that is taking Mommy and Daddy’sattention away from the rest of the family, all of whom arewondering: “Qui est ce nouvel enfant?”

MI www.rollandvincent.com !



BizAv Activity - Europe

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!

There were 67,209 Business Aviationdepartures in Europe in October2015, a 3.4% decline year-on-year,notes WingX. Flight hours fell 5%,with 6% decline in private activityand a 4% fall in AOC activity…

The declines came in SouthernEurope mainly, with sizeabledecreases in Italy and Spain. CentralEuropean activity was weak, withfewer flights from Germany, Austria,and Switzerland. There were alsosome heavy declines acrossScandinavia.

Flight activity in Europe’s leadingmarket, France, was robustly up thismonth, mainly due to domestic tripsand prop activity. Activity in the UKalso increased YoY. Smaller countrieswith growth in October includedBelgium, Netherlands, and Greece.Overall, Western Europe sustained itsslight last 12 month recovery. Butflights connecting Europe with otherglobal regions mostly fell:transatlantic flights slightly down; CISregion and Africa significantlyreduced.

Business jet flights (59% of allBusiness Aviation activity in October)declined most, down -5% YoY. Light& Entry Level jets posted some gainsthis month, however.MI www.wingx-advance.com

Jet Support Services, Inc. hasreleased its Q3 2015 BusinessAviation Index highlighting that globalflight hours grew 4.3% Quarter-over-Quarter (QoQ). By percentage ofpeak usage, Business Aviation is nowoperating at 80.7% of the sector’s2008 peak levels…“Q3 2015’s flight activity is, on thewhole, indicative of volatility in theglobal Business Aviation markets,”notes Neil Book, JSSI’s President &CEO.

“The decline in oil prices has had anegative impact on the helicoptersector which supports offshoreoperations and flight hours in theMiddle East. Stable economicconditions in North America andEurope are reflected in both QoQ andYoY flight hour growth. Despite thisgrowth, Q3 Business Aviation is stillwell behind 2008 levels.”

By Aircraft TypeSegmenting flight hour data byaircraft type reveals medium and smallcabin aircraft to be this quarter’sbiggest growth areas (see indexbelow). Both maintained positive YoYgains in flight hours. “As the USeconomy remains strong and fuelprices remain low, owner/operatorsare flying small cabin aircraft more, asare mid-size companies looking forboth access and flexibility,” Booknotes.

By RegionFrom Q2 2015 to Q3 2015, BusinessAviation grew across nearly everymarket. Africa outpaced expectationsas it experienced the largest QoQincrease in over one year. “Manyforeign investors remain bullish ongrowth prospects for Africa andcontinue to utilize Business Aviation toaccess areas difficult to reach usingthe airlines. The strong growth alsorepresents a rebound from…theunprecedented 2014 Ebola outbreak,”Book adds.

“South America’s -9.7% decline inYoY flight activity, meanwhile, reflectsthe weak overall state of the region’sprinciple economies, which the IMFpredicts will enter a recession laterthis year.”

By IndustryLooking at YoY trends, BusinessServices (12.0%) and Construction(15.6%) demonstrated encouragingdouble-digit growth.

“Investors continue to deploycapital into the US constructionindustry, and the sector’s growth hasoutpaced expectations in recentquarters. The robust flight activity inthe sector is thus in line with its strongperformance in recent months,” Bookconcludes.

MI www.jetsupport.com

JSSI: BizAv Soars in Q3 2015

continued on page 26


You expect more. Good.That’s exactly what you’ll get.When you’re buying or selling an aircraft, you should expect

nothing less than the best from your broker. You can rest assured

that we’re the best at what we do, and we always deliver.

MESINGER JET SALES

BROKERAGE & ACQUISITIONS +1 303-444-6766 JETSALES.COM

2011 Gulfstream G550

• Engines enrolled onRolls-Royce CorporateCare, APU enrolled on Honeywell MSP

• ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities

• Gogo Biz Broadband Internet, SwiftBroadband

Serial Number: 5316 Now Asking: $34,995,000Hours: 2,669 TTAF Landings: 826

FOR SALE: PRICE REDUCED

MESINGERMARKETPLACE Brokerage & Acquisitions

Read our industry blog at jetsales.com/blog

Follow us on twitter @jmesinger

Watch videos at jetsales.com/inventory


• Engines enrolled on Pratt & Whitney ESP Gold

• Enrolled on Rockwell Collins CASP

• TCAS 7.1• Gogo Biz ATG 5000

Broadband Internet

with Wi-Fi• Gogo Vision UCS-5000

On-demand In-fl ight Entertainment System

• Dual Collins FMS 6100• 12C (144mo) Inspection

complied with 10/28/14

Serial Number: 58 Now Asking: $5,250,000 Hours: 3,661 TTAF Landings: 1,892

FOR SALE: PRICE REDUCED

1996 Astra SPXSerial Number: 83 Asking Price: $1,900,000Hours: 6,175 TTAF Landings: 5,882

FOR SALE

• Engines Enrolled on Honeywell MSP Gold

• Professionally Maintained & Operated Part 135

• Two Owner’s Since New

• Aircell ST 3100 Iridium SATCOM

• Collins TWR-850 Turbulence Weather Radar

• Belted Lav Seat

2008 Falcon 7XSerial Number: 33 Call For PricingHours: 1,664 TTAF Landings: 584

FOR SALE: NEW TO MARKET

• Engines enrolled on Pratt & Whitney ESP Gold

• Honeywell Avionics Protection Plan (HAPP)

• FANS 1/A, CPDLC

• WAAS/LPV• ADS-B Out• HUD/EVS• Aviator 700D SATCOM• New Paint in 2014

2014 Citation X+Serial Number: 513 Asking Price: $19,600,000Hours: 137 TTAF Landings: 94


• Engines enrolled on Rolls Royce Corporate Care

• FANS 1/A• Lightning Sensor System• Dual HF

• Aircell Aviator 300 high speed internet

• Aircell Axess IISatellite Telephone

• FDR

2008 Gulfstream G550Serial Number: 5180 Asking Price: $29,995,000Hours: 3,556 TTAF Landings: 1,275


• Engines enrolled on Rolls Royce Corporate Care

• APU enrolled on Honeywell MSP

• Enhanced Navigation• ADS-B Out version 2

• TCAS 7.1• 88 Parameter FDR• BBML high speed internet• Aft Galley with Fwd

Crew Rest

2010 Pilatus PC-12 NG (47E)Serial Number: 1240 Asking Price: $3,625,000Hours: 1,345 TTAF Landings: 928


• Fresh Annual Inspection & Isle of Man C of A, November 2015

• RVSM Capable, Coupled VNAV, and GPS WAAS/LPV Functionality

• Avionics Premium Package

• Build 8.8 Apex Operational Software (SB 46-012)

• Connected Flight Deck with Wireless Fast Load Option

• Satellite Graphical Weather (XM Weather)

1998 Boeing BBJSerial Number: 29024 (YG004) Asking Price: $28,500,000Hours: 3,325 TTAF Landings: 1,308


• One U.S. Owner Since New• Garrett/Jet Center

Completion• Empty Weight: 95,112 lbs• 12 certifi ed passenger

seats/ sleeps 8• Three zone Raytheon

heating/Air Conditioning

• Exo-grid isolated headliner

• C1 Check completedApril 2015

• Operated Part 91

2011 Gulfstream G200Serial Number: 245 Asking Price: $9,500,000Hours: 862 TTAF Landings: 508


• Engines Enrolled on Pratt & Whitney ESP Gold

• APU Enrolled on Honeywell MSP Gold

• Dual HF• 88 Parameter FDR• RAAS

• Dual EnhancedMode S Transponders

• Thrane & Thrane Aero SB Lite Swift Broadband high speed internet

• 10 passenger confi guration

1994 Falcon 900B

• Engines enrolled on Honeywell MSP Gold,APU enrolled on Honeywell MSP

• Two Owners,Excellent Pedigree

• Professionally Maintained and Operated

• Low Time/Cyclesfor Model-Year

• WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1

Serial Number: 134 Asking Price: $6,900,000Hours: 5,071 TTAF Landings: 2,426

FOR SALE

1997 Falcon 50EX

• Engines enrolled on Honeywell MSP Gold,APU enrolled on MSP

• One Owner Since New• Very low total time to

cycle ratio

• Complied with the 3C check and Wing Tank Modifi cation (SB 496R2)in May, 2015


FOR SALE

Mesinger Jet Sales +1 303 444 6766 Fax: + 1 303 444 6866 jetsales.com

2000 Falcon 900EX

• Engines enrolled on JSSI Premium, APU enrolled on JSSI

• Excellent Pedigree

• Wing Tank Modifi cation• TCAS 7.1• Gogo Biz

Broadband Internet


FOR SALE

2015 Gulfstream G280Serial Number: 2079 Asking Price: $21,500,000 Hours: 36 TTAF Landings: 10

FOR SALE

• Delivered October 9, 2015• G280 FlightSafety Courses

for 2 Pilot Initial and 2 Maintenance Initial included

• 9 Passenger Interior• Engines Enrolled on

Honeywell MSP Gold

• HUD/EVS• WAAS/LPV, FANS 1/A,

RNP 4, ADS-B Out, TCAS 7.1

• Gogo Biz Broadband Internet

WANTED AIRCRAFT • Immediate buyers - exclusive clients• Our clients pay our commission• Sellers will contract directly with our clients

2002 Citation CJ2Serial Number: 134 Asking Price: $2,895,000Hours: 2,134 TTAF Landings: 1,747

FOR SALE

• Engines Enrolled On Williams TAPAdvantage Blue

• Two Operational Owners • Part 91 Professionally Maintained & Operated• WAAS/LPV Capable UNS-1Lw FMS

• Three (3) Rockwell Collins Adaptive Flight Displays• Garmin GNS 530 & GNS 430• SkyWatch HP TCAS I• Garmin GDL 69 SiriusXM Satellite Weather

Falcon 2000LX

WANTED

Falcon 2000EX EASy

WANTED

Challenger 300

WANTED

1998 Lear 45

SOLD: OCTOBER 2015

1998 Lear 45Serial Number: 11 Landings: 6,947Hours: 7,967 TTAF

UNDER CONTRACT

• Engines and APU on Honeywell MSP Gold

• Professionally Maintained and Operated• Dual UNS-1Ew FMS

• WAAS/LPV Capable• TCAS 7.1• Gogo Biz ATG 5000 Broadband Internet• BR Engine Upgrade

Challenger 300

ACQUIRED: OCTOBER 2015

FILE PHOTO

2013 Citation XLS+

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2015 Nine-Month Used Aircraft Market ReviewKey worldwide used aircraft markettrends across all aircraft segments werecompared September 2015 to September2014 by JETNET. Here are the findings.Fleet ‘For Sale’ percentages for all marketsectors were mixed in the Septembercomparisons. Business jets and pistonhelicopters showed the largest declines inpercentages ‘For Sale’ compared to theother markets. This is the lowestpercentage (11.2%) for business jets thatwe have seen since the great recessionbegan. However, the total number ‘ForSale’ is still above the 2,200 mark.

Business jets are still showing a decline(2.8%) in pre-owned sale transactions inthe first nine months of 2015 compared tothe same period in 2014, but haveimproved compared to earlier in the year.Q1 and Q2 were down 13.5% and 6.1%,respectively. Also, business jets are takingless time to sell (average 39 days) than lastyear. However, there was a 6.8% increasein average asking price.

Business turboprops decreased 8.9% insale transactions, with an increase inasking price of 3.6% too. Further analysisof the asking price increase has revealedthat on average, newer aircraft were soldin the first nine months comparison.

Turbine helicopters saw a double-digitdecline in sale transactions YTD, down12.9%. However, piston helicoptersrecorded a 5.3% improvement in saletransactions. Turbine and piston helicoptersegments showed decreasing askingprices compared to last year.

Commercial airliners reported by

JETNET include the numbers for sale forboth commercial jets (including airlinersconverted to VIP) and commercialturboprops. Commercial jet YTD saletransactions (at 1,316) are trailing businessjet sale transactions (almost 1,800).However, the pre-owned business jet andcommercial jet market sectors are the onlyones that have surpassed the 1,000 markfor YTD sale transactions.

For the first nine months of 2015, therewere 6,048 pre-owned commercial andbusiness jets, turboprops and helicopterssold, a decrease of 376 (or -5.9%) saletransactions compared to 2014.MI www.jetnet.com

Midsize & LightJets Rebound

The slump in the global oil price, coupledwith a fall in demand from emergingmarkets, led to a steady decline indeliveries of high-end business jets, notesFlightglobal’s Ascend consultancy, whileshipments of business jets in the light andmidsize sectors rebounded.Due largely to the introduction of a slewof new and upgraded aircraft modelsand an improving US economy, “Lastyear’s bump in new deliveries was drivenby light and midsize aircraft,”summarises Ascend.

Specifically, the introduction of theEmbraer Legacy 500, BombardierChallenger 350 and Cessna Citation X+last year, combined with a surge indemand for these transcontinental typesin the US helped boost midsizeshipments by nearly 16%, to 170 aircraftin 2014 compared with 2013. Theintroduction of fresh designs, such as theCitation M2, also helped to propel thelight jet shipment tally by 11%, to 286aircraft in the same period.MI www.ascendworldwide.com ! continued on

page 30


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In-Service AircraftMaintenanceCondition & PriceAn Asset Insight Index analysis conductedon October 30 covering 91 fixed-wingmodels and 1,909 aircraft listed ‘For Sale’revealed an “Excellent” Quality Rating…

Asset Insight Quality Rating (AIQRating): The Asset Insight Quality Rating(computed by averaging surveyedaircraft Maintenance and FinancialRatings) improved slightly over theprevious 30 days (1.7 AI2 basis points) to5.284 versus 5.267 previously, on theAIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):Asset Technical Financial Exposure Value(an aircraft’s accumulated maintenancefinancial exposure), improved 2.5% inOctober, decreasing by $37k to$1.401m. All sectors either improved ormaintained their Quality Rating thismonth. By aircraft group, asset qualitywas as follows:

• Large Jets: “Excellent” asset quality –the best among the four groups –and just shy of an “Outstanding”rating, even while generating aslightly lower figure than last month;Maintenance Exposuredecreased/improved by $98k – theexact amount it had deteriorated lastmonth, once again registering thegroup’s lowest/best figure for thepast 12 months.

• Medium Jets: “Excellent” assetquality, virtually unchanged fromSeptember and, once again,registering the second-highest ratingamong the four groups. MaintenanceExposure remained virtuallyunchanged at $1.247m.

• Small Jets: “Excellent” overall assetquality, and a 20 AI2 basis-pointimprovement; Maintenance Exposuredecreased/improved a minimalamount to $762k, remaining betterthan the group’s 12-month $902kaverage.

• Turboprops: Asset quality managed torise from “Good” to “Very Good” thismonth, increasing 7.8 AI2 basispoints, or 1.6%; MaintenanceExposure posted a $5kimprovement/decrease to $572k,remaining near the group’s 12-monthlow figure of $563k.

Q3 2015 Avionics Market ReportIn the three-month period of July-September 2015, total worldwide Businessand General Aviation avionics salesamounted to more than $581m, notesAEA, representing a 5.3% decrease in salescompared to Q3 2014 (more than $614m).In the first nine months of the year, totalworldwide Business and General Aviationavionics sales amounted to more than$1.75bn, as reported by the participatingcompanies, marking a 7.5% decrease inyear-over-year sales compared to the firstnine months of 2014 ($1.9bn).

The dollar amount reported (net salesprice, not OEM's suggested retail price)includes all Business and GeneralAviation aircraft electronic sales -including all component and accessoriesin cockpit, cabin, software upgrades,portables, certified and non-certifiedaircraft electronics; all hardware (tip totail), batteries, and chargeable productupgrades from the participatingmanufacturers, but excludes repairs andoverhauls, extended warranty orsubscription services.

Of the sales during the first ninemonths of 2015, 51.4% - or more than$911m – came from forward-fit (avionicsequipment installed by airframemanufacturers during original production)sales. The retrofit (avionics equipmentinstalled after original production) marketamounted to 48.6 percent of sales (morethan $862m). 64.3% of sales in the firstnine months occurred in North America(US and Canada) and 35.7% took place inother international markets.

“With a year-over-year sales decline of7.5%, clearly, our industry continues toface some economic challenges that maybe primarily related to the strength of theUS dollar,” notes Paula Derks, President,AEA. In addition, while the FAA reportsthat the ADS-B equipage pace hasgrown in the past year, it has not resultedin a similar increase in total avionicssales. The AEA will continue to monitorthese and other economic forces movingforward."

MI www.aea.net



Maintenance Exposure to Ask Price Ratio (ETP Ratio)Spread in the ETP Ratio for the aircraft tracked by Asset Insightwidened by nearly 11%, while the average Ratio decreased lessthan one point registering 50.8%, virtually equalling the bestfigure for 2015. We consider an ETP Ratio (the aircraft’sMaintenance Exposure divided by its Ask Price) above 40% torepresent excessive Asset Exposure in relation to Ask Price(Table B).

The improvement in Maintenance Exposure across the ‘ForSale’ fleet was responsible for the encouraging overall ETPRatio, even though the industry average has continuallyexceeded the 40% level since March 2014. Average Ask Pricedecreased 2.4% in October, registering $5.54m, the lowestfigure posted during the past 12 months, and just above ourlowest recorded figure of $5.51m. By aircraft group, ouranalysis revealed the following:

Large Jets: There has been virtually no change in the ETP Ratio,33.4% versus last month’s 33.3%, and the lowest/best Ratioamong all groups. The group also registered an Ask Pricedecrease, from $16.15m to $15.81m, falling below the group’s12-month average.

Medium Jets: The group’s ETP Ratio continues to improve,registering a new best/lowest figure for this year, decreasing to51.3% from last month’s 53.1%. The group’s average Ask Pricerecorded a new 12-month low figure at $3.59m. As we moveinto the year’s peak transaction period, it will be interesting toobserve the speed by which higher quality Medium Jets tradethrough changes in the group’s ETP Ratio and Ask Price.

Small Jets: ETP Ratio for this group continues to be worse thanany other group, while ending October with a minorimprovement, decreasing from 70.8% to 70.2%. Average AskPrice decreased about 1.2% to $2.09m, just slightly less thanlast month’s record high figure for Small Jets. While transactionfigures may well reflect lower prices, asset quality is highenough, and Maintenance Exposure is low enough, for Sellersto be on equal footing with Buyers when it comes tonegotiating price for Small Jets.

Turboprops: The group’s 43.4% ETP Ratio, second best amongall sectors, reflected a slight improvement from last month’s45.0%. With average Ask Price rising 2.6% to $1.60m -equidistant from the group’s 12-month peak $1.64m, and its12-month $1.56m average figure, Sellers may be seeking tocapitalize on the lower Maintenance Exposure and higherQuality Ratio generated by their aircraft. The determinant, ofcourse, will be actual transaction figures.

Market SummaryAlthough challenged by various factors throughout 2015, AssetQuality experienced an overall improvement since January’slow point, while Maintenance Exposure also improved. Thistrend is likely to change over the next two months, as historyhas demonstrated savvy Buyer propensity to acquire the bestavailable aircraft during each year’s final quarter.

What warrants attention is how many older aircraft are likelyto be purchased by their ‘new’ final owner during the remainingmonths of this year. Every aircraft has a final owner, and Buyersthat don’t do their homework may now, more than ever,unintentionally join that ever-growing market sector. ❚MI www.assetinsightinc.com

!"#$%&'&!"#$%&'&

“...Maintenance Exposure is

low enough, for Sellers to be

on equal footing with

Buyers when it comes to

negotiating price for Small Jets. ”


O'GaraJets December.qxp_Layout 1 17/11/2015 15:16 Page 1

O'GaraJets December.qxp_Layout 1 17/11/2015 15:17 Page 2

otal billings for new business aircraftreached $15.7bn, up a meager 1.5% overthe $15.5bn recorded last year, butnonetheless up for the first time this year.

In both Q1 and Q2 total billings lagged behind2014 results.

Jet deliveries are up 4.3% from a year ago andshow signs of perhaps finishing ahead of last year –an outcome that was by no means certain in Q1when we started out the year 13.6% behind theprevious year.

Business turboprops continued to lead lastyear’s total slightly – up 1.13% at the end of threequarters, but their rate of growth has slowedappreciably throughout the year and matching last

year’s total by the end of this year is an ‘iffy’ propo-sition at best. Nonetheless, the business turbopropmarket is fairly strong compared to prior all-timemarket highs, so while the growth rate is somewhatdisappointing, the results can hardly be considereddisastrous.

GAMA’s listing of the turboprop segment showsdeliveries to be 9.4% behind last year, but, as hasbeen the case throughout this year, the shortfall isentirely in the agricultural turboprop segment.

Total aircraft deliveries for the first three quartersof this year are off 6.5% at 1,558 units, down from1,665. This reduction is directly a result of the pis-ton market, which is down 10.8%. Even the weakperformance of piston sales can be cast in a some-

GAMA Q3 2015 Aircraft Shipment Analysis


The market for business aircraft continued its slow and unsteady move toward recovery in Q3 2015, reflects

Mike Potts. What else will a closer inspection of the latest GAMA report of new aircraft shipments reveal?

T

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

Mike Potts is respect-ed industry-wide as anaviation journalist. Hehas worked in thecommunicationsdepartments of BeechAircraft, SinoSwearingen and M7Aerospace, and hasbeen analyzingGAMA’s deliveryreports for AvBuyersince 2003 where hehas built an excellenttrack record for accu-rate shipment predic-tions. Contact him [email protected]

GAMA Dec15.qxp_GAMA DEC05 17/11/2015 14:20 Page 1

what positive light, however, when you consider westarted the year off 19.9% behind the 2014 pace,so our current situation means Q2 and Q3 this yearwere a little better than the year before - but notenough to offset the Q1 downturn.

It seems that Honeywell’s observation back inlate 2012 that “flat is the new normal” has provento be disappointingly accurate…

The Jet MarketLooking at the specifics of the jet market, there issome evidence that things could be picking upbetter than the overall 4.3% improvement listed inthe GAMA chart. Five of the seven jet OEMsreporting Q3 deliveries had better year-to-dateperformance than a year ago and six of the sevenhad improved Q3 results. In other words, justabout everybody must be doing a little better thanthey did a year ago.

It turns out, however, that how you see the jetmarket depends greatly on whether you take alonger view (year-to-date) or a more short-termview (Q3 alone). The longer-term view hasBombardier with a comfortable lead over its com-petitors and a year-to-date total of 135 units, upmore than 7.14% over the 126 it reported last year.

Following this long-term scenario we findGulfstream in second place with 116 units, up7.41% over its 108-unit total at this time last year.In third place we have Cessna with 106 units, twodeliveries (or a meager 1.886%) improvement overthe 104 units it reported this time last year.

Looking at Q3 alone, however, presents a muchmore positive picture. Here, Bombardier and

Gulfstream are locked in a tie for first place with 43deliveries each, followed fairly closely by Cessna,which has 37. But the really interesting statistic isthat everyone except Bombardier had unusuallystrong percentage gains over the previous year’scorresponding quarter. Gulfstream is up 38.71%from a year ago, when it made 31 deliveries.Cessna is 12.12% ahead of the 33 it delivered inlast year’s Q3.

Embraer in fourth place (both quarterly andyear-to-date) saw a 100% improvement from the 15deliveries it had in Q3 2014 compared to the 30reported for Q3 this year. Embraer’s year-to-datetotal of 75 units was up a healthy 17.19% over lastyear’s total of 64.

Looking at the quarter-to-quarter comparison, itbecomes clear that the overall business jet marketexperienced a strong gain in Q3 2015 with 160deliveries, up 25 percent over the 128 units report-ed in Q3 2014.

Unfortunately, a change in the reporting statusof one of the major jet manufacturers has con-spired to make the business jet market murkier andharder to analyze. Dassault has changed its civil air-plane reporting to bring it into alignment with thecompany’s overall financial reporting procedures,and will thus report deliveries only twice yearly. Thechange is effective in this quarter.

Dassault is a major player in business jets, andthis makes it more difficult to spot trends as theyare occurring and truly analyze the overall marketsituation. This is the first quarter to be affected byDassault’s new reporting procedure, and alreadythe uncertainty is evident. In an effort to equalizecomparisons between the 2014 and 2015, GAMAhas deleted Dassault’s 2014 Q3 deliveries from thejet total it is using to compare the two years’results.

The Q3 report shows the total jet market to be446 units, but if you add up the totals for the firstthree quarters in GAMA’s 2014 year-end report youwill find a total of 459 (including 13 Dassault deliv-eries reported in last year’s Q3.) Did the jet marketreally gain 25 percent in the third quarter of thisyear? GAMA’s numbers tell us that’s what hap-pened, but without Dassault’s results we can’t sayfor certain. So the strongest evidence of a develop-ing recovery in jet sales that we’ve seen in a longtime may, in fact, be just a false dawn if Dassaulthad a weak quarter…

For the record, we know that Dassault holdsfifth place among the jet manufacturers, even with-out seeing its Q3 numbers. Unless their sales dif-fered wildly from a year ago (unlikely, based onproduction schedules and capacity), the 18 unitsdelivered in the first half puts it too far behindfourth placed Embraer to catch up, and too farahead of sixth placed Boeing to be overtaken.

Boeing reported four business jet deliveries inthe third quarter, bringing its total to eight thisyear – 25% ahead of a year ago both for the

“Looking atthe quarter-to-quarter

comparison, it becomesclear that

the overallbusiness jet

marketexperienced astrong gain...”


!


NOTES: 1. A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.3. Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval. 4. Military aircraft shipments are not included in shipment table totals.5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2015. 6. Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. DAHER was previously reported as SOCATA. 9. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. 10. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc.


quarter and for the year.ONE Aviation (formerly Eclipse) occupied sev-

enth place in jet deliveries with five, down from 10a year ago, although this apparent shortfall wasmore the result of having excess inventory to sell atthis time last year and now having deliveries morein line with current production capacity. Airbusbrought up the rear in eighth place with two deliv-eries for the year, down from three a year ago.

So where are business jet deliveries likely to fin-ish at the close of 2015? Based on the trend inrecent years for increasingly strong Q4 sales surges(beginning to average in the 35-40% range), wepredict jet sales will finish in the 730-740 unit rangethis year. Last year’s total of 722 was the strongestfor jet deliveries since 2010 when the total was763. It seems unlikely we’ll top the 2010 total bythe end of this year.

The Turboprop MarketAgricultural units are down nearly 28.38%, from148 deliveries year-to-date (YTD) last year to 106 in2015. By comparison, the traditional business tur-boprops are slightly ahead of last year at 268 unitscompared with 265. GAMA doesn’t distinguishbusiness turboprops as a separate category sothese numbers must be extracted from the report.

Unlike the jet category, business turbopropOEMs have not experienced consistent gains thisyear, on either a YTD basis or in Q3 alone. For theyear, four of the turboprop manufacturers reportingto GAMA have increased sales while four did notmatch the previous year’s performance so far.Another, which didn’t report quarterly results in2014, may or may not be ahead of last year.

The Beechcraft unit of Textron Aviation led thesegment with 84 units, off from the 86 it had YTDlast year. For the quarter Beech had 29, versus 30 ayear ago. The Cessna unit of Textron Aviation was adistant second in turboprops with 61, including 19for the quarter, down from a year ago when theyhad 64 for the first nine months of the year and 22for the quarter.

Third place in turboprops was hotly contested,with Pilatus finishing two units ahead of DAHER(formerly Socata), at 38 units while the French com-pany totaled 36. Pilatus trailed its total for last year,when it had 40. Its quarterly total was also off,down from 22 to 19. DAHER finished 3 units aheadof the 33 it had for YTD in 2014 but the 11 sales

reported for Q3 2015 was short the 13 shipped inQ3 2014.

Fifth place in turboprops was also close, withPiper getting the nod at 23 units for the year, upfrom 22 last year. For Q3 2015 vs Q3 2014 Piperwas slightly behind, seven units to eight. Next wasQuest, with 20 deliveries YTD, up from 15 a yearago, giving it the strongest percentage gain –33.34% – among the turboprop builders.

Finishing out the turboprop segment was PacificAerospace, with five for the year and three in Q32015, up from four last year but none in the thirdquarter, and Extra which has made no turbopropdeliveries yet this year, but one last year.

With the business turboprop market looking alot like it did last year, we project turboprop deliv-eries will finish this year in the 425-430 unit range.

The Piston MarketThe piston market is pretty sad to behold as itstaggers along, 87 units behind where it was lastyear at the end Q3 2015, with 719 units versus 806a year ago. Among the single-engine piston OEMs,six had improved results year-to-date while sevenlost ground. For the quarter, six also had gains, butit was not the same six.

Cirrus continues to lead the piston manufactur-ers with 204 units for the year, down from 212 lastyear after Q3. For just Q3 Cirrus was up, 87 unitsagainst 72 – a gain of 20.83%. Cessna, in secondplace, had a strong gain at 160 units, up from 136YTD a year ago. For Q3, however, Cessna wasdown, 43 units to 58 last year.

Diamond was third with 78, down sharply from136 a year ago. For the quarter Diamond was alsodown, at 24 from 33.

Piston twins were down 17.7% at 79 units, com-pared with 96 in the first nine months a year ago.Diamond was the leader in twin deliveries at 35,down from 38.

In a segment less prone to strong surges thaneither the turboprop or jet segment, it seems likelythat the piston market is headed for a finish in the1,010-1,025 unit range this year. We can only hopethat the current weakness in the piston marketdoesn’t foretell a coming falloff in the turbine seg-ments, as it frequently has in the past…

View GAMA’s Q3 2015 Shipment Report infull on page 42

“By

comparison,

the traditional

business

turboprops are

slightly ahead

of last year at

268 units

compared

with 265.”


!


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2015 Q3 Airplane Shipment Report

MAKE & MODEL Q1 Q2 Q3 YTDGRAND TOTAL AIRCRAFT SHIPMENTS 6 443 573 542 1,558

GRAND TOTAL AIRCRAFT BILLINGS $4,521,848,340 $5,925,035,262 $5,242,562,732 $15,689,446,334

AIRBUS CORPORATE JETS 7

ACJ318 0 1 0 1

ACJ319 0 0 1 1

ACJ320 0 0 0 0

ACJ321 0 0 0 0

ACJ330 0 0 0 0

TOTAL UNITS 0 1 1 2

TOTAL BILLINGS7 $0 $68,000,000 $83,000,000 $151,000,000

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 1 1

7ECA CITABRIA AURORA 1 0 0 1

7GCAA CITABRIA ADVENTURER 0 0 0 0

7GCBC CITABRIA EXPLORER 0 0 0 0

8GCBC SCOUT 0 1 3 4

8KCAB SUPER DECATHLON 2 0 2 4

8KCAB XTREME DECATHLON 3 2 0 5

TOTAL UNITS 6 3 6 15

TOTAL BILLINGS $1,462,400 $799,700 $1,377,400 $3,639,500

BOEING BUSINESS JETS 7

BBJ 1 0 2 3

BBJ 2 0 0 0 0

BBJ 3 0 0 0 0

B777-300ER 1 0 0 1

B787-8 0 0 2 2

B787-9 1 1 0 2

TOTAL UNITS 3 1 4 8

TOTAL BILLINGS7 $58,500,000 $0 $117,000,000 $175,500,000

BOMBARDIER

LEARJET 70 / 75 9 5 7 21

LEARJET 60XR 0 0 0 0

CHALLENGER 350 14 18 18 50

CHALLENGER 605 5 3 3 11

GLOBAL 5000 / 6000 17 20 15 52

CL850 / 870 / 890 0 1 0 1


TOTAL BILLINGS $1,656,800,000 $1,841,300,000 $1,564,100,000 $5,062,200,000

CIRRUS AIRCRAFT

CIRRUS SR20 6 10 8 24

CIRRUS SR22 19 30 32 81

CIRRUS SR22T 18 34 47 99


TOTAL BILLINGS $30,597,388 $53,562,446 $65,638,610 $149,798,444



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DAHER 8

TBM 900 11 14 11 36


TOTAL BILLINGS $41,700,000 $53,100,000 $41,700,000 $136,500,000

DASSAULT FALCON JET 5, 9

FALCON 900LX / 2000LXS / 2000S / 7X 6 12 N/A 18

TOTAL UNITS 6 12 N/A 18

TOTAL BILLINGS $212,000,000 $421,000,000 $0 $633,000,000

DIAMOND AIRCRAFT 5,6

HK-36 0 1 0 1

DV20 0 0 0 0

DA20-C1 5 6 5 16

DA40 (ALL) 25 18 19 62

DA42 (ALL) 7 20 8 35


TOTAL BILLINGS $14,979,075 $21,047,700 $13,368,000 $49,394,775

DISCOVERY AVIATION

XL2 0 0 0 0

TOTAL UNITS 0 0 0 0

TOTAL BILLINGS $0 $0 $0 $0

EMBRAER 5

PHENOM 100E 1 6 3 10

PHENOM 300 9 20 18 47

LEGACY 500 2 3 3 8

LEGACY 600/650 0 3 6 9

LINEAGE 1000 / E190 HEAD OF STATE 0 1 0 1

SHUTTLES (ERJs AND E-JETS) 0 0 0 0


TOTAL BILLINGS $124,746,000 $403,451,000 $406,458,000 $934,655,000

EXTRA AIRCRAFT

EA300 6 8 6 20


TOTAL BILLINGS $2,340,000 $3,120,000 $2,340,000 $7,800,000

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150 / 280 7 8 12 27

GULFSTREAM 450 / 550 / 650 25 33 31 89


TOTAL BILLINGS $1,711,660,000 $2,260,240,000 $2,107,250,000 $6,079,150,000

MAHINDRA AEROSPACE 5

,AIRVAN 8 5 4 4 13


TOTAL BILLINGS $3,634,800 $2,907,840 $2,907,840 $9,450,480

MAULE AIR, INC.

MX-7-180B 2 1 9 12

M-9-235 1 0 0 1


TOTAL BILLINGS $769,814 $259,958 $2,339,662 $3,369,434

MOONEY INTERNATIONAL CORP

M20R OVATION 1 0 1 2

M20TN ACCLAIM 0 4 1 5

TOTAL UNITS 1 4 2 7

TOTAL BILLINGS $659,000 $3,013,000 $1,411,000 $5,083,000


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Email: [email protected]: +44 (0) 20 8339 8598

ACS Aircraft Sales

Serial Number1902RegistrationG-DOITYear of Manufacture1986Total Hours8,271LocationUKPricePOA

ACS November.qxp_Layout 1 20/10/2015 15:11 Page 1

MAKE & MODEL Q1 Q2 Q3 YTDONE AVIATION CORP. 10

ECLIPSE 550 2 1 2 5

TOTAL UNITS 2 1 2 5

TOTAL BILLINGS $6,374,500 $3,105,250 $6,265,800 $15,745,550

PACIFIC AEROSPACE LTD

PAC 750XL 1 1 3 5

TOTAL UNITS 1 1 3 5

TOTAL BILLINGS $1,900,000 $1,900,000 $5,700,000 $9,500,000

PIAGGIO AERO

P.180 AVANTI EVO 1 0 0 1

TOTAL UNITS 1 0 0 1

TOTAL BILLINGS $7,395,000 $0 $0 $7,395,000

PILATUS

PC-6 0 1 0 1

PC-12 7 11 19 37


TOTAL BILLINGS $32,984,000 $53,992,000 $89,528,000 $176,504,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 0 0

PA-28-181 ARCHER III 10 2 0 12

PA-28R-201 ARROW 0 1 2 3

PA-34-220T SENECA V 0 3 1 4

PA-44-180 SEMINOLE 2 1 7 10

PA-46-350P MIRAGE M350 0 14 10 24

PA-46R-350T MATRIX 0 1 1 2

PA-46-500TP MERIDIAN M500 11 5 7 23


TOTAL BILLINGS $23,873,253 $28,925,595 $29,114,913 $81,913,761

QUEST AIRCRAFT COMPANY

KODIAK 100 5 7 8 20


TOTAL BILLINGS $9,875,000 $13,825,000 $15,800,000 $39,500,000

TECNAM AIRCRAFT

ASTM - LSA 25 24 20 69

P2002JF 4 8 6 18

P92JS 0 2 0 2

P2002JR 0 0 0 0

P2008JC 8 8 6 22

P2006T 6 8 5 19

P2010P TWENTY TEN 6 7 4 17


TOTAL BILLINGS (BEECHCRAFT) $9,051,256 $11,454,439 $7,464,669 $27,970,364

TEXTRON 4 - BEECHCRAFT CORPORATION

BONANZA G36 5 7 6 18

BARON G58 2 5 4 11

KING AIR C90GTX 5 4 4 13

KING AIR 250 6 11 9 26

KING AIR 350I/ER 14 15 16 45


TOTAL BILLINGS (BEECHCRAFT - TOTAL) $168,827,800 $208,674,683 $202,242,110

TEXTRON - CESSNA AIRCRAFT COMPANY

172S SKYHAWK SP 31 47 29 107

182T SKYLANE 0 0 8 8



!


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

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

COMPARE AIRCRAFT VALUES AND FEATURES

Download Duncan Aviation’s Quick Reference Guide Helps Buyers Make Decisionswww.DuncanAviation.aero/market-sum

Low Total Time. Honeywell MSP. Forward Crew Lav. HUD. Wi-Fi. Owned/Operated by a Major U.S. Bank.

2 0 0 1 Fa l c o n 9 0 0 E X s /n 7 7

250 Total Time. One Owner. Midwest Based. High Sierra Edition.

2 0 1 3 C e s s n a M u s t a n g s /n 4 3 6

5,508 Total Time. Collins ProLine 4. EFIS. 12-Year Inspection in 2011 by Duncan Aviation.

2 0 0 0 L e a r j e t 6 0 s /n 6 0 - 1 7 1

3,207 Total Time. ProLine 4. Engines Enrolled on GE OnPoint. APU Enrolled on Honeywell MSP.

2 0 0 5 C h a l l e n g e r 6 0 4 s /n 5 5 8 7

Low Total Time. Raisebeck Mod. 36-inch Cargo Door. MSP Gold. Motivated Seller!

1 9 9 8 L e a r j e t 3 1 A s /n 1 4 6

6,676 Total Time. Honeywell Pro-Line 4. 12 Passenger Configuration. Aft Galley.

1 9 9 9 G u l f s t r e a m G I VS P s /n 1 3 4 8

7,942 Total Time. Fresh Engine Overhauls. APU Upgrade. Avionics HAPP Program. 14 Passenger.

2 0 0 0 G u l f s t r e a m G I VS P s /n 1 4 3 0

World AvBuyer Ad 11_11_15.indd 1 11/11/2015 2:35:12 PM

MAKE & MODEL Q1 Q2 Q3 YTDTEXTRON (CONTINUED)


T182T TURBO SKYLANE 0 0 0 0

206H STATIONAIR 0 0 0 0

T206H TURBO STATIONAIR 9 11 13 33

400 CORVALIS TTX 4 4 4 12

208 CARAVAN 675 0 3 3 6

208B GRAND CARAVAN / EX 13 26 16 55

510 CITATION MUSTANG 3 2 2 7

525 CITATION M2 7 10 7 24

525A CITATION CJ2+ 0 0 0 0

525B CITATION CJ3+ 5 6 6 17

525C CITATION CJ4 9 6 7 22

560 CITATION XLS+ 2 6 6 14

680 CITATION SOVEREIGN+ 5 4 4 13

680A CITATION LATITUDE 0 0 4 4

750 CITATION X+ 2 2 1 5

TOTAL UNITS 90 127 110 327

TOTAL BILLINGS (CESSNA - TOTAL) $373,720,000 $440,049,000 $452,965,000

TOTAL BILLINGS (COMBINED) $542,547,800 $648,723,683 $655,207,110 $1,846,478,593

WACO AIRCRAFT COMPANY

2T-1A-2 2 2 1 5

YMF-5D 1 1 1 3

TOTAL UNITS 3 3 2 8

TOTAL BILLINGS $1,063,000 $1,125,000 $847,000 $3,035,000

GRAND TOTAL AIRCRAFT SHIPMENTS 6 443 573 542 1,558

GRAND TOTAL AIRCRAFT BILLINGS $4,521,848,340 $5,925,035,262 $5,242,562,732 $15,689,446,334


❚

SINGLE-ENGINE PISTON 176 234 230 640MULTI-ENGINE PISTON 17 37 25 79TOTAL PISTON AIRPLANES 193 271 255 719SINGLE-ENGINE TURBOPROPS 91 100 98 289MULTI-ENGINE TURBOPROPS 26 30 29 85TOTAL TURBOPROP AIRPLANES 117 130 127 374BUSINESS JETS 133 172 160 465TOTAL TURBINE AIRPLANES 250 302 287 839GRAND TOTAL AIRPLANE SHIPMENTS 443 573 542 1,558

Q1 Q2 Q3 YTDAirplane shipments 1, 2, 4 Manufactured Worldwide

SINGLE-ENGINE PISTON 117 173 180 470MULTI-ENGINE PISTON 4 9 12 25TOTAL PISTON AIRPLANES 121 182 192 495SINGLE-ENGINE TURBOPROPS 72 73 65 210MULTI-ENGINE TURBOPROPS 25 30 29 84TOTAL TURBOPROP AIRPLANES 97 103 94 294BUSINESS JETS 78 89 91 258TOTAL TURBINE 175 192 185 552GRAND TOTAL 296 374 377 1,047

Q1 Q2 Q3 YTDAirplane shipments 1, 2, 4 Manufactured US3 Only


General Aviation December.qxp_Layout 1 16/11/2015 14:57 Page 1

+44 (0) 1959 543208

wo years ago we noted a market trendthat showed owners were choosing to flytheir aircraft beyond their ‘normal’ up-grade cycle. We concluded that this fact

could be the case until market prices improved anda new cycle of business jets entered the market. Atthat time 16 new or derivative business jet modelswere either entering, or soon arriving on themarket.

Fast-forward to today, is this trend still the case?In addition, would now be a good moment toreview the status of these new and derivativebusiness jets?

If original owners have been keeping their busi-ness jets longer since the downturn began in 2008,

perhaps that trend would help explain why thePre-Owned business jets ‘For Sale’ inventory hasremained at such a high level…

New Business Jet DeliveriesNew business jet deliveries by OEMs over the pastseven years are reflected in Table A (overleaf). Forthe first nine months of 2015 new business jet deliv-eries are up 4.1% compared to the first nine monthsof 2014. Activities by OEM show that the ‘TopThree’ (Bombardier, Gulfstream and Cessna) haveeach changed position since 2009, with Bombardiercurrently leading the pack. Overall, new business jetdeliveries are lower today compared to 2009 butinching closer to the level recorded in 2010.


BIZAV INTELLIGENCE ❚ JETNET >>KNOW MORE

T

Mike Chase (president,Chase & Associates) andMarj Rose (president,MarketLift), offer highlysought-after aviationmarket research expert-ise. Contact them [email protected] [email protected]. JETNET, meanwhile,the ultimate source for information & intelli-gence on business and commercial aircraftworldwide, can becontacted via www.jetnet.com.

In this JETNET >>KNOW MORE analysis Mike Chase andMarj Rose assess the nine months year-to-date market trends forNew and Pre-Owned Business Aircraft, comparing 2015 to 2014.

2015 Nine-Month Business Jet Market Review

!

Jetnet KnowMore.qxp_Layout 1 17/11/2015 14:38 Page 1

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Corporate Concepts 1 December.qxp 19/11/2015 14:53 Page 1

56 AVBUYER MAGAZINE –December 2015 Aircraft Index see Page 161www.AVBUYER.com

BIZAV INTELLIGENCE ❚ JETNET >>KNOW MORE

Pre-Owned Full Sale TransactionsPre-Owned business jet deliveries (by OEM) duringthe first nine months of the past seven years are re-flected in Table B (center, left). Results for the firstnine months of 2015 are down -2.8% compared tothe same period in 2014. As reported, 2014 was arecord year for Pre-Owned business jet full retailsale transactions and the first nine-months of 2015is only slightly off that record-setting pace.

The largest declines in Pre-Owned sale transac-tions are from Textron Cessna models, when thefirst nine months results for 2015 are compared tothe same period for 2014. Gulfstream, Embraer andEclipse (highlighted in orange) are showing themost positive changes compared to all the otherOEMs for the comparative period.

Average Length of Jet OwnershipThe average length of business jet ownership hasshown growth from 2006 to 2015 across all makesand models, as reflected in Chart A (bottom, left).We believe owners have held on to their aircraft be-cause of the difficult economic times that started to-ward the end of 2008.

Several knock-on effects have resulted in thegrowth in average length of ownership, including:

• The difficulty of securing new financing;• The loss of value retention in the aircraft;• High ‘For Sale’ inventory levels;• Longer ‘days on the market’ average; and• (Positively) Better reliability and upkeep of

business jets.

Over a 10 year period – 2006-2015 – duringwhich we compare trends for the first nine monthsof each year, the Average Length of Ownership hascontinually grown for ‘New’ business jets from 3.8years to 5.1 years and for ‘Pre-Owned’ from 2.3years to 3.3 years.

According to JETNET, owners of new Dassaultaircraft have the highest average length of owner-ship (5.8 years) compared to others currently.Cessna aircraft and Bombardier Challenger ownersfollow at 5.2 years.

New Business Jets in DevelopmentTable C (top, right) offers a summary of the themajor business jets that were in development in2013 and in 2015. Note: there are three newly an-nounced business jets, the Falcon 8X and the Gulf-stream G500 and G600 jets, along with thecancellation of the Learjet 85 program and suspen-sion of the Diamond D-Jet.

New Business Jet Orders from Frax ProvidersSummarizing the status of new business jet ordersfrom the fractional providers by firm orders andoptional orders, JETNET data reveals 380 and 640orders, respectively, divided between four compa-nies (NetJets, Directional Aviation, PlaneSense and

CHART A - Average Length of Ownership - Business Jets9 Months YTD 2006 to 2015


Jetfly Aviation). 370 of those firm orders are fromNetJets and Directional Aviation as are all of theoptional orders. There can be no doubting the sig-nificance of these fractional orders to the businessjet industry as we move from recession towardsrecovery.

How many of these orders will replace existing,high-time fleet aircraft as the fractional fleet aver-age age grows, and how many will contribute tofleet growth?

In recent years the market for fractional aircraftand fractional shareholders has been in decline. Be-fore the downturn, all providers purchased an aver-age of 10-15% of the new business jets deliveredannually.

NetJets accounts for the highest number of newbusiness jet orders and options of the providerslisted. Table D (bottom, right) shows the number ofNetJets firm and optional orders by business jetmodel including the expected delivery date of thefirst. The last column is the number of orders filledthrough November 2015 as reported by JETNET.Note the delay from 2017 to 2H 2018 for theGlobal 7000 and 2019 for the Global 8000. This isalready having its impact on the fractional providerswhich are seeking alternatives.

SummaryHistorically, the business jet market has been stimu-lated by new aircraft introductions coupled with im-proving economic conditions. For example, thestrong upturn in the market in 1996 was accom-plished by several key factors including a strong USeconomy, new aircraft deliveries and the introduc-tion of fractional ownership. We believe this gener-alization will continue to characterize the market.

With each new aircraft model built, a ‘bump-and-run’ delivery cycle occurs. The bump comes withfirst deliveries of a new model and is generated bymarket excitement for the new model and what ithas to offer. This in turn creates a backlog of orderswhich tapers off over time (the run), as the OEMramps-up production to fill that new demand.

With the annual NBAA Convention scheduledimmediately after this article was submitted, we’restaying alert to announcements for any new or de-rivative business aircraft models. These new aircraftannouncements (in our opinion) will continue tohelp stimulate our industry and provide the antici-pated growth we’re all looking for in the businessjet marketplace.

Of course, US and global GDP growth must bestronger, and lower jet fuel prices can do nothingbut help. These factors hold the key to picking upthe pace in the pre-owned and new business jetmarkets. ❚

Are you looking for more market insight articles?Visit www.avbuyer.com/articles/category/business-aviation-market-insight

TABLE C


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BIZAV INTELLIGENCE ❚ AVIATION LEADERSHIP ROUNDTABLE

e’ve certainly witnessed a dizzying display of pricechanges this year. And now, more than ever,there’s recognition of further segmentation basedon non-standard aircraft configurations impacting

value and time on the market. Meanwhile, inventory levels con-tinue to rise and pricing is increasingly pressed down. Yet, there’sgood news to share before we discuss the complexity of under-standing value: there are buyers!

Many aircraft markets are still showing transactions of 15-18units over the preceding six months, thereby demonstrating con-sumer interest. Many business segments are clearly feeling confi-dent to make acquisitions - yet, as always, transactions essentiallycome down to price.

Interestingly, the vast majority of sales that are occurring aretaking place with North American buyers, while the emergingmarkets that once offered so much promise are now morefocused on selling their aircraft than on buying. That’s a lot ofpressure on the shoulders of one region—North America.

While some aircraft markets now have less than 10% of thepre-owned fleet for sale, others continue to see fleet-for-salenumbers rise. Staying on top of the market trends, price reduc-tions and inventory levels has never been more important to anaircraft owner and their aviation brokerage/consulting partner.

As mentioned previously, we track markets with detailedspreadsheets covering the many individual items we believeimpact a particular aircraft’s value. As a matter of fact, using thosespreadsheets we’ve been keeping monthly tabs on sellers reduc-ing their asking price. Guess what: every month there seem to bemany sellers in each model segment that adjusted their pricedownward! Some adjustments may be from sellers who werenever aligned to the market to start with, but others are evidentlytrying to figure out where the ‘new market’ should be.

In many cases price changes are made by sellers with non-stan-dard interior configurations. The result leaves buyers and sellersconfused, questioning the methodology to establish residual lossrates. Understanding what your aircraft is worth today doesn’tnecessarily mean you know what it will be worth in three months’time, and the net result is frustration for both buyers and sellers.

As mentioned, aircraft configuration is more important todaythan ever before. Buyers are coming to grips with the new resid-ual loss rate of 7% or more annually as opposed to the traditional3-4%. Thus, they seek the most saleable asset they can find withthe mid- to long-term in mind.

OEMs typically have a handful of standard configurations. Itdoes not take long to review an aircraft type and discover thepopular configuration choice. Many new aircraft buyers makethese choices based on personal preference, but it’s important to

be mindful of the impact that a non-standard layout can have onresale value.

The market is demonstrating a large value difference betweenaircraft offering standard configuration and those without, inmuch the same way that aircraft with very high time see a reduc-tion in value. The valuation guides have struggled to catch upwith this new reality.

International Perspective: The shift in International business aswell as the state of the pre-owned market is affecting the OEMs,too, as they work to sell new models. With older airplanes sellingat such reduced prices, the price delta grows for an owner con-sidering selling a legacy aircraft and upgrading to new. For exam-ple, if the solutions are available for NextGen upgrades in a cur-rent airplane that’s meeting the mission needs well, it makessense to invest in upgrading the older airplane, saving the mil-lions you would have spent buying new.

The slowdown in global markets is leaving the US buyers askey participants, and with the continued slippage in pre-ownedpricing and global economic uncertainty new aircraft are becom-ing a harder sell. So what’s the take away from this discussion?

Make sure you’re taking great care of your aircraft - both theairframe and the records. Unless the mission needs change signif-icantly, continue to operate what you have and enjoy the benefitsof Business Aviation. Engage with trusted aviation professionalsand listen to them as they describe the market. Prices are nolonger going up, so understanding where your aircraft fits in aparticular market will help you get in and out as fast as possible,with the best possible price.

We are not taking a ‘no-growth’ attitude towards business air-craft. By no means are we trying to discourage buying new air-craft. We are, however, trying to address and correct future diffi-culty in pegging residual loss rates. Furthermore, we hope toinstill confidence in the future of aircraft markets, whether new orpre-owned.

As you head into 2016, lead your prospects and clients withsmart and factual Intel. There’s actually a good bit of data to helpyour clients shape their future. We wish everyone a safe andhappy holiday season. We’re looking forward to more buying andselling in 2016 - with a close eye on pricing! ❚

W

Understanding Today’s Market Value

As we prepare to consign another year to the history books, what is happening within the aircraft markets today, asks Adam Mesinger. What can you do to position your aircraft for a quick sale in 2016?

Adam Mesinger is Director of BusinessDevelopment at Mesinger Jet Sales. He is involvedin sales, acquisitions and leads market research forthe company. He also currently serves on theStandardAero Customer Advisory Board. [email protected] from www.jetsales.com


JMesinger Dec15.qxp_JMesingerNov06 17/11/2015 17:21 Page 1

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

orn in Brazil and fascinated by technol-ogy and electronics from an early age,Andre Fodor was inspired when his fa-ther took him to airports to watch the

airplanes. He recalls his excitement at being takeninto cockpits to see the dials and gauges, and hegrew to love everything about flying.

He needed to move to the US to achieve his avia-tion ambitions, eventually gaining a pilot’s licenseand ratings to become a flight instructor. Helping aformer student get a job, he was quickly repaid whenthe student went overseas, inviting Andre to go withhim. “I ended up getting a UN position in Africa andthe Middle East, gaining a lot of aviation manage-ment experience quickly. I was posted to Kuwait,managing flight operations after Desert Storm.”

Later flying jets for a Pepsi Co franchise, and thenworking for Flight Options, the US’s second biggestfractional program, Andre was invited by Embraer tohelp set up operations in Melbourne, Florida.

When Johnsonville, a renowned sausage manufac-turer serving many international markets came call-ing, the company was about to buy a long rangeaircraft to expand its global reach. Andre found thathe and the Johnsonville CEO had similar mind-sets.“We both think outside the box; we innovate and

provide an unequalled level of service and experi-ence,” he comments.

Something ExtraAndre refers to the ‘extra three percent’ – offering anexquisite, professional level of service within BusinessAviation. Transporting passengers where productivityis of key importance requires a unique setting, hehighlights. Consequently, the environment of the jetsin Johnsonville’s flight department - even down tothe smell, the towels and uniforms - is changed withthe seasons, so that everyone on board has an un-matched sensory experience as well as efficienttransportation.

So why is Business Aviation so vital to a globalsausage manufacturer? “Let’s suppose we have aplant with a problem with its recipe-base, and anissue with flavors,” offers Andre. “We would have tostop production due to an issue with seasoning orappearance. Would you want to stop a productionline that can produce £200,000 worth of product in aday for very long?

“With our business jets, we get the necessary per-sons aboard the airplane and transport them to thelocation in the shortest time possible, avoidinglengthy security lines, eliminating connecting flights,

High-Flyers Interview:


B

Andre Fodor is Vice President of Aviation and Chief Pilot at Johnsonville, a high-end sausage manufacturer that trades in 40 countries. As you might expect,

the company’s flight department is a busy operation, notes Rani Singh...

BOARDROOM ❚ CASE STUDY

Corporate Aviation –Providing a Business and Personal Touch

BG 1 Dec.qxp_Layout 1 17/11/2015 11:06 Page 1

and preventingdelays. That addstremendous value tothe company.”

Andre and his team flyaround 400 hours a year,200 of which are for “globalreach and philanthropy”. John-sonville’s two-year-old Legacy 650 has flown justunder 800 hours, he notes. “It flew once around theworld over 22 days. When I need supplemental lift; Icomplement my lift needs through our contracts withcharter and fractional operators.”

However, Johnsonville has also recently taken de-livery of a new Global 6000 jet, meaning that com-pany personnel can easily reach China, Singaporeand Japan - countries in which Johnsonville is active.

“The primary reason for acquiring the Global wasto buy us the commodity of time,” Andre notes.“Chicago to Tokyo, for instance, takes 14 hours. TheLegacy does not have a crew rest area. It’s a longflight, so you can’t do it in a day with the 650. Youneed a stop-over. The Global offers the non-stoprange and also, with a crew rest area, enables trans-portation of an extra pilot. It’s designed for this kindof trip.”

Another example of Business Aviation’s vital rolewas illustrated when Johnsonville was seeking to ac-quire a company overseas and negotiations hadreached a crucial stage. “The two parties could notget to an agreement on the philosophical value ofhow the business was going to happen, so thechairman said: ‘The only way to resolve this is to go

there, sit down with this guy and tell him how wehave a different approach to doing things’.

“He went home and packed his bags as weprepared the flight. We flew through the night, land-ing at 10am. At 11am the Chairman was in the guy’soffice, and by 1pm they were having a celebratorymeeting. There’s nothing like doing business face-to-face. The two chairmen had finally seen that both ofthem had the same care and attention to business.That’s how we bridged the gap,” Andre concludes.

Total ServiceJohnsonville produces products for other

major companies, and Corporate Avia-tion enables the necessary effi-

ciency for Johnsonville. “If acustomer anywhere around

the world has a problem, weneed to connect our execu-tives, sausage makers orexperts with thatcustomer,” Andresummarizes.

“Issues with cus-tomers from all over thenation – and indeed theglobe – can be handledface-to-face with a busi-

ness jet,” he adds. Andwith internet capability, tele-

phones, printers, fax ma-chines and great service noted

above, the jets operating withinJohnsonville’s flight department are

essentially “an extension of the corpo-rate office”. Corporate secrets and corporate

security are maintained, too.However, the Business Aviation operations have

another, more human-needs-related facet. “Flyingcorporate means lots of control over the safety andsecurity of our key personnel, and they can travel attheir convenience, to their schedule,” notes Andre.“Busy high-end people sacrifice a lot of personaltime with families. Jets bridge that gap - the wholefamily can get together for weekends to rechargeand refresh.”

Andre concludes with a final story of personal andemotional value that rates highly with both John-sonville and him. “We once received a call sayingthat the father of one of the firm’s executives was ter-minally ill after a major cardiac issue, and was lying inhospital. We deployed to New York immediately, col-lected our executive, turned south to North Carolina,picked up the gentleman’s wife and then flew Mid-west to have this couple join the executive’s father inthose last moments of his life,” he recalls.

“That’s completely impossible with airlines, andsummarizes the immense business and personalvalue of Business Aviation to Johnsonville.” ❚

More on Johnsonville at www.johnsonville.com

“Issues with

customers

from all

over the

nation – and

indeed the

globe – can

be handled

face-to-face

with a

business

jet...”


BG 1 Dec.qxp_Layout 1 17/11/2015 11:08 Page 2

ne Fortune 100 client uses three costcategories for its flight department:facilities, travel and personnel. Whilesufficient for reporting at the execu-

tive level, such trifurcation is far too broad formanagement of Business Aviation costs.

In less than five years, a firm typically willspend about as much owning and operating anaircraft as the cost of acquisition—more if pur-chased on the pre-owned market. Except foroverhauls and refurbishments, most of the oper-ating costs go out the door in small enough incre-ments that managers don't realize their totalmagnitude unless the company has a specific wayto measure them.

First, let's review the predisposed views that

some managers have when talking about aircraftcosts:• A company’s executive leadership, Board and

CFO tend to focus on asset management, andtheir review may only consider a few major cate-gories. The aviation management team, however,needs much more detail to effectively manageits costs.

• The Aviation Department Manager is concernedwith all the operating costs of the aircraft, plusthe fixed overhead items such as hangar, training,insurance and aviation salaries. Those items needto be separated so that the manager can see thedifferences between actual and budgeted costs,and explain why those variances exist.


O

You can’t manage what you can’t measure. Flight Department managers need the financial analysis tools and training to manage and control

their costs, as David Wyndham explores below.

BOARDROOM ❚ OWNERSHIP

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]

Cost Accounting forBusiness Aviation

Is Your Company’s Flight Department Being Measured Effectively?

!

Ownership Dec15.qxp_Layout 1 17/11/2015 10:34 Page 1

Lower Maintenance Costs • Higher Residual Value • Global Support

All of these names have one name in common.

JSSI® is the leading provider of hourly cost maintenance programs covering virtually

all makes and models of business aircraft, engines and APUs, including helicopters.

jetsupport.com/gettoknowus • +1.312.644.8810 • +44.1252.52.6588

AgustaWestland • Airbus • Airbus Helicopters • Bell • Boeing • Bombardier • Cessna

Dassault • Embraer • GE • Gulfstream • Hawker Beechcraft • Honeywell

MD Helicopters • Pratt & Whitney • Robinson

Rolls Royce • Sikorsky • Williams

• The Maintenance Manager looks at what it takesto maintain the aircraft to an airworthy condition.That individual needs to know overhaul costs,part costs, shipping costs, labor for required in-spections, and more. A high-dollar expense likean engine overhaul gets everyone’s attention, butroutine functions also must be closely monitored.The Maintenance Manager needs to know the air-craft’s highest cost systems and most frequentlyreplaced parts. Maintenance labor should betracked in a similar way. Much of the variability inthe Flight Department budget is under thepurview of this person.

Aircraft-Specific DataFlight Department Managers should collect and trackthe costs for each aircraft tail number and for each lo-cation if there are multiple bases. This information isvital in deciding when to replace an aircraft due to in-creasing costs. While the maintenance team willknow which aircraft is the ‘maintenance hog’, sup-porting documentation is essential.

What if one aircraft has higher costs than all theothers? What if one location has issues managingtheir costs? If all aircraft are grouped together underone cost account, you may never know what is hap-pening until costs are out of control.

The basic minimum requirement for cost account-ing is that it must collect and organize the costs in away that is useful to the Flight Department Managerand Maintenance Manager. Remember, you can’tmanage what you can’t, or don’t, measure. Themeasurement system should be flexible enough toallow differentiation in costs between aircraft tailnumbers and, if needed, operating locations. Yourmaintenance tracking software should include costtracking. If not, hopefully the controller’s office canset up something specific for the Flight Department.

Detailed costs at the Flight Department level must

roll up into the reporting categories needed by theCFO. Aviation and maintenance managers need tounderstand how costs behave and how to use thecompany’s cost tools to manage their use of funds.For aviation-specific cost management for your Avia-tion Manager, I recommending looking at courses of-fered by NBAA’s Certified Aviation Managerprogram.

Additional Benefits of Cost AccountingIn addition to managing the aviation budget, de-tailed cost measurements are needed in benchmark-ing/metrics and in allocating costs for internalcharge-backs.

When comparing costs between different FlightDepartments, it is important to understand what thecosts include. This sounds self-evident, but when acompany reports that its aircraft costs $5,000 perhour, the information is ambiguous. What went intothat cost? Whether for internal metrics or externalbenchmarks, the Flight Department Manager mustknow what costs are included and how they arecomputed.

Many Flight Departments ‘charge’ other businessunits for use of the aircraft. This procedure allows forallocating the cost of the aircraft to business unitsthat use the department’s product (air transportation).While relatively straightforward for a small company,the process becomes complex when allocating costsamong multiple aircraft.

While the Flight Department isn’t generating aprofit via the sale of a widget, the transportation serv-ice it provides is a valuable business asset that needsproper detail in order to be effectively managed. ❚

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

“ If all aircraftare grouped

together underone cost

account, youmay neverknow what

is happeninguntil costs

are out of control.”

BOARDROOM ❚ OWNERSHIP


Ownership Dec15.qxp_Layout 1 17/11/2015 10:34 Page 2

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ecember is time to reflect on thepreceding year. As I look back on 2015,I recall being troubled 12-or-so monthsago by a few signals but at that time I

was unsure why. I am still stumped as we lookforward to 2016. Furthermore, my puzzlementseems justified.

Last year, at the NBAA Convention in Orlando,my company was representing for sale two brandnew zero-time Challenger 350s, one brand newGulfstream G650 and one soon-to-be deliveredEmbraer Legacy 500. We were proud of theselistings and expected them to ‘fly off the shelf’. Infact we had a huge, expensive (and I thoughtparticularly clever) advertising campaign at theConvention that was branded “Why Wait”.

The thrust of our message was, with a minimumof 18 month backlogs on the Challengers, the sameon the Legacy, and a three-year backlog on theG650, “why wait” for the OEM to provide you witha business aircraft.

I went to each manufacturer’s static display inOrlando and watched the lines of prospects eachday of the convention, anxious to view each of therespective aircraft. I was sure someone would stepoff one of those beautiful machines and say, “Idon’t want to wait”. We expected them to call us.Our ads were everywhere, and surely could not bemissed. We were disappointed, however.

At the beginning of 2015 as I watched oil pricesdrop and our dollar strengthen, I said in a speech toan audience of Business Aviation professionals to

Decision makers tap the wisdom and experience of advisors they trust. As 2015 concludes, the ruminations of Jay Mesinger provide valuable insight

for those considering investments in Business Aviation.


D

!

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

A 2015 ScorecardHow Did the Year Rate From a BizAv Perspective?

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“be careful what you wish for”, and I went on todescribe the wish list: energy independence, low oilprices and a strong dollar. We received all of thosewishes on the same day, and the world shuttered.

Suddenly oil-producing companies and theancillary firms that relate to oil production andconsumption canceled or drastically curtailed 2015capital expenditures. Orders for new aircraft wereput on hold or not even considered. This seeminglysudden shift made our industry look at itself in away that we hoped after 2007 we would neversee again.

Pre-2000 RootsAnother huge factor affecting 2015 valuations wasthe realization that demand for Business Aviationwas going back to its pre-2000 roots. NorthAmerica was returning to the place where actionand sales existed, and with the emerging marketssuddenly restricting their appetites for businessaircraft, the pressure of an overburdenedmarketplace fell on North America.

Increased inventory levels coupled with fewerbuyers significantly impacts the value of the pre-owned fleets and creates greater deltas betweennew and pre-owned aircraft. This situation putseven more pressure on the OEMs to shape afavorable residual loss figure for potential buyers touse when considering new equipment. Residualvalues were also affecting the market for pre-ownedaircraft.

Other FactorsAlmost overnight, the lending and reportingcommunity projected the loss rate of an acquiredbusiness aircraft to be 7-8% annually, noticeablyhigher than the 3-4% annually we had been using.This change is real, and coupled with all of theother areas of concern listed above brought asobering realization that our aircraft were indeeddeclining assets.

Our industry realized its greatest growth of first-time buyers between 2001 and 2007. This surge indemand was due to economic growth in the US aswell as globally. We were joyous that our industrywas really becoming a global market. In fact, therewas so much growth during that period that OEMscould not keep up, and backlogs grew.

What happened next was equally troubling,unfortunately. Buyers started to pay premiums ontop of full retail prices for new and nearly-newaircraft. This surge created a generation of ownersthat really believed aircraft went up in value everyyear they were in service. Our community createdthe largest segment of owners that ever came intoour industry with what was an unrealistic sense ofvalue.

Today our industry is realizing that businessaircraft really do age, even if only by one year every12 months. So let’s score 2015. We experienced:

1. An overnight shift in where Business Aviation isgrowing: North America.

2. Geographical buying segments all but stopped.3. OEMs again scratch their collective heads to

determine correct production numbers.4. Pre-owned pricing once again is struggling to

get its footing.5. An overall downward shift in the annual rate of

residual loss for all aircraft, new and pre-owned.

How would I score 2015? I would give it a fiveout of a possible 10. If your client’s aircraft has acustomary configuration and is priced reasonably,you will find a buyer. On the other hand, if yourclient believes current prices do not reflect marketconditions and prices will go up soon, there will notbe a sale. Remember, in today’s market, every daythat you do not sell a ‘for sale’ aircraft, you risk a fallin the eventual realized price. ❚

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

BOARDROOM ❚ BUYING & SELLING


“ Today our industry is realizing that business aircraft really do age...”

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Business & PersonalUse Tax Considerations

Year-End Tax Planning for Aircraft OwnersTax Attorney Chris Younger reviews end-of-year considerations

for business aircraft owners and discusses the advantages of careful planning and prudent governance, particularly as it relates to

business and personal use of the company aircraft.


BOARDROOM ❚ TAX

Tax Dec15.qxp_Layout 1 17/11/2015 10:36 Page 1

ecember is a busy month for vacationtravel and use of company-ownedaircraft for personal travel. However,some personal flights can adversely

impact a company’s ability to deduct expensesrelating to aircraft ownership and operation, andtax depreciation can be compromised.

In light of this, before the company flightdepartment schedules use of an aircraft forpersonal travel, the Board should familiarize itselfwith several key restrictions on the ability to fullyutilize all available federal income tax deductionsrelating to aircraft ownership. The Board shouldwork with the company flight department todevelop and implement policies designed to avoidinadvertently triggering these restrictions.

Qualified Business Use RequirementThe Qualified Business Use (QBU) rules require acompany to use its aircraft in a certain amount ofqualified business functions during the tax year tobe able to utilize accelerated or bonusdepreciation deductions for the aircraft. Underthese rules, more than 50% of the use of thecompany’s aircraft in each tax year must be QBU(i.e. use in a trade or business of the company).

The QBU rules are convoluted, but they arecritically important to ensure maximum income taxbenefits for company aircraft. In broad terms, theQBU rules create three categories of aircraft usethat may not be counted for purposes of satisfyingthe 50% test unless all other trade or business useof the aircraft comprises at least 25% of the totaluse of the aircraft during the tax year. The threecategories are:

1. Leasing the aircraft to a 5% or more owner ofthe company or to certain related persons;

2. Using the aircraft to provide compensation (i.e.,to provide personal, non business-use flightswithout reimbursement at fair market rates) toany 5% or more owner of the company or tocertain related persons (e.g., a flight for whichincome is imputed to a 5% owner under theStandard Industry Fare Level (SIFL) formula);and

3. Using the aircraft to provide compensation toanother person unless an amount is included inthe gross income of that person with respect tosuch use of the aircraft and any requiredincome tax was withheld for such includedamount (e.g., SIFL).

The company must meet the 25% and 50% usetests during the total length of the company’sownership of the aircraft or, if shorter, the totalstraight-line (ADS) depreciation period applicable

to the aircraft. If the company aircraft fails the testsin any single tax year, the company mustdepreciate the aircraft under the less favorableADS period during such tax year and allsubsequent tax years. (Note, ADS spreadsdepreciation deductions over a longer period andlevels those deductions out as compared with themore aggressive Modified Accelerated CostRecovery System (MACRS)).

In addition, if the aircraft had been depreciatedusing MACRS in any prior taxable year, thecompany must recapture such prior depreciation tothe extent that depreciation deductions takenduring prior years exceed the deductions thatwould have been allowed under ADS.

Deduction Limitations Due to Personal UseThe Board must also be aware of another majorlimitation on the deductible amount of trade orbusiness expenses that result from the use ofbusiness aircraft for personal entertainment flights.Under these rules, to the extent a business aircraftis used for entertainment related purposes, theexpenses allocated to such use will be disallowedas a deduction, including any allocabledepreciation expense.

For example, under the ‘flight-by-flight’methodology, if the aircraft was flown for 100hours, 30% of which were for entertainmentpurposes, 30% of the company’s aircraft operatingexpense and depreciation deductions would bedisallowed. (Of course, on any given flight, somepassengers may be traveling for business purposesand others for entertainment purposes, so thecalculations are normally more complicated.)

The amount treated as compensation to anindividual (i.e. SIFL inclusion amounts) may be usedto reduce the disallowed amount, but this is arelatively small offset. For a company with a hightax basis aircraft, the lost deduction can easily beabove $30,000 per flight hour and significantlymore for aircraft subject to bonus depreciation orpurchased late in the tax year.

The Board may utilize certain planningstrategies to lessen the negative effect of theserules. For example, it may be far less costly to thecompany to schedule personal entertainmentflights on charter aircraft and pay applicable fairmarket value charter rates.

The Board should consider all of these issuesprior to year-end to avoid using the companyaircraft both during the holidays and in the nextyear in a manner that will lead to the loss of taxdeductions that are valuable to the company. ❚

Are you looking for more Business Aviation Tax articles? Visitwww.avbuyer.com/articles/category/business-aviation-tax/

“The QBUrules are

convoluted,but they are

criticallyimportant to

ensuremaximumincome taxbenefits forcompanyaircraft.”


D

Chris Younger is apartner at GKG Law,P.C. practicing in thefirm’s Business Air-craft Group. He fo-cuses his legal practiceon business aircrafttransactions as well asissues relating to fed-eral and state taxationand regulation of busi-ness aircraft owner-ship and operations.Mr. Younger can becontacted [email protected]

Tax Dec15.qxp_Layout 1 17/11/2015 10:39 Page 2

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omewhere north of 85 percent of allaircraft accidents result from pilot error.Furthermore, if coverage under an insur-ance policy can only be denied whenthere is a claim presented and if more

than 85 percent of aircraft accidents are related topilot error, then the most likely area of claim denialwill be an unapproved pilot flying the aircraft.

The savvy aircraft owner recognizes this fact andmakes certain any pilot flying the company aircraftmeets the pilot requirements of the insurance pol-icy to the letter of the law!

Better Aviation Insurance Deal?There is nothing wrong with shopping your aviationinsurance for a better deal, but beware you are

treading complicated territory. Getting a legitimateapples-to-apples quote on competitive policies isexceedingly difficult. All aviation insurance policiesare different.

Every aviation insurance contract is unique;some policies are much broader than others. Cer-tain insurers play hardball on claims, others alwayslook for a way to pay. Unless you are a VERY savvyand educated insurance buyer, you may save a fewdollars only to discover after an accident thatyou’ve lost far, far more!

Hangarkeeper’s LiabilityIn layman’s terms this type of insurance coverslegal liability for damage to a non-owned aircraft inthe insured’s care, custody or control. Generally


!

2015 BizAv Insurance Recap Looking At Aviation Insurance Lessons in the Rear View Mirror...

It’s important that pilots receive annual recurrent training. It’s equally importantthat aircraft owners receive recurrent training in the financial aspects of ownership

including insurance, asserts Stuart Hope in this review of 2015 issues.

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]

S

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this coverage is carried by commercial aviationbusinesses such as FBOs, Aircraft Repair Facilitiesand Airport Operators.

If your aircraft is damaged while in the care, cus-tody and control of a third party vendor, the dam-age has to be a result of the vendor’s negligence inorder for their Hangarkeeper’s coverage to re-spond. Otherwise, the owner’s insurance policymust respond, which means that there’s no cover-age for diminution of value or loss of use sincesuch coverage typically does not exist under theowner’s aircraft hull and liability policy.

Claims – Unexpected Curves in the ProcessAn understanding of the insurance claims processby the aircraft owner will eliminate the most com-mon areas of misunderstanding and pave the wayfor a more hassle-free settlement of the claim.

Common claims that are not covered includemechanical breakdown, cracked windscreens, andbetterment during repair. Be aware if you have alienholder listed on the policy—their name will ap-pear on the claim check and require their endorse-ment prior to deposit into your bank accountunless you arrange early in the claims process tohave them excluded.

Repetition – The Mother of all Skills!Insurance companies obviously get it. They have alot of money on the line and have the statistics toback up the fact that pilot training unequivocallylowers accident rates. As we mentioned earlier inthis article, they know that 85 percent or more ofaircraft accidents result from pilot error, and theyrealize their focus should be on reducing thisnumber.

To that end, all insurance carriers require recur-rent training for pilots annually in turbine and jetaircraft with rare exception. The smartest aircraftowners spare no expense training their pilot crews.After all, some of their most important personnel(including themselves) are riding around in theback of that airplane.

Trends in Aviation InsuranceSince 2005 and continuing today, the aviation in-surance industry remains in the softest market in itshistory. There are now over 20 domestic insurancecompanies writing aviation policies in the USA. It isa full-out buyer’s market. All aircraft owners aregetting a great deal on their insurance coverage.

To further differentiate themselves, many insur-ers have invested large sums of money into safetyofferings to their clients that are in my opinion ex-ceptional. Many of the gurus of the aviation insur-ance world feel the current market is the ‘newnormal’.

Differentiate Among Aviation Insurance CarriersSome aviation insurance companies have set up

partnerships with experts in the fields of emer-gency response planning, fatigue managementand human factors curriculum, and they will pay fortheir insureds to take advantage of one of thesesafety programs once per year on the insurer’sdime.

Surprisingly, many aircraft owners have nottaken advantage of this benefit. Whatever the im-pediments, this is a no-brainer. If you are an aircraftowner who is insured with one of the insurancecompanies showing safety leadership, you shouldbe jumping all over this!

BizAv Insurance – Caveat EmptorBecause Aviation insurance is a product that manybuyers do not understand, beware of misleadingadvertising and unscrupulous tactics by individualspromising a deal too good to be true. Question-able actors trash the market, creating the percep-tion that better deals exist while indirectly implyingcurrent aviation insurance brokers and insurershave been “ripping clients off”.

Rather than competing on the basis of honesty,integrity and excellence, some sellers cannot es-cape the lure of easy money and adhere to the phi-losophy “a fool and his money are soon parted”.Don’t get caught in this web of deceit.

Your recurrent training regarding aviation insur-ance is complete. If you would like to re-read any ofthe articles in full, go to http://www.avbuyer.com/articles/category/business-aviation-insurance ❚

BOARDROOM ❚ INSURANCE


“ Surprisingly,

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owners have

not taken

advantage of

this benefit.”

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Avionics Mandates (Part 12)

NextGen Overview & Conclusion


!

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

and this month provides an overview and conclusion to his series.

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 [email protected] www.jetcraft.com

s we enter the final month of 2015,reflection on the current status andfuture of NextGen implementationmay be helpful.

Throughout 2015 Original EquipmentManufacturers (OEMs) and Maintenance RepairOrganizations (MROs) have been busy developingand completing their aircraft solutions forAutomatic Dependent Surveillance–Broadcast Out(ADS-B Out), as well as Future Air NavigationSystems (FANS). Equipment suppliers have beenintroducing new and improved technology, whilethe FAA has readied itself for ADS-B Out, madestrides with Data Communication (Data Comm)and introduced more Performance BasedNavigation (PBN) procedures.

As aircraft OEMs provide NextGen hardwareand software updates (available via their dedicatedcustomer portals), MROs have been announcingcreative installation choices for legacy aircraft. It iscommon to find one-time equipage upgrades,

embracing both FANS and ADS-B needs.All providers claim their offering to be the most

cost-effective. There are several competing solu-tions on the same platform, such as theBombardier Challenger 604. However, as aircraftage their equipage changes; so be careful toselect a system that effectively integrates with yourcurrent avionics.

Across the world, implementations vary by dateand by class of aircraft, operations and airspace.This makes for a complex unraveling of compli-ance requirements, especially for those who oper-ate throughout different regions of airspace.

Dates and other variables are partially coveredin this article, and some operators understandablybelieve these dates will inevitably shift to the right.However, with ADS-B Out there is little sign thatslippage will happen. There has been some give inthe GPS requirements of ADS-B, largely as a con-cession to the airline lobbyists, but there are anumber of stringent conditions attached. The FAA,

A

Avionics Mandate Dec15.qxp_Finance 17/11/2015 10:27 Page 1

Aviation Advisors September.qxp_Layout 1 19/10/2015 16:12 Page 1



at least, will likely remain firm on its January 1,2020 ADS-B Out deadline for equipage.

From a general perspective, currently the worldcan be divided into three groups of future aviationimprovements:• FAA NextGen;• EU Single European Sky ATM Research

(SESAR); and• ICAO Global ATM Concept – Block Upgrade

Plan.While other nations have noteworthy programs,

such as Australia’s OneSKY, Japan’s CARATS andChina’s ATMB collaboration with Airbus, they areall linked in one way or another, with one or moreof the three major programs listed above.

Data CommThe FAA is on target to implement Data Comm at

over 50 ATC Towers and Tracons in2016 and En-route Centers before2020. Successful trials were com-pleted at Newark LibertyInternational Airport (EWR) andMemphis International Airport(MEM), allowing recent expansion toSalt Lake City International Airport(SLC) and William P Hobby Airport(HOU). In Europe, VDL Mode 2 isbeing phased in over the next sever-al years as the ground facilityupdates that were behind schedule,are completed.

FANS and Oceanic TracksThe North Atlantic datalink mandatebegan with Phase 2a in February2015, with FANS 1/A controller-pilotdatalink communications (CPDLC),and ADS-C, required betweenFL350 and FL390. This requirementexpands to the entire ICAO NATregion on December 7, 2017, and inJanuary 2020 it applies to flights inthis region above FL290.

ADS-B OutAll FAA 634 ADS-B ground stationshave been completed, and there areover 50 solutions either approved,or in work and listed on the FAAADS-B website.

Table A (sourced from FAA), pro-vides a good overview of ADS-B air-craft equipage status. From October1, there were 51 months remainingto equip 91.3% of the US-based GAfleet, being mindful that proportion-ately, the light GA sector comprisesa much bigger number thancorporate aircraft.

The international mandate forADS-B varies by country or region and by new orin-service aircraft types:• For the US, it is January 2020;• In Europe, new aircraft (June 2016) and in-service (June 2020);• Other regions have either already implemented

versions of ADS-B or have plans to do so.

PBNPrecision Based Navigation procedures dependenton satellites are migrating more and more acrossthe US airspace (Table B). Recently we have seenMetroplex procedures at Houston, WashingtonDC, and Northern California. For corporate air-craft, the intended expansion into Las VegasMetroplex that may commence in 2016 could beof particular interest.

FAA has a 2018 goal of 10% efficiency improve-


“Beyond2020,

operators mayexperienceexponentialbenefits from

theirNextGen

investments.”

ment at core airports, using flight paths uncon-strained by conventional Navaids and using,point-to-point, GPS procedures.

PBN includes precision approaches using WideArea Augmentation System (WAAS), popular withGeneral Aviation. There are 1,739 airports servedby 3,567 WAAS approaches and a whopping 995of these do not have traditional InstrumentLanding Systems (ILS) at the runway itself.

Enhanced Low Vision Operations (ELVO)The FAA has yet to release the new ground-break-ing rule, allowing all Enhanced Flight VisionSystem (EFVS) operators, irrespective of operatingcategory, to dispatch, begin and completeapproaches during low visibility conditions. Thenew CFR 91.176 rule is still due for distribution in2015.

The FAA and Radio Technical Commission forAeronautics (RTCA) are preparing a new operationadvisory for the use of Synthetic Vision Guidanceduring low visibility. Separately, GPS BasedAugmentation System (GBAS) approaches are stillbeing considered for major hub runways.

As PBN procedures develop, the enhancing ofthese with ELVO becomes more apparent.Meanwhile, equipment developers are fast creat-ing new technologies that will enable operators tomeet the full intent of the rule.

Figure 1, ‘Future Approach Tools’ shows waysto fly the final approach segment that may beintroduced over the long-term. There are noupcoming mandates for ELVO, but the FAA,EUROCONTROL and ICAO continue to aggres-sively plan for implementation via enablingguidance.

TCAS 7.1In its early form, TCAS 7.0 had some resolutionadvisory issues. As a result, the EuropeanCommission Implementing Rule 1332/2011 nowmandates the carriage of ACAS II version 7.1 with-in European Union airspace from 1 December2015, by all aircraft currently equipped withversion 7.0.

Since upgrading to 7.1, some aircraft have haddifferent resolution advisory issues that are notfrom ahead of the aircraft, but spuriously occurfrom behind, originating from other aircraft activity.These are addressed in FAA InFO 15005, pub-lished March 2015.

NextGen to 2020The FAA has a Systems Engineering plan (SE2020)for near- to mid-term NextGen implementation.This will be followed by SE2025, taking the US toanother level of a fully integrated national air-space. Europe’s SESAR shows its public implemen-tation calendar out to 2021.

Presently, the FAA has a core focus on ADS-Bthat, with its ground stations in place, is more con-

centrated on fleet equipage and operator pre-paredness, in time for the 2020 ADS-B Out man-date deadline. The FAA has four other core focusareas in its plan, including:• Data Comm;• PBN;• Multiple Runway Operations (MRO); and• Surface.

In addition, the FAA is concentrating on Time-Based Flow Management (TBFM), En-RouteAutomation Modernization (ERAM) and SystemWide Information Management (SWIM). Thesethree areas provide the infrastructure to supportthe four core focus areas.

2020-2025 & Beyond, By TechnologyRegarding the period 2020-2025 (SE2025) andindeed beyond, there are some interesting devel-opments in government and industry collaborativeplanning.

Very obvious and significant is how all the tech-nologies that follow are interrelated. As one pro-gram implementation progresses, it enhances oth-ers. Beyond 2020, operators may experienceexponential benefits from their NextGen invest-ments. The public, as flyers and taxpayers, certain-ly should reap time and predictability benefits onecan only wish for today.

ADS-B InThe next big enhancement of ADS-B is the ‘In’phase, where aircraft may view other aircraft activi-ty, in relation to their own, on cockpit displays.With ADS-B In, everyone on the ground, and inthe air, may have the situational advantage ofknowing where everyone else is, within a pre-scribed distance of themselves.

Surprisingly few realize the wider benefits ofADS-B surveillance. Here are a few of those:• In-flight automated weather, notices and other

useful info;• Flight interval management and closely-spaced

parallel operations; !


Figure 1: Future Approach Tools




!

• In-trail procedures when in Oceanic Airspace(via ADS-C);

• A critical tool in the time-based operations(TBO) toolbox.

Data Comm ATN B2The FAA, industry and RTCA are closing in on finalrecommendations for the Air Traffic Network (ATN)version B2. ATN B2 takes FANS over VDL Mode 2to a different level. It allows for:

• Dynamic RNP;• Advanced flight interval management including

winds;• 4D trajectory operations;• Deletion of jet routes in favor of Q and T

routes; and• Positive impacts to SIDs and STARs.

The means of communication, meanwhile, mayincrease from satellite and VHF to L band, provid-ing many options for continent-wide Data Comm.

Advanced PBNInterestingly, the FAA and industry are workingtogether with RTCA (via an Ad Hoc Work Group)on a new PBN strategy that considers all the cur-rent concerns of PBN implementation, the stake-holder interests and a focus on a fully coordinatedlong-term strategy.

As PBN migrates across Metroplexs, there areconcerns for the future, centered on both uninten-tional and deliberate GPS interference. Instanceshave occurred, and tests show that there are vul-nerabilities. These may increase as cyber securitybecomes a bigger issue for all.Wisely, FAA policymakers are reconsidering thedraw-down of conventional Navaids, primarily withrespect to DME coverage. In fact by broadeningthe current DME-DME coverage and creating anew hybrid technology incorporating ADS-B, theFAA may have a steadfast Plan B solution to theGPS problem (particularly vulnerability tojamming).

New ‘advanced technology DME ground sta-tions’ would continue to provide a high degree ofalternative position accuracy into existing cockpits.The ADS-B information will complement the DMEsignals and create Alternative Positioning,Navigation & Timing (APNT).

Meanwhile it is a goal of FAA to see, by 2030,all aircraft equipped with some form of PBNLateral Path Vertical (LPV) navigation. However,certain air carriers have expressed concern overthe difference in LPV implementation across theglobe, making them reluctant to equip for interna-tional operations.

Advanced PBN promises to bring continuousdescents, ascents, Q routes, IFR trajectory-basedflights, vector free arrivals and EoR final approach-es, on parallel runways.

ELVOEnhanced Low Vision Operations using several dif-ferent technologies and means of guidance mayeventually change IFR to VFR everywhere duringapproaches to touchdown and roll-out. Sometechnologies GBAS (as GAST-D), SVGS and Multi-Mode Receivers (MMR) may extend the instrumentsegment of the approach nearer to the touchdownzone (TDZE) of the runway.

Enhanced Flight Vision System (EFVS)

Figure 2: Advanced Enroute PBN

Figure 3: New EFVS Rule Short-Term Goal

Figure 4: New EFVS Rule Long-Term Goal


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Hagerty Jet Group December.qxp_Layout 1 16/11/2015 15:21 Page 1

introduces an equivalent visual segment, extendedto the TDZE by reliable and predictable vision sys-tems, currently in development. Advances in EFVSare promising much lower equipage costs as wellas space and weight saving head-worn displays, orcameras that will bust through the most extremeof low visibility, including cloud, fog, rain, snow,haze, dust and smog.

New FAA and later global rules will enablethese profound changes to operations once thetechnologies are fully mature.

SurfaceCurrently the FAA has eight surface visual tools(SVT) under evaluation by controllers. TRACON’sand ARTCC’s will be able to monitor real-time sur-face traffic as if in airport control towers. AircraftElectronic Flight Strips (AEFS) will be introducedat Newark Int’l in 2016, allowing automatedairfield guidance and adding to SWIM surfacesurveillance.

When ADS-B In is widely embraced and imple-mented, huge on-ground benefits will be realized.Increasingly, under the FAA Surface MovementGuidance Control Program (SMGCS), airports arebecoming safer with improved markings, lighting,safety-related guidance and much more.

Unmanned Aircraft Systems (UAS)Think of UAS as Medium- or High-Altitude plat-forms. The current concerns, centered on LowAltitude or small UAS (sUAS) operations, are bothvalid and influential in the long-term certificationprocess for operating unmanned devices any-where.

However, industry is only just defining the prop-er equipage for Communication, Navigation &Surveillance (CNS) for the unmanned aircraft thatare intended for operation in the airspace sharedby manned aircraft. RTCA recently released prelim-inary documentation on the UAS CNS and otheraspects of this issue.

UAS platforms intended for shared airspace willbe highly sophisticated, safe and more likemanned aircraft. Importantly, they will undergo thesame rigorous, time-consuming certificationprocess as manned aircraft. Recently, the first UASwas approved for operations in shared airspace,albeit with many limitations imposed.

From a NextGen perspective, UAS will be treat-ed just like manned aircraft, but expect a slow anddelayed migration into manned airspace. It maytake a lot longer than many believe before wetruly see large numbers of UAS operating into ourmajor airports.

4D Trajectory OperationsThe FAA Air Traffic Organization (ATO) has a veryinteresting concept and long-term vision for theUS airspace. This involves metering by time and

speed rather than by distance. So, in some cases,an aircraft may fly slightly further, but will arrive on-time and correctly spaced, at a specific point inspace. This enables predictability in Time-BasedFlow Management (TBFM), and owning pre-dictability is an ace card for Air Traffic Control.

A wide range of strategies and technologiesfeed into this concept, including SWIM, MRO,Advanced PBN, ATN B2, ELVO, ADS-B, Surfaceimprovements and much more.

Some of the trajectory operation programscover predicted time at waypoints during cruise,point in space metering for better separation, inte-grated departure and arrival concept (IDAC), and areduction of the need for circling and holdingflight patterns.

SummaryThe ICAO Global ATM Concept block program isthe cornerstone of the next generation of airspace.The US FAA has run with the ball and created awell-orchestrated implementation of its ownNextGen SE2020 program. Eurocontrol’s SESARwhile very impressive, is subject to local interpreta-tions and some delays. Other international pro-grams show excellent initiatives, perhaps bestshown by Australia’s ADS-B program, already par-tially in place.

When you hear NextGen terms, such as ADS-B,FANS (Data Comm), PBN and ELVO, it can bequite confusing, but do not be deterred. All ofthese implementations are closely related and willexponentially enhance one another.

Equipping for each may seem painful, but thebenefits outweigh the investments, especiallywhen equipage is fully embraced and the majorityof operators share similar capabilities. As SE2020moves into SE2025, benefits will become evermore apparent and flying will be a much betterexperience for all! ❚


Useful Reference Sources• FAA NextGen including Performance Snapshots

• Skybrary Aviation Safety

• EUROCONTROL

• SESAR Single European Sky ATM

• ICAO Global ATM Concept

• FAA CFR 91.176 NPRM

• RTCA Incorporated

• AEA – Aircraft Electronics Association

• NBAA – National Business Aviation Association


“When you

hear

NextGen

terms, such

as ADS-B,

FANS (Data

Comm), PBN

and ELVO, it

can be quite

confusing,

but do not

be deterred.”

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


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

Fuel (Cost) Control:


Given the significant contribution of fuel to direct operating cost,business aircraft owners and operators are enjoying the petroleumsector's ill winds, notes Dave Higdon. Nevertheless, keeping fuelcosts to a minimum should remain a standard operating practice.

FLIGHT DEPARTMENT ❚ OPERATING COSTS

usiness jets and turboprops built duringthe past three decades have steadilygrown in efficiency. For example, eachnew generation of powerplant needed

less fuel per power unit than the previous genera-tion. Coupled with steady advances in aerodynam-ics and structures, today's advanced turbine air-craft use 30-40% less fuel to achieve cruiseairspeed.

Yet fuel still accounts for the highest percentageof direct operating costs (DOC), representing 50-66% of an aircraft’s variable costs according toConklin & de Decker data. Fuel-cost management,thus, remains a mainstay in even the most savvy

flight departments. A few steps apply withoutregard to the aircraft size or type, the powerplantin use or the missions flown. Consider the follow-ing Top Ten countdown on managing fuel coststhat a variety of operators shared with AvBuyer.

#10: Clean Flying is Fast FlyingFew insects fly at the flight levels of turbine-pow-ered business aircraft; but no aircraft starts andends its flights without first transiting the loweraltitudes that bugs inhabit.

As we transit those altitudes, hundreds of bugscan be swatted and dotted across the leadingedges of wings and empennage surfaces, wind-

B

Ten Tips for Managing Fuel Costs

AviationFuel Dec15 .qxp_Finance 17/11/2015 10:55 Page 1

shields and engine inlets. Beyond the ugly blemishthey present on those surfaces, each and everyinsect carcass contributes to a disruption of air-flow, thereby generating drag.

The bigger the build-up of dead bugs, theworse the drag becomes. A clean, well-polishedairframe delivers the least drag – and less dragequals less fuel burned.

#9: Home is Where the Fuel Account Is…Signing my first hangar lease brought an unex-pected question from the airport manager: “Doyou want to set up a fuel account? We have a cou-ple of options.” Once we understood the optionsand benefits, we signed with the first option: Apre-paid fuel account.

By agreeing to deposit a set amount of moneyin a fuel account with the airport (which was itsown FBO) we received a discount equal to about15 percent off the non-contract fuel price. Whilethat discount value rose and fell with the price offuel, participating in the program guaranteed ourreceipt of that discount – and the price per galloncould drop, but not rise. The other option was a

fuel credit account, billed monthly at the postedprice, plus 2%.

Many airport FBOs offer their based-clientsvariations on such contracts.

#8: Reconsider the Need for SpeedYes, the aircraft can cruise at Mach 0.93 (depend-ing on the jet you fly), but...why? OEMs highlightmany performance numbers, but two never gotogether: maximum cruise speed and maximumrange.

The time saved by cruising at max speed ratherthan flying closer to maximum-range speed sel-dom offsets the dramatically-higher fuel flows ofthe faster trip. Run the flight plan for both and seethe difference.

#7: Route CreativelyPilot friends sometimes find themselves facingweather conditions that are far below optimal for atrip. Too many of them opt to wait-out what areessentially headwinds....sometimes at the addedcost of extra hotel nights, meals and hangar feesat a remote airports.

They’ve occasionally found that taking an indi-rect route not only allowed the trip to proceed ontime but brought down trip costs while avoiding aflight directly into those winds.

#6: Going Directly, Direct...Many an older business-turbine aircraft lack thearea-navigation tools to fly direct on an IFR flightplan....but any aircraft upgraded with an IFR GPSenjoys that capability. And when the weather isn'tplaying headwind villain, the Great Circle Routeoffers the shortest distance between two points.

Some older business aircraft offer other formsof area navigation, but new equipment require-ments involve using a position source that meetsthe accuracy requirements of ADS-B Out. The oldequipment may not make the cut, so (movingto #5)...

#5: Update for NextGenWAAS GPS is the most-commonly used, most-popular and least-costly position source availablefor meeting the FAA's 2020 deadline for equip-ping with Automatic Dependent Surveillance-Broadcast (ADS-B) Out.

With an approved WAAS GPS and the appro-priate broadcast avionics – a Mode S transponder,for these aircraft – the operator gains more thancompliance with the FAA's mandate. There arenow more runway ends available for precision GPSapproaches than ILS approaches. And direct rout-ing is easy to obtain when traffic conditions allow.

With WAAS-enabled approaches available at agrowing number of airports, the GPS option canhelp avoid diverting. Diversions, of course, add tofuel costs.

“...cruising atmax speedrather thanflying closer

to maximum-range speed

seldom offsetsthe

dramatically-higher fuelflows of thefaster trip.”

!


Dave Higdon hascovered all aspects ofcivil aviation over thepast 35 years. Basedin Wichita, he’s arenowned journalist,and an active instru-ment-rated pilot withmore than 5,000 flighthours in everythingfrom foot-launchedwings to combat jets.Contact him [email protected]


#4: Tanker Your FuelConsider the value of tankering fuel when youencounter lower-than-average fuel costs at a stop.This approach isn't a winner every time; some-times the added fuel weight diminishes perform-ance sufficiently that the benefits go out the jetexhaust.

But where it can work, it can save an operatorhundreds of dollars (or more) at a single fuel stop.One operator regularly stops at an airport 50 milesshort of his home field to top-off. The cost of theextra take-off doesn't negatively offset the savings– about $1.50 per gallon less than his home field -particularly when he's uplifting 135-150 gallons.

#3: Flight Planning for Fuel CostsSometimes less-convenient airports can be bigmoney-savers. Case-in-point: several aircraft-owner/operator types of my acquaintance spendtime checking fuel prices when flying into destina-tions with plentiful airport options.

When a stop offers significantly lower fuel costs– in exchange for a longer cab ride to the ultimatedestination—that $40-50 ride can pale intoinsignificance next to the saving on fuel costs, par-ticularly when the business aircraft needs hundredsof gallons.

Also, check in advance for any events thatmight make access more difficult at your plannedairport but easier at another.

#2: Shopping Fuel Stops Online...The Internet can be your best source for timelyfuel-cost information and should be a regularcheckpoint before completing your flight planning.FBO websites, organization websites, fuel-vendorinformation – the options are plentiful, and thesedays often available via Smartphone.

#1: Fuel Club or Other Marketing ProgramsAs one owner/operator says, “The more the merri-er”: Sometimes it can be beneficial to use multiplefuel cards or fuel club options. The flexibility canmake this practice worth your while. With multipleoptions for big savings, you almost never face theprospect of flying out of your way to use an FBOthat takes your card.

The variety and types of frequent buyer pro-grams, fuel clubs and FBO promotions can makechoosing long-term benefits like money in thebank. ❚Are you looking for more articles on OperatingCosts? Visit www.avbuyer.com/articles/category/business-aviation-operating-costs


FLIGHT DEPARTMENT ❚ OPERATING COSTS



Charlie Bravo December.qxp_Layout 1 16/11/2015 16:15 Page 1

Be Diligent to Avoid UnnecessaryMaintenance Costs


It’s no secret that aircraft maintenance can be an expensive business. Butsome associated costs can be avoided if correct upkeep procedures are

followed. Waleed Muhiddin highlights five of the most common but preventa-ble parts failures encountered in aircraft that AMAC Aerospace maintains…

FLIGHT DEPARTMENT ❚ MAINTENANCE

o gain a good understanding of main-tenance costs in relation to the aircrafttype flown, an owner needs to consid-er various factors including where

they base their aircraft, how they use their aircraft,where they typically fly – and how regularly theyare using it. Depending to the answer to suchquestions, reasonable maintenance costs will vary.

The owner’s understanding of these questionsand their answers will be further improved if theycommit to using the same MRO facility duringtheir ownership period – i.e. select a maintenance‘home’ for the airplane. This helps the ownerbecome increasingly accustomed to their aircraft’sneeds over time as more facility inputs occur. Arelationship of trust also forms, allowing the ownerto benefit from the expertise of the facility and(hopefully) avoid unnecessary cost as proceduresand advice are followed.

An aircraft owner needs a good understandingof the potential problem areas in their particularaircraft type, and act accordingly to help protectparts and extend their useful lifespan. Different air-craft have different problem areas, and the chosenfacility needs to be experienced in that aircrafttype to be a viable maintenance home.

Based on its experience of defects on otheraircraft using the same maintenance facility, forexample, AMAC is in a position to offer its accu-mulated fleet knowledge to recommend andundertake preventative maintenance for anaircraft owner.

Nevertheless, we do see some common butpreventable problem areas in the aircraft main-tained, and to help raise awareness to some ofthese, following is a list of our top-five preventablemaintenance issues along with what can be doneto avoid them occurring in your aircraft.

T

Aircraft Maintenance Issues:

Waleed Muhiddin is VPStrat. Ops & Business Dev.at AMAC Aerospace, amarket leader inCompletions, Maintenance,Charter & Brokering,located at BaselEuroAirport, Switzerland.AMAC caters to everylevel of Aviation enquiryand/or consultancy. Email:[email protected]

!

Maintenance Dec15 .qxp_Finance 18/11/2015 16:14 Page 1

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Aradian May.qxp 21/09/2015 15:27 Page 1

FLIGHT DEPARTMENT ❚ MAINTENANCE


Worn Engine Fan BladesAn aircraft’s home base, the regular missions under-taken, and exposure to harsh weather conditions,sand and/or humidity can be powerful agents work-ing against the overall condition of the fan blades.

Fan blades are an integral part of the engine, sokeeping them in good condition via regular inspec-tions is essential and saves significant cost that couldotherwise be avoided. In addition, every 12 monthsfan blade lubrication should ensure longer lives foreach single blade.

Believe it or not, some aircraft owners face thecost of fan blade replacement unnecessarily earlybecause they didn’t give due diligence to theirupkeep and maintenance obligations.

Contaminated Air ConditioningHeat ExchangersAnother area of unnecessary cost we see concernscontamination to air conditioning heat exchangers.Whether the aircraft is based in the Middle East orNorthern Europe, the air conditioning heatexchangers are an essential piece of equipmentthat influences cabin temperature.

In Europe, air conditioning heat exchangersgenerally require fewer inspections and repairscompared to those installed on aircraft based inthe Middle East. Nevertheless, heat exchangersshould be inspected and cleaned at least once a

year (irrespective of how regularly they are used orwhere the aircraft is based) to ensure that thereare no failures attributed to contaminated heatexchangers.

Abnormal Fuel Tank ContaminationOwing to where the home base is located and themission types performed by VIP aircraft, we haveexperienced a lot of badly contaminated fuel tanks -particularly those belonging to aircraft based in hotand humid environments.

We recommend that owners take the trouble todrain their fuel more frequently and undertake fuelsampling checks for fuel tank contamination morefrequently, which for some operators have reducedthe internal fuel tank inspections undertaken on theiraircraft by AMAC.

Aircraft Parking ProceduresFurthermore, experience has shown obstructed/blocked pitot and static ports to be a commonproblem - a finding that could potentially lead toextensive maintenance and costs. Those costs couldbe easily avoided by installing all required pitot stat-ic and engine covers whilst the aircraft is parked,regardless of whether the aircraft is in or outsidea hangar.

By way of reiterating the above, it is incrediblethat so many owners ignore adequate protection

“Werecommendthat owners

take the troubleto drain their

fuel morefrequently andundertake fuel

sampling checksfor fuel tank

contaminationmore

frequently...”

AMONG OTHER THINGS, OWNERS MUST REGULARLY MONITOR AIR CONDITIONING HEATEXCHANGERS FOR CONTAMINATION (ABOVE) AND CONDITION AND CLEANLINESS OF FAN BLADES

(BELOW) WITH REGULAR INSPECTIONS TO AVOID UNNECESSARY COST AND FAILURES.



for their parked aircraft’s engines. For aircraft parked in harshenvironments with sand or other airborne particles, we’vefound numerous engines that have been contaminated insidethe core resulting in engine vibration, higher fuel consumption,higher EGT (Engine Gas Temperature) and clogging of coolinghoses of turbine blades – all of which could be avoided withthe use of engine covers.

Water Draining in Winter OperationsA further common example of an avoidable maintenance prob-lem occurs when the aircraft’s water system has not beendrained sufficiently and/or the owner has not been followingthe draining procedures correctly. This results in water systemleakage because of cracked components (pipes, heaters, fit-tings and taps).

As you can probably imagine, such findings can result in un-planned, extended and extensive ground time for the aircraft.Follow the water draining procedures during winter operationsmeticulously to avoid a maintenance headache later.

Replacement PartsWith our five common areas of avoidable maintenance costestablished (there are plenty more that could have been dis-cussed had scope allowed), hopefully the above pointers high-light the part an owner plays in the responsible upkeep of theiraircraft.

Nevertheless, parts will inevitably fail from time to time, andin that event, like all good maintenance shops we use a varietyof highly reputable spare parts stockists – including Airbus,

Boeing, Gamit Ltd. and Trade Air - and are active on a 24/7basis to respond to an urgent need for a quick turnaround(AOG, for example). An excellent pool of parts providers canenable the required part to be on-site within 24 hours (or less).

Naturally, a standard ‘O’ ring with a relatively low cost (a fewcents), can be sourced from various suppliers from around theworld and can be on site within a very short time. On the otherend of the spectrum, an Integrated Drive Generator (IDG) -which can cost several hundred thousand dollars - is a muchmore difficult proposition, with limited vendors and supplierswho would have one in stock.

Weight and size of such parts is also a major consideration,and special freight conditions will often apply.

Finally, either the deficient ‘O’ ring or the failed IDG canpotentially ground an aircraft. For peace of mind, your chosenmaintenance home should demonstrate that it has low coststandard parts within its own stock for all the aircraft it main-tains and quick access to those components it does not stock.

Ultimately, choose a maintenance home demonstratingexperience in your aircraft type, build a relationship of trustwith that shop, and follow their tips and advice. Accept nohalf-measures while maintaining the aircraft on its daily opera-tions, and you will avoid a variety of unnecessary costs forreplacement parts. ❚More information from www.amacaerospace.com

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


Aircraft Lease Returns


A poorly managed lease return can only have one outcome: penalty fees to thelessee, notes Miles Birnie, Technical Services & CAMO Manager, Gamit. Planning fora successful redelivery must begin at the point of a lease agreement being signed...

FLIGHT DEPARTMENT ❚ AIRCRAFT LEASE

ll aircraft leases stipulate return conditions that must be met by the lessee upon redelivery. Typically these include:

- The period of time the aircraft will be clearedfrom maintenance (usually satisfied by the com-pletion of a redelivery maintenance input).

- Confirmation that all technical record paper-work meets the expectation of the lessor andthat of the relevant regulatory authority.

- Physical condition and configuration of the air-craft (detailing the required standard of theinterior and the exterior of the aircraft).

- Preparation for the issue of an AirworthinessCertificate or a Certificate of Export, which is ausual requirement at the termination of a lease.

By involving a technical consultant at all stagesof a lease agreement process, you can ensure thatthese requirements meet the lessor’s expectationsand negate the possibility of any future disputes.Return condition negotiations occurring at the endof the lease could potentially result in the leaseperiod being extended reluctantly and/or result inunplanned additional costs to the lessee.

Once a lease agreement has been decided, it’scrucial that the aircraft is managed by a suitablyexperienced management company that canensure the aircraft is operated with the leasereturn conditions considered. Effective mainte-nance planning is integral to the successful redeliv-ery of an aircraft, and this must be consideredwhen agreeing on return terms.

A suitable management company will ensure

A

A Technical Insight into Saving Time & Money

Aircraft Lease Dec15 .qxp_Finance 17/11/2015 11:40 Page 1

that the aircraft’s maintenance check cycle is fac-tored into the operation of the aircraft, with thefinal major maintenance input under the leaseterm being carried out at the agreed time of redeliv-ery. A full review of the aircraft records must also becarried out prior to lease agreement. A full audit mir-rors the audit process that is to be carried out priorto redelivery, which we will discuss below.

Redelivery Preparation SchedulePreparation for the redelivery of the aircraft shouldbegin early; meetings between stakeholdersshould agree on timelines and objectives to beachieved.

Ideally performed 2-3 months before the rede-livery maintenance input, a full records review willhelp ensure that all maintenance performed duringthe lease term meets the return conditions.

Gamit has performed full records reviews for amultitude of aircraft owners and operators, andone common occurrence that we are faced with isthat of component back-to-birth traceabilityrequirements. For example, return conditions maystipulate that full back-to-birth traceability is

provided for any life limited component replacedduring the term of lease.

Lessees often make the incorrect assumptionthat a suitable release certificate satisfies thisrequirement. In actual fact, a release certificate cansometimes only illustrate a partial history for acomponent. Having a lessor’s auditing team find adiscrepancy such as this can lead to the lesseehaving to replace the high value part for anotherthat does have full back-to-birth paperwork. That’snot a cost effective solution to the lessee!

A suitably experienced team of auditors, how-ever, will identify potential issues such as this andfind a solution before the re-delivery processstarts.

The production of documentation folders con-taining copies of ‘dirty fingerprint’ records is themost effective method of conducting a recordsreview. These documents can then be presentedto the lessor’s auditors for review.

Having worked on behalf of lessors, we canspeak from experience of how this method is sosuccessful and has two uses:

• The first use is to satisfy the lessee’s auditprocess and ensure that any discrepancies arecaptured in good time. The discovery of thelack of life on a component at this point willenable further research to be carried out. Inmost cases, this will result in the retrieval of therequired paperwork at no extra cost to theoperator. If this discrepancy was to be identi-fied at the time of redelivery, time may not beavailable to conduct adequate research, andthe only feasible option is to replace the com-ponent at a cost to the lessee.

• Secondly, these folders can be presented tothe lessor and give an excellent first impressionof the records management performed by thelessee.

Organizing & Categorizing RecordsAll technical consultants have their own method oforganizing and categorizing engineering records.Gamit typically produces documentation folderssegmenting each element with the aim of makingthe process as smooth as possible. Following is anexample of primary data expected…

Components (including On-Condition, HardTime & Life Limited Parts - LLP): All componentsinstalled will be reviewed to ensure they meet therequired lease return conditions.

Landing gears can be particularly difficult toestablish back-to-birth traceability. In some cases,pro-ration or unknown life calculations may have tobe performed, thus it is important to have expertsperform such calculations. Having a landing gearlife incorrectly calculated could prove costly to thelessee - especially if the incorrect life calculation

“...identify

potential

issues such

as this and

find a solution

before the

re-delivery

process starts.”

!


Miles Birnie is theTechnical Services andCAMO Manager atGamit, which specialis-es in Aviation AssetManagement.Specifically, Gamit is anindustry leader in air-craft and engine audit-ing and comprehensivetechnical management.Contact Miles [email protected] visitwww.gamit.co.uk


results in the component life expiring within theagreed maintenance clearance period. The sameapplies to engines, and other high-cost items.

Airworthiness Directives (AD): All ADs complied withduring the lease period should be presented in a‘Dirty Fingerprint’ (original engineer signed andstamped records) format and be accompanied by asuitably updated and verified AD compliance report.

Any ADs applicable to the aircraft that falls duewithin the agreed maintenance clearance period willbe identified and planned accordingly for compli-ance at this point.

Service Bulletins (SB), Modifications & Repairs:Similarly to ADs, all SBs performed on the aircraftmust be verified for paperwork completeness. It isvital to understand the lease return conditions foritems such as SBs. Some agreements may dictatethat all modifications, whether optional, recom-mended or mandatory, must be carried out.

Alternatively the agreed return conditions maystate that the aircraft must be returned to its originalconfiguration. Identification of modifications to beremoved from the aircraft at this point will ensurethat all maintenance requirements are in place intime for the redelivery maintenance input.

Having a lessor discover that a modificationrequires removal at the time of redelivery willundoubtedly result in high additional maintenancecosts.

The same applies with aircraft repairs; if the cor-rect paperwork cannot be supplied, in most casesthe repair must be removed and performed again.Researching and identifying the required paperworkat this point is far more cost effective than perform-ing the recertification of a skin repair (for example) atthe redelivery input.

Interior Configuration: Dependant on the return con-ditions, the aircraft interior configuration will beestablished and verified. If any trim or seats havebeen replaced during the lease period, it is vital tobe prepared with the associated certification paper-work, including documents such as flammability testresults.

The interior of the aircraft should also be thor-oughly inspected to ensure it meets the return con-ditions. Missing trim, seat parts, cleanliness, lightingand carpet condition can be reviewed at this pointwith corrective actions put in place prior toredelivery.

Coinciding with the records review, a physicalinspection of the aircraft should also be carried out.Looking at the exterior of the aircraft, all dents andrepairs should be assessed to ensure adequaterecords are in place. Areas of corrosion, damage topaint and fluid leaks should also be addressed priorto the lessor having access to complete their owninspection.

Saving Time & MoneyPreparing both aircraft and records to a high stan-dard for handover to the lessor does have a positiveeffect and fills them with confidence that they’relooking at an aircraft that meets their expectations. Ifa lessor is presented a returned aircraft in poor con-dition and an incomplete records portfolio, theresulting impression will be negative and a lengthyaudit is likely.

Bringing in a professional management team willsave money and time when the aircraft is returned tothe lessor. Preparation is the key to a successfullease return! ❚Are you looking for more articles on Ownership?Visit www.avbuyer.com/articles/category/business-aircraft-ownership

“Preparingboth aircraftand records

to a highstandard forhandover to

the lessor does have a

positiveeffect...”


FLIGHT DEPARTMENT ❚ AIRCRAFT LEASE


December 2015 – AVBUYER MAGAZINE 99Advertising Enquiries see Page 4 www.AvBuyer.com

Swiss Excellence in Business Aviation

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

Telephone + 41 58 310 31 31 [email protected]

Corporate and private aircraft maintenance, refurbishment and completion services. Located at Basel EuroAirport in Switzerland.

P099.qxp 17/11/2015 16:29 Page 1

Flight Department Structure: The MatrixAssuring Success within a Corporation


Fred Haap and Jack Olcott continue their series on FlightDepartment formation noting that Flight Department Business

Plans must instill confidence that an investment in BusinessAviation will be well managed. Here’s why…

FLIGHT DEPARTMENT ❚ MANAGEMENT

uccess of the Flight Department relatesclosely to its structure, the frameworkwithin which all aspects of routine man-agement of Business Aviation trans-

portation are addressed. The list of areas to beconsidered is broad, including:

• What aircraft will be obtained?• How it will be used?• What personnel will be employed?• How will the department communicate with the

Federal Aviation Administration?• What will be the budgeting process?

• How will flights be scheduled?• What will be the measures of Flight

Department efficiency and productivity? And• How will routine actions be documented and

annual reviews conducted?

As stated in AvBuyer’s July 2015 article‘Creating a Flight Department: Writing a businessplan for your proposed Flight Department’ (p94),describing day-in and day-out management ofroutine operations is a fundamentally importantaspect of the overall plan. It is that day-to-daymanagement that we address in this article.

S

!

Creating a Flight Department(Part 7)

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

Management 1 Dec15 .qxp_Finance 17/11/2015 10:49 Page 1

2002 Lear 45 #183 & #199 2008 G550 #5193

American Aircraft Sales November.qxp_Layout 1 22/10/2015 17:24 Page 1

TWOAVAILABLE

Step one is describing the relationship betweenthe Flight Department and the corporation, focus-ing on Business Aviation being a productive busi-ness unit within the overall structure of the corpo-ration. Day-to-day management resides with theFlight Department Manager (FDM), reporting tothe corporation’s top management in accordancewith existing protocols for other business units.The Business Plan must leave no doubt that imple-mentation will be well managed by the FDM andaligned with the company’s overall organization.

Your survey of company needs—the subject ofAvBuyer’s fourth installment of this Creating aFlight Department series (August 2015, page 98)—identified aircraft that would serve the corporation.Other articles within AvBuyer’s library of pastissues address the process of finding a suitableproduct on the new or pre-owned market. Havingselected the aircraft that fits best with the compet-ing challenges of trips to be flown, finances avail-able for acquisition and operation, and launchdate for offering Business Aviation services, thenext task is describing how that asset will beroutinely managed.

Several options are available, ranging fromwhole aircraft ownership, joint ownership, timesharing, and fractional ownership, to various leas-ing structures and management schemes. Eachform of Business Aviation has its positive and neg-ative characteristics. Each presents its own

management challenges. It is a credit to theBusiness Aviation community, however, that such aspectrum of transportation delivery systems isavailable.

Having selected the means of operation thatbest serves the Mission of the Flight Departmentin its service to the corporation, the means formanaging the aviation assets should be presentedconvincingly to the party (or parties) who haveauthority to authorize creation of the FlightDepartment.

Managing the Entire StructureWhile an aircraft is an essential element within theFlight Department structure, personnel needed tooperate and maintain the selected equipment alsois critical, obviously. The aviation community is rel-atively small, thereby facilitating word-of-mouthsearches for qualified professionals. Furthermore,specialty firms offering access to available person-nel are readily available. Thus finding candidatesto staff the proposed Flight Department shouldnot be difficult.

Basic aspects of personnel management, suchas clearly stated job descriptions, are addressed inthe department’s Operation Manual (AvBuyerSeptember 2015, page 88). The fundamental issueis how personnel will be managed day–in and day-out. How the Flight Department Manager handlesthat challenge adds to the credibility of the

“The Business

Plan must leave

no doubt that

implementation

will be well

managed by

the FDM and

aligned with

the company’s

overall

organization.”

FLIGHT DEPARTMENT ❚ MANAGEMENT



department’s Business Plan and therefore must be described.Most Flight Departments are structured around one aircraft

and a minimal staff consisting of a Chief Pilot/ AviationDepartment Manager, a co-captain and a part-time co-pilot.Maintenance may be handled by a Chief of Maintenance/LeadMechanic supported by contract services provided by an out-side vendor. Scheduling often is done by support staff locatedat the airport, working in concert with the administrative assis-tant of the owner or CEO.

Approximately two-thirds of NBAA Member companiesoperate one aircraft and have a staff of five or fewer people.Regardless of department or staff size, however, there must bea structure in place for positioning Flight Department person-nel within the corporation as a whole and an establishedprocess for managing them.

Included within day-to-day management is ongoing liaisonwith the local FAA Flight Standards District Office (FSDO). It isessential to develop from the onset good avenues of commu-nications with the FAA specialists assigned to track the FlightDepartment, well before the company needs their support inissuing Letters of Authorization or (heaven forbid) there is anyform of enforcement action.

Describing how the Flight Department Manager addressessuch communications with the FAA adds assurance that thecompany’s investment in Business Aviation will be handledproperly.

Budgets and Cost AccountingTop management places considerable attention on numbers,especially when money is concerned. Thus within theManagement Section of the Business Plan, the FDM needs topresent a clear description of how budgets will be establishedand managed, including when annual budgets will be presented,who will approve them, and how sources and uses of funds willbe documented.

The process to be followed must be described, and companyresources available to the Flight Department (such as liaison withaccounting personnel at headquarters, use of accounting soft-ware and application of existing tracking systems designed toassist top management in governance) should be identified.

Furthermore, tracking expenses must be ongoing. Just aspilots maintain ongoing positional awareness, FDMs need tomaintain financial awareness of the department’s health. Only themanagement tools previously developed and in place are avail-able when a crisis arises. The time to establish friends and accessto specialists at Headquarters is before the need arises.Describing a departmental structure that facilities ongoing inte-gration with other corporate business units such as Accounting isessential.

Flight Departments exist to move people and priority items. Ina world of unlimited resources, everyone and everything in needof movement by company aircraft would be accommodated. Butresources are always limited, thus the Flight DepartmentManager always deals with that reality. A credible business planaddresses the ever-present departmental challenge of schedul-

ing, typically by establishing a system of passenger priority.Who can authorize a trip is specified, a means for resolving

competing trip requests is established, a procedure for schedul-ing is set (typically through the office of the CEO or companytravel department, or possibly through direct communication withthe Flight Department), and a means for documenting tripoutcomes is defined.

It is essential to incorporate a means for recording the out-come of each trip in the company aircraft, possibly following theconcept presented by David Wyndham in his October 2015 arti-cle entitled ‘MOVE Documentation: A System to CaptureBusiness Aviation’s Value & Efficiency’ (page 64).

A Flight Department delivers value by moving the right per-son to the right place at the right time. Such value should bedocumented for each flight, thereby accounting for the benefitsthe corporation receives from its investment in Business Aviation.

Measures of Aircraft AvailabilityThe time the aircraft should be available to fly compared withthe time it is out-of-service (unavailable) due to repairs, inspec-tions, servicing, etc. is grist for the FDM's mill. The terms ‘in-commission’ and ‘out-of-commission’ are frequently used inthe industry to reflect the aircraft’s status. Some aviation opera-tions, however, use ‘aircraft availability’ to denote in-commis-sion status and ‘dispatch reliability’ to denote an in-commis-sion aircraft that fails to launch due to an anomaly discovered(typically by the flight crew during start-up) after the aircrafthas been deemed available by the Lead Mechanic.

These terms provide metrics for measuring the FlightDepartment's efficiency. The FDM must consider the variablesthat can impact the data such as unscheduled component fail-ures, discrepancies found during inspections, delays due toparts shortage, etc. Such metrics should be obtained andtracked as a basic aspect of departmental day-in-day-out man-agement (see ‘Cost Accounting for Business Aviation’ by DavidWyndham (page 64) in this issue of AvBuyer).

Creating CredibilityThe basic purpose of a Flight Department Business Plan istwo-fold:

1. Convincing the person (the entrepreneur or CEO) or theBoard of Directors that Business Aviation addresses uniquetransportation needs of the corporation, thereby generat-ing productivity and value for shareholders and stakehold-ers that could not be otherwise obtained; and

2. Providing a high level of certainty that a company FlightDepartment operating the firm’s business aircraft will bewell managed.

Articulating how the Flight Department will be structuredand managed is essential to achieving that credibility. ❚

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





FLIGHT DEPARTMENT ❚ SAFETY

To reflect on the importance of safety culture in aircraft charter, Mario Pierobon recalls the circumstances surrounding a

tragic accident involving a hired helicopter and poor visibility.

Chartering a BusinessAircraft?

Assessing an Operator’s Safety Culture

Safety 1 Dec15.qxp_Finance 17/11/2015 11:09 Page 1

Mario Pierobon is asafety managementconsultant and contentproducer. He currentlyis working on a researchproject investigating air-craft ground handlingsafety. Contact him [email protected]

n 16 January 2013 an Agusta A109Ehelicopter departed Redhill Aerodrome(South of London) for Elstree (Northwestof London) to collect a charter client who

booked a flight to the north of England. OverCentral London, before arriving at Elstree, theAgusta collided with a construction crane andcrashed into a street near Vauxhall Bridge inconditions of reduced meteorological visibility. Thepilot, who was the aircraft’s sole occupant, and apedestrian near the crane were fatally injured whenthe helicopter impacted a building and adjacentroadway.

According to the accident report by the UK AirAccident Investigation Branch (AAIB report 3/2014),the pilot knew before the flight that there was fog atElstree. In a telephone conversation with a colleaguehe said he was going to cancel the flight because ofthe weather despite feeling under pressure to acceptthe charter.

Later the pilot told another person that heintended to fly over Elstree to check the weather,after which he sent a text to the client saying that hewould be “coming anyway - will land in a field if Ihave to”. The client responded that the pilot shouldnot take-off until he (the client) had reached Elstreeand observed the weather, a piece of advice thatwent unheeded.

Pressure to PerformAfter departing Redhill, the pilot elected to divert toLondon Heliport, possibly to position his aircraftcloser to the client’s pick-up point while waiting formore favourable weather conditions. Commercialpressure likely had an influence with regard to thepilot’s decision to divert to the London Heliport:

“The flying time from Redhill Aerodrome toLondon Heliport is short, so the operationaladvantage of waiting at the heliport rather than theaerodrome is not obvious. The pilot might havethought that the client intended to drive to theheliport and that to position the helicopter there inadvance of the client’s arrival would beadvantageous from a commercial perspective. Thisseemed likely given that the pilot appeared todecide to divert to the heliport immediately after helearned from the client that it was open”, reads theaccident report.

The fact that the pilot continued with his intentionto land at the London Heliport despite being unableto remain clear of cloud was indeed identified as acontributory factor during the investigation.

The Vauxhall Bridge helicopter crash provides acase study for questions that a broker, or a flightdepartment looking for supplemental lift, should aska charter operator to ensure a successful outcome.

How can a client be confident that the provider ofprivate air transportation actively seeks to enhanceand maintain safety standards and does not justprovide lip service to safety? In particular, what safetypractices best indicate how the operator deals with

commercial pressures. In other words, what is thecharter provider’s safety culture?

Measuring Safety CultureSafety culture is a very soft component of anorganization. It is an intellectual artefact; it is notsomething that exists per se. It is therefore notimmediately obvious how one assesses a safetyculture.

In the science of safety there is a noticeablewealth of literature on safety culture and on ways ofassessing it. The methods available from theliterature normally require surveys or questionnaires.These may not be practical solutions when dealingwith smaller organizations, and those performing theassessments may not have the technical expertise touse more sophisticated tools.

A more down-to-earth mechanism for assessingsafety culture is to conduct a traditional, yet perhapsless formal, organizational audit. The audit needs tobe purposely developed and include the verificationof specific practices that reveal the existence of ahealthy safety culture.

Consider whether the operator is indeed‘proactive’ or conducts only the bare, regulatory,minimum. Is there evidence in the training recordsthat employees undergo more training courses thanrequired and that recurrent training frequency ishigher than the regulatory minimum? Does theoperator implement non-mandatory as well asmandatory service bulletins? Are operations manualsthoroughly customized? Is operational document-ation developed to facilitate its consultation byend-users or just to show compliance?

Another factor to look at is the composition of theoperator’s safety database. Does the operator have anumber of reports that support implementation ofthe company’s safety management system (SMS)?Do reports highlight mostly external threats or dothey address internal weaknesses as well? Doemployees openly report their own errors?

Another important feature is human resourcemanagement. This dimension may be assessed bytalking directly to Operations Managers to get afeeling for how employees are treated andempowered. Does the Operations Manager show alistening attitude when speaking with associates?Does the manager claim to be the “smartest personin the room” or are the contributions of othersrecognized? And with specific reference to the casestudy presented herein, how does the organizationdeal with commercial pressures?

A thorough audit of organizational safety revealsmuch about the service a client will receive,particularly regarding safety. Time may be required,and a comprehensive approach to safety neverinvolves cutting corners or selecting a provider solelyon the basis of price.

If you want professionalism you normally have topay for it. A long-term sustainable relationship isalways better than a short-sighted gain! ❚

“Consider

whether the

operator is

indeed

‘proactive’ or

conducts only

the bare,

regulatory,

minimum”


O

Safety 1 Dec15.qxp_Finance 17/11/2015 11:14 Page 2

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 Fall 2015 (20 yearperiod). Values reported are in US$ millions, witheach reporting point representing the currentaverage retail value published in the Bluebook byits corresponding calendar year. For example, thePiper Meridian 500TP reported in the Fall 2015edition of the Bluebook shows US$1.45m for a2010 model, US$1.325m for a 2009 model, and soforth. 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 110 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 17/11/2015 12:43 Page 1

Year Model Serial No.1990 Challenger 601-3A 50661991 Challenger 601-3A/ER 50862002 Challenger 604 55491997 Challenger 604 53492008 Challenger 605 57541996 Citation X 750-00112006 Global 5000 91761987 Gulfstream GIV 10082002 Gulfstream GIVSP 14951993 Gulfstream GIVSP 11921999 Gulfstream GV 5762009 Gulfstream G150 2552008 Gulfstream G150 2662009 Gulfstream G450 41482010 Gulfstream G450 41882012 Gulfstream G450 42352010 Gulfstream G550 52551998 Learjet 31A 1652005 Learjet 40XR 45-20282000 Learjet 45 0792005 Learjet 45XR 2822001 Learjet 60 2112011 Phenom 100 500002232015 Phenom 300 505002162010 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 December.qxp 19/11/2015 14:54 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 4.6 3.9 3.7 3.5

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 3.0 2.4 2.3 2.2 2.1

KING AIR C90GTi 2.0 1.9

KING AIR C90GT 1.7 1.6

KING AIR C90SE

KING AIR C90B

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 1.350 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 M600 2.825

PIPER MERIDIAN-PA46-500TP 2.220 1.850 1.750 1.625 1.525 1.450 1.325 1.210 1.125 1.060

QUEST KODIAK-100 2.017 1.7 1.5 1.3 1.2 1.1 1.0

SOCATA TBM 900 3.798 3.3

SOCATA TBM 850 2.8 2.6 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 17/11/2015 16:33 Page 1

FALL 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

0.9 0.850 0.825 0.8 0.775 KING AIR C90SE

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

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

PIPER MERIDIAN M600

0.975 0.900 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 17/11/2015 13:04 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 followed by Ultra LongRange & Large Cabin 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 IntroJuly.qxp_AC Specs Intronov06 17/11/2015 15:03 Page 1


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

[email protected]

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P111.qxp 18/11/2015 11:57 Page 1

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C90B

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

TURBOPROPS

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$1,066.54

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

640

828

4519

3692

2010

495

250

234

195

2

PT6A-21

$1,218.46

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

869

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,189.64

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1061

3888

4002

1953

474

274

274

204

2

PT6A-135A

$1,202.70

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

869

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,096.73

4.8

4.5

12.4

218

4.3

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

-

4519

3692

2000

554

250

234

195

2

PT6A-21

$866.04

4.8

4.5

12.4

218

4.3

2.25

54

-

2

5

10500

9700

7235

2573

752

2143

-

-

-

-

-

-

-

-

-

2

H80

$1,326.30

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1164

5300

4417

2448

745

290

283

226

2

PT6A-42

$1,460.08

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8780

3645

165

2220

636

1051

3925

4625

2437

682

310

301

232

2

PT6A-52

BEEC

HCRA

FT K

ING

AIR

C90G

TBE

ECHC

RAFT

KIN

G AI

R C9

0GTi

BEEC

HCRA

FT K

ING

AIR

C90G

TXBE

ECHC

RAFT

KIN

G AI

R C9

0SE

NEXT

ANT

AERO

SPAC

E G9

0XT

BEEC

HCRA

FT K

ING

AIR

B200

BEEC

HCRA

FT K

ING

AIR

250

112 AVBUYER MAGAZINE –December 2015 Aircraft Index see Page 161www.AVBUYER.com


!

AircraftPer&SpecDEC15.qxp_PerfspecDecember06 17/11/2015 15:13 Page 1

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Corporate Concepts 2 December.qxp 19/11/2015 14:55 Page 1



!

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TURBOPROPS


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,472.59

4.8

4.5

19.2

344

4.3

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1535

3300

4140

2700

622

320

310

234

2

PT6A-60A

$1,469.30

4.8

4.5

19.2

344

4.3

2.25

56

16

2

8

15000

15000

10000

3611

1489

2500

1440

1535

3300

4143

2700

622

320

310

234

2

PT6A-60A

$621.35

4.5

5.3

12.75

271

4.2

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

831

2055

2508

1234

-

186

175

147

1

PT6A-114A

$1,485.11

4.8

4.5

19.5

344

4.3

2.23

55

-

2

8

16500

15675

10585

5192

823

2415

1635

2238

5105

4770

2400

337

303

265

238

2

PT6A-60A

$628.85

4.5

5.3

16.75

352

4.2

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

786

2420

2625

975

-

184

182

156

1

PT6A-114A

$676.22

4.5

5.3

16.75

352

4.2

4.08

32

-

1

9

8807

8500

5305

2247

1290

3195

494

738

2742

2800

1331

-

194

187

162

1

PT6A-140

$757.25

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4889

1887

654

1143

1000

1024

3100

3750

1570

-

292

290

255

1

PT6A-64

$871.13

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4780

1956

694

1252

967

1171

3110

3750

2005

-

320

316

255

1

PT6A-66D

BEEC

HCRA

FT K

ING

AIR

350i

BEEC

HCRA

FT K

ING

AIR

350i

ERCE

SSNA

208

CAR

AVAN

CESS

NA 2

08B

GRAN

D CA

RAVA

NCE

SSNA

208

B GR

AND

CARA

VAN

EXDA

HER-

SOCA

TA T

BM 7

00C2

DAHE

R-SO

CATA

TBM

850



Reed Aviation December.qxp_Layout 1 18/11/2015 11:40 Page 1



DAHE

R-SO

CATA

TBM

900

TURBOPROPS


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

$827.13

4.1

4

10

143

3.9

3.5

30

5.9

1

5

7394

7024

4829

1956

645

1203

989

-

2823

3750

2005

-

324

318

252

1

PT6A-66D

$1,587.91

5.8

6.1

14.9

393

4.4

2

16

44.15

2

6

11550

10945

8000

2802

798

1800

980

1300

3100

4550

2950

756

390

354

310

2

PT6A-66

$926.76

4.75

5

16.9

356

4.5

2

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1604

2450

2783

1680

-

261

261

209

1

PT6A-67B

$1,441.65

5.8

6.1

17.5

393

4.4

2

16

44.15

2

6

12100

11500

8500

2802

848

1300

752

1296

3500

4417

2600

680

363

346

314

2

PT6A-66B

$915.86

4.83

5

16.92

356

4.42

2

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1638

2450

2783

1920

-

280

268

209

1

PT6A-67P

$601.18

3.9

4.2

12.3

106

3.8

2

20

-

1

5

5092

4850

3663

1140

331

1187

489

-

2000

1950

1556

-

267

262

225

1

PT6A-42A

$598.86

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

PIAG

GIO

AVAN

TI P1

80

PIAG

GIO

AVAN

TI P1

80 II

PILA

TUS

PC -

12

PILA

TUS

PC -

12 N

G

PIPE

R M

ERID

IAN

PA 4

6TP

QUES

T AI

RCRA

FT K

ODIA

K


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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

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1999 Lear 45 • s/n 0016 • N716SC

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Citation X • s/n 185 • N750DD

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

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1998 Lear 31A • s/n 157 • N800CK

SCA December.qxp_Layout 1 16/11/2015 16:18 Page 1

ver the following paragraphs, we’ll considerproductivity parameters (payload/range,speed and cabin size) and cover current andfuture market values for the Citation lll with-

in a study field that includes the Learjet 55/55B/55C.

Brief HistoryThe Citation lll model represented several milestones inCessna’s Citation program. This jet was Cessna's entryinto the high speed, mid-size corporate jet market. Itwas also the first Citation model to utilize Garrett (nowHoneywell) engines as opposed to P&WC.

Introduction of the Citation III also brought a depar-ture from the original structural design of all previousmodels, offering an entirely new fuselage mated to asupercritical swept wing and a T-Tail empennage.

Today, there are 179 wholly-owned Citation lll air-craft in operation worldwide and an additional eight

Citation llls in shared-ownership for a total of 187 unitsglobally. Six - 3.2% of the in operation fleet - areleased, according to JETNET. By continent, NorthAmerica boasts the largest fleet percentage (81%) fol-lowed by South America (10%), for a combined totalof 91%.

Payload & RangeThe data contained in Table A (overleaf) are publishedin the B&CA, May 2015 issue, but are also sourced fromConklin & de Decker. The Citation lll ‘Available Payloadwith Maximum Fuel’ at 1,071 pounds is less than theLearjet 55/55B (2,495 lbs) and Learjet 55C (1,788 lbs) ofpayload capability.

Table A also shows the fuel usage of each aircraft.The Learjet 55 is the most frugal at 227 Gallons/Hour(GPH) while the Citation lll (248 GPH) burns the most,according to Aircraft Cost Calculator.

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

O

!

Aircraft Comparative Analysis: Cessna Citation III


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 on two popular used business jets for the purpose of valuing the

Cessna Citation lll. A 1991 Citation lll has a list price of approx $1m...

AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 12:31 Page 1

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

2004 Falcon 900EX EASy s/n 137 12 paxEngines/APU-MSP Gold, New P&I 2014, Enhanced EASy IIAvionics & Navs, Syn. Vision, Wi-Fi, ADS-B Out, TCAS 7.1

2009 Hawker 900XP s/n HA-0108 8 pax+belted lavOn Hawker Support Plus, Engines/APU on MSP, PaperlessCockpit (2 Servers), Worldwide Weather w/ACARS, SolidState FDR, One Owner

+1 201-891-0881 [email protected] WWW.LEAS.COM

1997 Gulfstream V s/n 504 15 paxEligible Corp. Care, Sat. TV, Hnywl HD710 Multi ch. Satcom,Wi-Fi, Swift Data,True North Phone,TCAS 7.1 ADS-B Out,24,48 Mo. 5/2014

2007 Global Express XRS s/n 9191 13 pax IAC Batch 3 Software, FANS 1/A+ & RNP4 Capability,SBAS/LPV Approach, Wi-Fi, Sat TV, ADS-B Out TCAS 7.1

1995 Gulfstream IVSP s/n 1262 13 paxOn Corp. Care, HAPP, ATG4000 Wi-Fi, APU Encl. Vent Mod.,Part 135, 24,72 Mo. 12/2012, 48,60,96,120 Mo. 2/2011

1994 Gulfstream IVSP s/n 1236 16 paxLow Time, Eligible Corp. Care 475 Hrs TSOH, ATG4000Wi-Fi, ADS-B Out, SBAS/LPV Approach, -150 APU Upgrade

2007 Sikorsky S-76C++ s/n 760695 8 paxVery Low Time, Stunning VIP Interior, Emergency FlotationSys., Avionics on HAPP, Excellent Dispatch Reliability, OneOwner, Always Hangared

1996 Gulfstream IVSP s/n 1286 13 paxOn Corp. Care, On HAPP, -150 APU, ATG4000 Wi-Fi,ADS-B Out, TCAS 7.1, Dual FMS w/5.2, HUD, Part 135

LEAS Single December.qxp_LEAS 19/11/2015 12:48 Page 1

Cabin Cross-SectionsAccording to Conklin & deDecker, the Citation lll cabin vol-ume is 422 cu. ft. and its cabinlength is 18.4 ft. The Learjet 55series is smaller in cabin volumeat 403 cu. ft. and shorter inlength (16.7 ft). Another notabledifference between the two air-craft is the step-down in the aislefor the Citation lll compared to aflat floor of the Learjet 55 series.Chart A (left), courtesy ofUPCAST JETBOOK, shows theside-by-side cross-section com-parisons.

Range ComparisonAs depicted by Chart B (bottom,left) and using Witchita, Kansasas the origin point, the Citation lllshows less range coverage thanthe Learjet 55 series, with bothreaching all of the lower 48states, Canada and Mexico non-stop, per Aircraft Cost Calculator(ACC).

Note: For jets and turbo-props, ‘Seats-Full Range’ repre-sents the maximum IFR range ofthe aircraft at Long-Range Cruisewith all passenger seats occu-pied. ACC assumes NBAA IFRfuel reserve calculation for a200nm alternate. The linesdepicted do not include windsaloft or any other weather-relatedobstacles.

Powerplant DetailsAs mentioned previously, theCitation lll is powered by twoHoneywell TFE 731-3B engineswith a thrust rating of 3,650 lbsteach. The Learjet 55 series is alsopowered by Honeywell - two TFE731-3AR engines, each offeringslightly more output with a ratingof 3,700 lbst.

Cost Per MileUsing data published in the May2015 B&CA Planning andPurchasing Handbook and theAugust 2015 B&CA OperationsPlanning Guide, we will compareour aircraft. The nationwide aver-age Jet-A fuel cost used from theAugust 2015 edition was $5.25per gallon at press time, so forthe sake of comparison we’llchart the numbers as published.

Note: Fuel price used from

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)

Citation III

Learjet 55/55B

Learjet 55C

7,329

6,705

6,690

248

227

227

1,600

2,450

1,978

1,071

2,495

1,788

1,938

1,960

1,960

1,726

1,823

1,823

22,000

21,500

21,000

Chart A - Cabin Cross-Sections

Table A - Payload & Range



Cessna Citation III 1725.750 NmBombardier Learjet 55/55B 1823.250 Nm

Source: UPCAST JETBOOK

S

Chart B - Range Comparison

Source: Aircraft CostCalculator

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator;B&CA May 2015 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide


this source does not represent anaverage price for the year.

Chart C (top, right) details‘Cost per Mile’ and compares theCitation lll to its competition, fac-toring direct costs and with eachaircraft flying a 1,000nm missionwith an 800 pound (four passen-gers) payload. The Citation lllshows the highest cost per nauti-cal mile at $5.12 compared to$4.52 for the Learjet 55/55B and$4.58 for the Learjet 55C.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (right) is defined asthe Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense. TheTotal Variable Cost for theCitation lll computes at $2,161per hour, which is 7.7% morethan the Learjet 55C ($2,007) and15.8% more than the Learjet55/55B ($1,866).

Aircraft Comparison TableTable C (bottom, right) containsthe pre-owned prices from VrefPricing Guide for a 1986 model ofeach aircraft (and a 1990 model ofthe Learjet 55C). 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 Citation lll currently has16% of its fleet ‘For Sale’ whilethe Learjet 55/55B has 17% forsale. However, Learjet 55C has ahighest percentage ‘For Sale’ at30.8% of the fleet. The averagenumber of used transactions(sold) per month for the Citationlll is higher at 3.8 per month thanthe Learjet 55/55B at 2.3 permonth.

Depreciation ScheduleAircraft that are owned and oper-ated by businesses are oftendepreciable for income tax pur-poses under the ModifiedAccelerated Cost RecoverySystem (MACRS). Under MACRS,taxpayers are allowed to acceler-ate the depreciation of assets bytaking a greater percentage ofthe deductions during the first

Chart C - Cost Per Mile

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

Chart D - Variable Cost

$500Citation III

Learjet 55CLearjet 55/55B

US $ per hour

$2,161 $2,007QQ

$1,000 $ $1,500 $2,000

$1,866

* 1,000nm Mission costs, 800lbs Payload

!


$0.00Citation III

Learjet 55CLearjet 55/55B

US $ per nautical mile

$5.14

QQ

$2.00 $4.00

Q $4.58 $4.52Q

Table C - Comparison Tables

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.)

Used Vref

Price US$m 1986

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Citation III

Learjet 55/55B

Learjet 55C

418

420

420

422

403

403

1,726

1,823

1,823

187

111/7

13

16%

17%

30.8%

3.8

2.3

NC

$.75

$.925

$1.225 ‘90


few years of the applicable recov-ery period (see Table D, above).

In certain cases, aircraft maynot qualify under the MACRS sys-tem and must be depreciatedunder the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-line method,meaning that equal deductionsare taken during each year of theapplicable recovery period. In

most cases, recovery periodsunder ADS are longer than recov-ery periods available underMACRS.

There are a variety of factorsthat taxpayers must consider indetermining if an aircraft may bedepreciated, and if so, the cor-rect depreciation method andrecovery period that should beutilized. For example, aircraftused in charter service (i.e. Part

135) are normally depreciatedunder MACRS over a seven yearrecovery period or under ADSusing a twelve year recoveryperiod.

Aircraft used for qualifiedbusiness purposes, such as Part91 business-use flights, are gen-erally depreciated under MACRSover a period of five years or byusing ADS with a six year recov-ery period. There are certain uses

Table D - MACRS Depreciation Schedule of the aircraft, such as non-busi-ness flights, that may have animpact on the allowable depreci-ation deduction available in agiven year.

Table E (bottom, left) depictsan example of using the MACRSschedule for a 1991 Citation lllaircraft in private (Part 91) andcharter (Part 135) operations overfive and seven-year periods,assuming a used retail value of$1 million, per Vref Pricing guide.

Asking Prices vs Age,Quantity & EnginesChart E (top, right), sourced fromthe Multi-dimensional EconomicEvaluators Inc. (www.meevaluators.com), showsa Value and Demand chart forthe pre-owned Citation lll, includ-ing the Learjet 55 series aircraft.The current pre-owned marketfor the Citation lll aircraft shows atotal of 29 aircraft ‘For Sale’ with10 displaying an asking price,thus we have plotted them.

We also added other pre-owned business jets in our studygroup with asking prices rangingfrom $0.7m to $1.225m. Theequation that we derived fromthese asking prices and other cri-teria used should enable sellersand buyers to compare, andperhaps adjust their offerings, ifnecessary.

Demand and Value are onopposite sides of the same Priceaxis. Thus, the market for theused Citation lll responds to atleast four features: Years,Altitude, Quantity, and Price. Themaximum flight ceiling is 51,000ft. for all the aircraft in this study.

Productivity ComparisonsThe points in Chart F (bottom,right) are centered on the sameaircraft. Pricing used in the verti-cal axis is as published in the VrefPricing Guide. The productivityindex requires further discussionin that the factors used can besomewhat arbitrary. Productivitycan be defined (and it is here) asthe multiple of three factors:1. Range with full payload and

available fuel;2. The long range cruise speed

flown to achieve that range;3. The cabin volume available for

passengers and amenities.

Source: NBAA



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 %

Source: Vref

Table E - Part 91 & 135 MACRS Schedule 1991 CITATION III - PRIVATE (PART 91)

Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$1.0

1

20.00 %

$0.2

$0.8

$0.2

2

32.00 %

0.3

0.5

0.5

3

19.2 %

0.2

0.3

0.7

4

11.5 %

0.1

0.2

0.8

5

11.5 %

0.1

0.1

0.9

6

5.8 %

0.1

0

1.0

1991 CITATION III - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$1.0

1

14.3 %

$0.14

$0.86

$0.1

2

24.5 %

0.24

0.61

0.4

3

17.5 %

0.17

0.44

0.6

4

12.5 %

0.12

0.31

0.7

5

8.9 %

0.09

0.22

0.8

6

8.9 %

0.09

0.13

0.9

7

8.9 %

0.09

0.04

1.0

8

4.5 %

0.04

0.00

1.0


Others may choose differentparameters, but serious businessaircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. After con-sideration of the Price, Range,Speed and Cabin Size, we canconclude that the Citation lll dis-plays a reasonable measure ofproductivity.

Popular attributes of theCitation lll are a larger cabin vol-ume compared to the Learjet 55series and lower acquisition coston the used aircraft market.However, costs per mile and perhour are higher for the Citationlll, and it has less payload capa-bility and range than possiblecompetitors on the pre-ownedmarket. Upgrade and modifica-tion programs exist to helpimprove some of these elements,but operators should weigh theirmission requirements and budg-ets precisely when picking theoption that is the best for them.

SummaryWithin the preceding paragraphswe have touched upon several ofthe attributes that business air-craft operators value. There areother qualities such as airportperformance, terminal area per-formance, and time to climb thatmight factor in a buying decision,however.

The Citation lll continues toprove popular today. Operatorsexploring the market for pre-owed aircraft should find thepreceding comparison useful.Our expectations are that theCitation lll, which started deliver-ing in 1983 and ended produc-tion in 1991, will continue to dowell in the pre-owned markets forthe foreseeable future. ❚ Index

Pric

e (M

illio

ns)

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

0.2000

$2.0

$1.6

$1.2

$0.8

$0.4

$0.0 0.2500 0.3000 0.3500

Learjet 55C55B55

1986 Citation III

0.4000

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Citation III Compared to the Learjet 55, 55B, 55C Business Jets.

The red line is very well correlated with an adjusted R2 of 95.3%.

The Market for Used Cessna

Citation IIIs (Blue Cubes) Relative to

Used Learjet 55/55Bs (Pink

Spheres), and Used Learjet 55Cs (Green

Octahedrons)

The BEST AIRCRAFT FOR SALE SEARCH

anywhere, everywhere - on pc, smartphone and tablet.



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Boutsen December.qxp_Layout 1 16/11/2015 16:21 Page 1

Challenger 3002,296 AFTT1,142 CyclesProline 21 Avionics PackageExecutive 6 PAX Configuration

1994 BombardierChallenger 601-3R7,387 AFTT. 4,462 CyclesEngines GE On-Point. Proline II AvionicsPackage. 10 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, APUon MSP

1999 Dassault Falcon 20005,555 AFTT. 2,587 Cycles. Engines on aprogram. APU TTSN: 3,284 hrs. Proline 4.Six Place Aft Cabin package

Gulfstream Astra SP7143 AFTT, Engines on MSP, TCAS II,EGPWS, GNS XLS FMS, RVSM and VIPConfiguration with 6 pax

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 December.qxp 17/11/2015 15:35 Page 1

Serial Number: FL-196Airframe TT: 6,172 Landings: 4,165

Aircraft Highlights• Winglets• Raisbeck Dual Aft Body Strakes• Fresh Prop Overhauls• One Owner Since NewEngines / PropsPratt & Whitney PT6A-60AEngine 1:• Serial Number: PCE-PK0118• Total Hours Since New: 6,219• Total Cycles Since New: 4,899• Total Hours Since Overhaul: 2,634• Total Cycles Since Overhaul: 2,059Engine 2:

• Serial Number: PCE-PK0119• Total Hours Since New: 6,221• Total Cycles Since New: 4,900• Total Hours Since Overhaul: 2,635• Total Cycles Since Overhaul: 2,060PropsHartzell 4 Blade HC-B4MP-3CProp 1:• Serial Number: FWA4589• Total Hours Since New: 6102• Total Hours Since Overhaul: 0Prop 2:• Serial Number: FWA2417• Total Hours Since New: 6172• Total Hours Since Overhaul: 570Avionics• Collins APS-65J / Pro Line II Avionics• Collins APS-65J Autopilot

• Collins APS-65J Flight Director• Collins EHSI-74 (Co-Pilot)• Collins EFIS-85 3-Tube EFIS• Dual Collins VHF-22A Comms• Dual Collins VIR-32 NAVs• Dual Collins DME-42 DMEsInteriorStylish eight (8) passenger executive interior featuring adouble club configuration with pull out executive tables,cup holders and drop down inboard armrests at each seat;providing maximum comfort for the passengers. Allseating is completed in well-appointed light beigecolored leather with a complimenting darker beigeheadrest, the cabinetry has a medium toned high glossfinish which accents the silver colored platingExteriorOverall Matterhorn w/Dark Green, Medium Green andGold Accent Striping

1998 Beechcraft King Air 350 $1.55M USD

SHOWCASE

2004 Beechcraft King Air 350 $2.85M USDSerial Number: FL-393Airframe TT: 3,584 Landings: 2,392Aircraft Highlights• Fresh Engine & Prop Overhauls• Raisbeck Dual Aft Body Strakes & Nacelle Wing Lockers• Elliott Quiet Cabin Package• New Hartzell Props in 2009• Enrolled on JSSI• RVSM CapableEngines / Props• Engines Model: Pratt & Whitney PT6A-60AEngine 1 and 2:• SN: PCE-PK0543• SN: PCE-PK0541• Total Hours Since New: 3,537

• Total Hours Since Overhaul: 0• Total Cycles Since New: 2,348Prop Model: Hartzell 4 Blade HC-B4MP-3C• Left Prop SN: FWA4648• Right Prop SN: FWA4653• Total 3,584 Hours Since New• Total 197 Hours Since OverhaulAvionics• Collins Pro Line 21 Avionics• 3-Tube EFIS w/AFD-3010• Collins FGC-3000 IFCS Auto Pilot / Flight Director• Collins VHF-4000 COMMS w/8.33 spacing• Collins NAV-4500 & NAV-4000 NAVS• Collins NAV-4000 ADF• Collins DME-4000 DME• Collins TDR-94 Mode S Transponders• Collins FMS-3000 FMS

Features/Options• Raisbeck Dual Aft Body Strakes & Nacelle Wing Lockers• Elliott Quiet Cabin Package• 77 Cubic Foot Baggage CompartmentInteriorLike new nine (9) passenger executive interior featuringthe Elliott Quiet Cabin package. The cabin area offers adouble club configuration with pull out executive tables,cup holders and drop down inboard armrests at each seat;providing maximum comfort for the passengers. Allseating is completed in well-appointed light gray coloredleather, the cabinetry has a medium toned high glossfinish which effortlessly accents the silver colored platingExteriorOverall Matterhorn w/ Scarlet & Gray Accent Striping.Paint by Elliott Aviation October 2006


Asian Sky GroupSuite 3905, Far East Finance Centre

16 Harcourt RoadAdmiralty, Hong Kong

Tel: +852 2235 9222Fax: +852 2528 2766Email: [email protected]

4.2M USD for the two / Best Offer

Asian Sky December.qxp 17/11/2015 15:50 Page 1

SHOWCASE

Serial Number: 0014Registration: N862PAAirframe TT: 7,915Landings: 5,297

This early model Lear 60 comes with somerecent upgrades - ATG-5000 Wi-Fi, DualUNS 1E's, Engines on ESP Gold. RecentA,B,C Inspections - Recent Paint andInterior. Asking $1,595,000

EnginesSerial No.: PCE-305134 PCE-305135TSN: 7749 7880Engines Enrolled On ESP GOLD

Avionics! TCAS II: ALLIED SIGNAL! EGPWS: BENDIX/KING KGP 860! FMS: 2 UNS 1E's! HF: KHF 950/SELCAL! ADF: 2 COL ADF 462! COMMS: 2 COL VHF 422A! DME: 2 COL DME 442! TXPR: COLLINS TDR 94D! RADAR: COL TWR 850! ALT: COL ALT 55! GPS: 2 GPS 4000

Features! ATG-5000! Dual UNS 1E's! Refurbished interior items 2013! New Paint 2012! Part 135! 3 owners always US

InteriorNew 2012 - Very good condition. Fwd 2 Pl Divan,5 Executive Chairs, Lav, Expanded BaggageArea, Built-in Liquor Cabinet, 10.4 Monitor, DVD,Airshow 200, Map Package, 110 Volt Outlet,Fireblocked

ExteriorNew 2012. White, Red, Grey Stripes

MaintenanceFresh A,B,C Complied With - Precision JetFlorida. 12 Year Due 11/17

1993 Bombardier Lear 60


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 1993 Lear 60 December.qxp_Empyrean 18/11/2015 11:07 Page 1

Serial Number: 20149Registration: N377RAAirframe TT: 2,002Landings: 1,006

2007 Challenger 300. World Ready, 2000TTAF, MSP Gold, ATG-5000 WiFi, 3rdGeneration Interior! Fresh 96/m and GearInspection at Flying Colours in St. Louis.New striping change - new owner still hastime to pick out scheme.Aggressively priced at $10,995,000

EnginesHoneywell AS907 HTF7000L SN: P118392. TT: 2002 - MSP Gold.Cycles: 1006R SN: P118391. TT: 2002 - MSP Gold.Cycles: 1006

APUHoneywell GTCP36-150 (BD). Hours - 1477. -MSP Gold

Avionics! COMM: Dual VFH! NAVS: 3D Navigation Map! RADAR: Solid State Weather Radar

w/ Turbulence Indication! FMS: Dual FMS 5000 Flight Management

Systems! A/P: Autopilot / Dual Flight Directors! TCAS: TCAS II

! HF Radio: Dual HF w/SELCAL! EICAS: Engine indication and crew alerting

system w/ diagnosis! IFIS: Four 12 x 10-inch adaptive flight displays! IRS: Dual Inertial Reference System! ADF: Dual ADF! CVR: Universal CVR-120 Cockpit Voice

Recorder! DME: Dual Collins DME-442! ELT: Artex C406-2 MHz ELT w/Nav Interface

Features! 1 Owner Since New! MSP Gold Engines! 3rd Generation Interior! RVSM Capable! Low Time! Belted Lav! JAR/OPSInteriorThis aircraft has the optioned 3rd GenerationInterior which features Premium Plating,Signature Series Premium Carpet and RealWood Veneer and upgraded entertainmentsystem. Seats 9 passenger with double clubconfiguration. Belted lav for 9th passenger.Interior is in Excellent condition. 9/10 Aircraftwas always hangaredExteriorOverall white with blue & tan stripe. Paint is inexcellent condition, overall 8/10

MaintenanceDelivered with with a Fresh 96/m and GearOH at Flying Colours in St. Louis. All previousmaintenance done by Jet Aviation Basel,AeroDienst and Ruag

SHOWCASE

2007 Challenger 300





Jet Sense Aviation, LLC Challenger 300 December.qxp_Empyrean 18/11/2015 11:08 Page 1

SHOWCASE

Serial Number: 319Registration: N814TSAirframe TT: 4,925Landings: 3,434

EnginesLEFT ENGINE: P & WC 305ASerial Number: CA0497Hours: 4835. Cycles: 3367Hot Section due @: 7200Overhaul due @: 10800 hoursRIGHT ENGINE: P & WC 305ASerial Number: CA0496Hours: 4835. Cycles: 3367Hot Section due @: 7200Overhaul due @: 10800 hoursEngines are covered under the P & WC ESPGold Program. Engine contract number is 1490-01APUSundstrand T-20G-10C3A APU, S/N SP-E050459, 1305 APU hours / 2427 APU eventsAvionicsCollins Proline 21 Avionics System includes:! Dual Collins ADC-850D Air Data Computers! Dual Collins AHC-85E Attitude Heading

Computers! Dual Collins FMC-5000 Flight

ManagementSystem! Dual Collins FCC-850A Flight Control

Computers! Dual Collins VIR-432 Nav Units! Dual Collins VHF-422AComm Units! Four Tube Collins AFD-301 0 with 7” X 8” Displays

! Electronic Flight Instrumentation System (EFIS)! Collins WXR-840 Color Weather Radar SystemInteriorBombardier Completion Center, Wichita, KansasSeptember 2007. Fireblocked, XR Executive Floorplan A (Eight passengers) (7) passenger seatsand one (1) belted lavatory seat. The cabinfeatures four-place executive club chairs with twoexecutive fold-out tables and a forward three-place divan. Forward galley and the standardlavatory is located aft of the main cabin. Externalbaggage compartment. The headliner andsidewalls are Milkweed Ultraleather. The chairsare covered in Heritage Mink and HeritageBramble leather from Townsend LeatherExteriorBombardier Completion Center, Wichita, Kansas,September 2007. Top fuselage is Matterhornwhite. Bottom fuselage is Royal blue. Accentstripes are red and blueAdditional Equipment! R.V.S.M. Capable! Honeywell Mark V EGPWS with Windshear Alert! Universal CVR-120 Cockpit Voice Recorder! TCAS-94D TCAS II with change 7! TIA microwave oven! Artex C406-2 MHz ELT w/Nav Interface! Pulselights! Dual Concorde lead acid batteries! Fwd and Aft Monitors (L.C.D.)! Airshow 410! SONY cabin entertainment system (10 discC.D. changer, Dual Sony DVD player)

2007 Lear 60XR





Jet Sense Aviation, LLC Lear 60XR sn 60-319 December.qxp_Empyrean 18/11/2015 11:10 Page 1

SHOWCASE

Serial Number: 348Registration: N550DGAirframe TT: 3,915Landings: 2,676

• Bombardier maintained• New Paint Striping 2015• $4,195,000

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 with

Windshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"

DisplaysAir Data Computer: Dual Collins ADC-850D Air

Data ComputersFMS: Dual Collins FMS 5000 Flight Management

SystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120

Cockpit Voice Recorder

Communications: Dual Collins VHF 422CDistance Measuring Equipment: Dual Collins

Navigation:DME-442Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather Radar

SystemELT: 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, Silver accept stripes

MaintenanceRecent A - D inspections

2008 Lear 60XR





Jet Sense Aviation, LLC Lear 60XR-348 December.qxp_Empyrean 18/11/2015 11:11 Page 1

SHOWCASE

Serial Number: 0217Registration: N771EMAirframe TT: 1,650Landings: 1,441

EnginesLeft Engine: Hours: 1,650- TAP Advantage EliteCycles: 1,441Right Engine: Hours: 1,650 - TAP Advantage EliteCycles: 1,441

AvionicsProLine 21 AvionicsCollins Pro Line 21 Integrated AutopilotFlight DirectorEFIS (STD-DFLT)Dual GTX-327 Mode C TranspondersKN-63, Single Marker Beacon FM immunityGarmin 400/500 Series Graphic WeatherLand Mark TAWS 8000 - Meets Class B reqWXR-800 RadarUNS-1LPermanent Data Transfer Unit - UniversalAntenna for XM Radio Provisions

FeaturesTAP EliteProparts (airframe/avionics)Protech (labor)AirstairRVSM capableEROS O2Belted LavRH Side Facing Seat

InteriorNew in 2012. 8 Passengers with Center clubconfiguration, Fwd RH side facing seat andbelted Lav

ExteriorOverall White with Blue and Silver Striping

MaintenanceAll maintenance up to date. Doc 10 c/w 2014.All maintenance done by Cessna San Antonio

Price of $3,195,000

2004 Cessna Citation CJ2





Jet Sense Aviation, LLC CJ2 December.qxp_Empyrean 19/11/2015 14:58 Page 1

SHOWCASE

Serial Number: 45-2071Registration: N550VTAirframe TT: 1,603Landings: 1,606

EnginesHoneywell TFE 731-20BR-1BLeft Engine Hours: 1,603 - MSP GOLDCycles: 1,606Right Engine Hours: 1,603 - MSP GOLDCycles: 1,606

AvionicsTCAS: TCAS IIFMS: Dual Universal UNS 1EHF: Honeywell KHF 950 W/SELCALAir Date Computers: Dual AZ-850AHRS Computers: Dual AHZ-800Auto Pilot Computers: Dual IC-600Navigation Units: Dual Honeywell RNZ-851Communications Units: Dual Honeywell RCZ-833Digital Acquisition Units: Dual Honeywell 800EFIS: Four-Tube DU-870

EFIS/MFD with 7"x8" DisplaysEICAS: YesRadar: Honeywell Primus WU- 660 w/ ColorAltimeter: RT-300EGPWS: Honeywell Mark VCockpit Voice Recorder: Honeywell CVRELT: Artex C406-2 MHz w/ Nav Interface

FeaturesSMART PARTS +Dual UNS 1E'sridium ICS-100 SATCOM PhoneBelted LavR.V.S.M. CapableFwd and Aft 10.4" Monitors (LCD)Airshow 410Cabin Entertainment System (10 disc CD

changer, DVD Player)

InteriorSix (6) passenger seats and one (1) beltedlavatory seat. Cabin features six executive clubseats with four executive fold-out tables. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorNEW 2015

MaintenancePhase A,B,C,D and 96/m c/w May 2015

Price of $2,950,000

2007 Lear 40XR





Jet Sense Aviation, LLC Lear 40XR December.qxp_Empyrean 19/11/2015 15:00 Page 1

SHOWCASE

2010 Bombardier Global XRS

Serial Number: 1256Registration: CS-TLUAirframe TT: 7631 Landings: 2259

Aircraft Highlights• One owner aircraft• Long range with 5 ACT’s• Single source management• Fresh from C check September 2015• Recent heavy maintenancecompleted

Engines• (2) IAE 2527M-A5 engines• #1 (SN V10752) engine hours since new:7477.70 hrs / 2218 cycles

• #2 (SN V10753) engine hours since new:7477.70 hrs / 2218 cycles

APU• Honeywell International (Garrett GTCP 36-300)• Hours since new: 7371.45• Cycles since new: 5518Avionics• Rockwell Collins Weather Radar• Rockwell Collins System of prediction wind shear• Honeywell International EGPWS• Bendix International TCAS II• Rockwell Collins SDU- Satellite data unit• Sextant Avionique FMGC Flight Management Computer• Litton systems Incorporation ADIRU Air Data / Inertialreference Unit

• Sextant Avionique CFDS Centralized Fault DisplaySystem

• Sextant Avionique EFIS Electronic Flight Instrumentsystem

• International communication Groups CTU – Computer

telephony Unit• Honeywell International CVR Cockpit voice recorder• Honeywell International SSFDR Solid State Flight Data

RecorderAdditional equipment• 5 Auxiliary Center Tanks (Supplementary fuel tanks)• 3 DVD Players• 2 21’’ Monitors in executive class• 16 LCD Monitors in first class• 30 Portable DVD players SONY• 2 multi CD players 8 channels, controlled by each seat• HI-FI loudspeakers system with amplifier in executive

class• 4 cordless handset telephone• Cabin Video Information System provide aircraft position,

Geographic Maps/real-time flight information on eachvideo screens (AIRSHOW)

Location: Lisbon, Portugal. Please enquire

2001 Airbus A319 ACJ

Serial Number: 9319Registration: 9H-1RAAirframe TT: 2346 Landings: 597Aircraft Highlights• Low Hours, professionally managed and maintainedaircraft.

• EU-OPS compliant• No Damage History• Engine Programs• Pedigree XRS in truly beautiful condition• HUD and EVS installed• Batch 3 CompliantEngines•BMW Rolls-Royce BR710A2 engines•#1 engine hours since new:

2346 hrs / 597 cycles•#2 engine hours since new:

2346 hrs / 597 cycles• Enrolled on RRCC (Rolls Royce Corporate Care)APU• Honeywell Allied Signal RE-220GX• Hours since new: 2265 hrs• Cycles since new: 1490 cyclesAvionics• Rockwell Collins satcom system SAT-6100• Acars Teledyne datalink system• Honeywell RCZ 8.33 3rd VHF transceiver• Flight compartment printer installation• Honeywell LSZ-860 lightning sensor system• Head up flight display system• Third FMS with cabin video feed• Bombardier Enhanced Vision System

• Electronic flight bags• Honeywell EGPWS• Quick access recorder• EICAS / CAIMS system• Batch 3 upgrade completedAdditional Features• EU-OPS compliant• Enhanced Sound Proofing Package• External camera system• Additional refuel/defuel panel• Logo lights • Towbar assembly• Enhanced Sound proofing STC installed• LH and RH 3 place divans• Wireless ethernet LAN• Nespresso machine • Freezer• Wavejet microwave oven • High temperature ovenLocation: United Kingdom. Price: $27.9m USD


Affinity Aviation Group Ltd2nd Floor, Berkeley Square House

Berkeley Square, LondonW1J 6BD, United Kingdom

Tel: +44 (0)20 7887 [email protected]

Affinity Aviation x2 A319/Global XRS Dec.qxp 17/11/2015 11:16 Page 1

SHOWCASE

2010 Bombardier Challenger 300

Serial Number: 5745Registration: M-BASHAirframe TT: 4120 Landings: 1950

Aircraft Highlights• High Speed WIFI airborne internet• Brand new interior, wood and soft furnishings 2015• Brand new special metallic paint 2015• Updated Avionics FANS / CPDLC /LPV 2015• 48m recently completed October 2014EnginesGeneral Electric CF34-3B Enrolled•#1 (SN 950661) engine hours since new:

4120 hrs / 1950 cycles•#2 (SN 950662) engine hours since new:

4120 hrs / 1950 cycles

APU• Honeywell GTCP 36-150 S/N P-192• Hours since new: 366Avionics• Collins ProLine 21 System• Four AFD 5220 Adaptive Flight Displays• Dual Collins ADC-850E Air Data Computers• Dual Honeywell Laseref V IRS• 3rd IRS installed (SB o 34-004)• Dual Collins DCU-4002 Data Concentrator Unit• Integrated Flight Information System (IFIS) Engine

Instrument/Crew Alerting System (EICAS)• Dual Collins FMS-6000 Flight Management System• 3D Map and Long Range Cruise (SB 605-34-002)• Dual Collins GPS-4000A•Collins WXR-854 Four Color Weather Radar•Dual Collins VHF-4000 Com System w/8.33 Spacing

InteriorCabin: 9 passenger executive configuration

Additional Features• RVSM, MNPS, RNP5/BRNAV/PRNAV Equipped• Artex C406-N MHz ELT• L3 Communications Cockpit Voice Recorder (120 min)• L3 Communication Flight Data Recorder (25 hour)• EFB-6000 Collins Moving Map (Airshow)• Dual CD/DVD Collins Players• Lightning Detection System (SB605-34-06) • CG ICS-200 Iridium Satcom Phone System• Expresso Coffee Maker• TIA Hi-Temp Oven• TIA Microwave Oven

Location: United Kingdom. Price: Make Offer

2008 Bombardier Challenger 605

Serial Number: 20252Registration: CS-TFVAirframe TT: 3005 Landings: 1585Aircraft Highlights• EASA Compliant• Engines and APU on Programs• One owner pedigree aircraft• Beautiful, 8 pax light interior• Available immediately for DemoEngines• 2 AS907-1-1A• #1 engine hours since new / P118643:

2715.23 hrs / 1495 cycles• #2 engine hours since new / P118642:

715.23 hrs / 1495 cycles

• Engine Program coverage JSSIAPU• 36-150[BD] / P-329 3829hrsAvionics / radios• Rockwell Collins / VHF - 4000 (8.33 MHz, voice)• Rockwell Collins / VHF - 4000 (8.33 MHz, voice & data)• Rockwell Collins / NAV-4000 (VOR/ILS/MKR/ADF)• Rockwell Collins / HF-9031A• Rockwell Collins / DME-4000• Rockwell Collins / RIU-4100 (w/ SELCAL)• Rockwell Collins / RIU-4100 (w/ SELCAL)• Rockwell Collins / TDR-94D Transponder• Rockwell Collins / TTR-4000 TCAS II• Rockwell Collins / FGC-3002 FGC – EICAS V6.0• Rockwell Collins / RTA-854 Weather Radar• Honeywell / MK VIII EGPWS

• Rockwell Collins / ALT-4000 Radio Altimeter• Artex / C406-N ELT• L-3 Communications / CVR (2 HR)• L-3 Communications / FA-2100 FDR• Rockwell Collins / FMC-5000 FMS• Rockwell Collins / GPS-4000A• Rockwell Collins / AHC-3000• Rockwell Collins / ADC-3000• Rockwell Collins / DCU-5000• Rockwell Collins / RDC -5000• MDC-4100• SEXTANT / ISI• Rockwell Collins / OCM-3100 Datalink and 3D Map• Satellite Phone ICG / ICS-200• Rockwell Collins / FSU-5010 Integrated Flight

InstrumentLocation: Lisbon, Portugal. Price: $12.75m USD


Affinity Aviation Group Ltd2nd Floor, Berkeley Square House

Berkeley Square, LondonW1J 6BD, United Kingdom

Tel: +44 (0)20 7887 [email protected]

Affinity Aviation x2 Challenger 605/300 Dec.qxp 17/11/2015 11:17 Page 1

Serial Number: 619Registration: N4377Airframe TT: 9,355Landings: 5,222• One Owner Since New• Fwd Galley, Fwd and Aft LavsEnginesBR700-710A1-10 — Rolls Royce Corporate CareEngine 1: Serial Number 11351 ... TSN 9067 ...CSN 5050 ... TSO 1380 ... CSO 761Engine 2: Serial Number 11352 ... TSN 8865 ...CSN 4947 ... TSO 1179 ... CSO 658APUHoneywell RE220 — Honeywell MSP ProgramSerial Number P-226 ... TSN 5998AvionicsHoneywell HAPP ProgramFMS Triple Honeywell FMS NZ 2000 version 6.1LVP/WAASVHF Comm: Triple Rockwell Collins VHF-422/8.33 CompliantVHF Nav: Dual Rockwell Collins VIR-432VOR/LOCADF: Dual Rockwell Collins ADF-462DME: Dual Rockwell Collins DME-442Transponder: Dual Rockwell Collins TDR-94Mode S w/FLT ID & Enhanced SurveillanceRadio Altimeter: Dual Honeywell RT-415HF Comm: Dual Rockwell Collins HF-9034Weather Radar: Honeywell Primus 880 RadarAir data Computer: Triple Honeywell AZ-840 MADCLR Nav: Triple Honeywell IRUGPS: Dual Honeywell GPS

TCAS II: Honeywell TCAS 7.1FeaturesAircell GoGo: ATG 5000SwiftBroadBand: HD-710Dual CMC-1100: Class III EFB each yoke mountw/GPS positionEVAS: Dual cockpit InstallationQuick Access Recorder: Flight Data Analysis-FOQADFDR: B&D Flight Data RecorderCVR: B&D Cockpit Voice RecorderELT: Artex 110-406 ELT NavEGPWS: Honeywell MK-V EGPWS w/windshearAFIS: Honeywell AFIS w/SatlinkRAAS: Runway Awareness & AdvisoryInterior14 passenger configuration, fwd galley withpantry, microwave, convection oven, standardplus oversized refrigerator, Keurig K Cup coffeemaker, Nespresso espresso maker, fwd crewlav, aft lav, fwd cabin with 4 place club, mid cabinwith 4 place conference grouping, aft cabinwith 2 place club seating and 4 place divan,mahogany woodwork, beige carpet, huntergreen seats, Airshow 4000, DVD/VCR combo,RGB aux audio/video inputsExteriorMatterhorn white with green stripe (will beremoved). New Paint 2009Maintenance SystemManufacturer Maintenance Program 91.409 (f) (3) Maintenance StatusAnnual Inspection c/w 10/ 2015Latest ASC’s, SB’s and CB’s

Records Survey c/w 10/2015Air Conditioning System Replaced 7/ 2011Engines Overhauled 01/ 2013Nose taxi light increased illumination modDedicated APU fire bottleLED cockpit switch lights modLED nav light modCabin PSU quick release modRosen HD monitor upgradesLanding gear OVH 10/2013, new nose, L&Rmain landing gear

Asking Price: $13,950,000

SHOWCASE

Welsch Aviation SavannahRobert Hart, Senior Director of Sales

1001 Davidson Drive, Suite 150Savannah, GA 31408, United States

Tel: +1 912-964-7727 Office+1 912-695-1555 Cell

Email: [email protected] [email protected]

2000 Gulfstream GV


Welsch Aviation Gulfstream GV December.qxp 17/11/2015 16:39 Page 1

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Serial Number: FL-0636Airframe TT: 1,586Landings: 1,642EnginesModel PT6A-60A ... s/n PCE-PK1080 ... 1586 HoursSince New... 1800 MPI ... 3600 TBO IntervalsModel PT6A-60A ... s/n PCE-PK1079 ... 1586 HoursSince New... 1800 MPI ... 3600 TBO IntervalsPropsHartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4678... 1586 HSN ... Due 12-20-2018Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4679... 1586 HSN ... Due 12-20-2018AvionicsCollins Pro Line 21 - W/ Triple Adaptive FlightDisplays (2 AFD-3010s AFDs and 1 AFD-3010E)Dual Collins VHF-4000 Comms W/8.33 SpacingDual Collins NAV-4000/4500 NavsDual Collins AHRS-3000 Attitude HeadingReference Syetem DualCollins DME-4000 DMEsDual Collins ADC-3000 Air Data ComputersDual Collins TDR-94D Transponders EnhancedSurveilance CollinsNAV-4000 ADFCollins FMS-3000 FMS Flight ManagementSystem W/ Wide Area Augmentation System (WAAS)Localizer Performance & Vertical Guidance (LPV)Collins 4000A GPSCollins FGC-3000 AutopilotCollins IFIS Integrated Fight Information SystemCollins ECH-5000 Electronic Charts

Collins TWR-85O Turbulance Wx RadarArtex ELT C406-2 ELTL3 CVR FA2100Collins ALT-4000 Radio AltimeterACSS TAWS+ Terrain Awareness Warning SystemAircell ST-3100 Satelite Communication SystemW/ Dual hand setsCollins TCAS 4000 Traffic Alert CollisionAvoidance SystemInterior9 Passenger Interior with 8 passenger doubleclub and aft belted flushing lavatory seat done insoft gray leather. Cabin has tasteful with blue andgrey accents on upper dado, Gloss Mahoganywoodwork throught the interior. 4 PyramidCabinets, two forward with water tank, coffeewarmer, cup dispensers, storage drawers andice.Two mid-cabin cabinets with general storagedrawers, large ice chest. Solid gloss mahoganywood forward and aft partition pocket doors. Four115V AC electrical outlets for computers andcharging. Large aft baggage area. Brushed nickelhardwareExteriorMatterhorn White with Blue and Gray Metallicstripes on Fuselage and TailAdditional FeaturesFormer DemonstratorCollins MDC-3110 Maintenance Diagnostic ComputerCollins ESIS Electronic Standby Instrument SystemCollins XM Graphical Weather SystemGuardian 3 GPS Tracking System

PWI LED Lighting System Overhead & Under FloorNew Raisebeck Dual Aft Body StrakesRaisbeck Crown Wing Lockers“Quiet Cabin” Passive Noise System w/Electronically Tuned Dynamic Vibration Absorbers.RVSM capableDual white strobes on tail and bellyLogo lights

Welsch AviationK. Hunter Weiss, President & Partner

447 Carlisle Drive, Herndon,VA 20170, United States

Tel: +1 703-787-8800 Office+1 703-966-0936 Cell

Email: [email protected]

2009 Beechcraft King Air 350


Welsch Aviation King Air December.qxp 19/11/2015 12:59 Page 1

Serial Number: 258494Airframe TT: 3,138Landings: 1,497

CAAP is pleased to offer Hawker 800XP2,N55LB, to the market. This meticulouslymaintained aircraft represents a true turn-keyairplane for a discerning buyer. This aircraft isenrolled on Honeywell MSP Gold and features anoutstanding interior.The aircraft is equipped with AviationPartners scimitar tip Blended Winglets.

AirframeCAMP Systems maintenance trackingAviation Partners, Inc. scimitar tip BlendedWinglets installed in June 2014

EnginesHoneywell TFE731-5BR-1HEngines enrolled in MSP Gold(current rate $277.98/hr per engine)Engine #1: S/N P-107259, TSN 3027,CSN 1450, TSMPI 935

Engine #2: S/N P-107533, TSN 3097,CSN 1480, TSMPI 1300

Auxiliary Power UnitGarrett GTCP36-150WAPU enrolled in Honeywell MSP Gold

(current rate $89.48/hr)APU TSN 2068

AvionicsHoneywell ED-800 Five-tube / Primus II avionics

package

FMS: Dual Honeywell NZ-2000 with dual-channel GPS

ADC: Dual Honeywell ADZ-810AP: Honeywell DFZ-800NAV: Dual Honeywell RNZ-850COMM: Dual Honeywell RCZ-850 with 8.33kHz spacing

Dual HF RadiosRTU: Dual Honeywell RM-855AHRS: Dual Honeywell AH-600Radio Altimeter: Honeywell AA-300Stormscope: LSZ-850EGPWSCVR: Universal CVR-30B. TCAS 2000RADAR: Honeywell Primus 880USB Data Loader. Dual Davtron ClocksN1 DEECs. RVSM Certified

Interior8-passenger executive interior with forward 4-place club group, aft LH single seat opposite RH3-place divanThree pull-out tablesRemovable jumpseat for flight crewmember use onlyForward LH galley with microwave ovenExternally serviced aft lavatoryInterior refurbished 2013 by DuncanAviation, Battle Creek (new carpet, crewand passenger seat coverings)

ExteriorOverall white with royal blue, fighter blue and goldstripes, repainted in 2008, restriped in 2013

SHOWCASE


Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201

2000 Hawker 800XP2

CAAP 2000 Hawker 800XP.qxp 18/11/2015 14:23 Page 1

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1999 Beechcraft King Air 350

Serial Number: 2052Registration: N386RWAirframe TT: 55 Landings: 15CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplane hasproduction test and delivery time only and isavailable for immediate sale.

G280 S/N 2052 is loaded with over $2 million ofthe most desirable factory options. This airplanealso includes new aircraft training entitlements(two pilots and two technicians at FlightSafety).

AvionicsAircraft equipped with G280 “Intercontinental Package”EVS & HUDLaseref VI IRS

Third FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic Charts

Interior10-passenger Gulfstream “Hallmark” interiorconfiguration

Forward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data(pending certification)

Aircell Gogo Biz high-speed internet

New Gulfstream G280

Serial Number: FL-233Registration: N700PGAirframe TT: 4,998 Landings: 4,889Fresh Phase 1 Inspection C/W July 2015 (6-monthphase inspection cycle)Engines & PropsPratt & Whitney PT6-60AEngine #1 SN PCE-PK0200• E1 TSN 4887, TSO 1481, TSHSI 1481, CSN 4820,CSO 1465

Engine #2 SN PCE-PK0201• E2 TSN 4907, TSO 1501, TSHSI 1501, CSN 4840,CSO 1485

Left & Right Props TSN 4,998Left & Right Props OH C/W January 2013 at 4,123 hrs

AvionicsCollins Three Tube EFIS-85FD: EFIS-85COMM: Dual Collins 22ANAV: Dual Collins VIR-32ADME-42ADF-60ATCAS-94 (TCAS II) with traffic displayed on Collins MFD-85CEGPWS: Honeywell Mark VI with terrain function

displayed on MFDDual RMI-30UNS-1KRadio Altimeter: ALT-55BCollins WXR-840 with MFD-85 weather radar displayUnilink 701CVR: Fairchild FA2100ELT: C406N with remote cockpit switch

Aircell ST3100 phoneAdditional EquipmentRaisbeck dual aft body strakesRaisbeck wing locker storage lockersElliott Aviation sound management systemLoPresti Boom Beam HID light kitSecuraplane Hawker sealed lead acid batteryBrake de-iceInterior8-place double club seating plus belted lavatoryInterior December 2003 by Stevens Aviation, Greenville, SCCarpet and crew seat covers replaced 12/2013 atStevens AviationInteriorOverall Matterhorn White with Royal Blue, Marlin Blue andBright Black stripes, painted January 2013 at StevensAviation, Greenville, SC.


Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201

Price Reduced to $21.5 million

Asking price $2,500,000

CAAP x2 November.qxp 18/11/2015 14:26 Page 1

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Serial Number: 10Registration: N556JPAirframe TT: 4,947Landings: 3,538

AirframeOn CAMP 4,947 Hours Since New3,538 Landings

EnginesMSP GoldEngines: Honeywell TFE731-20AR-1BEngines with 3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPIEngine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI

APUAPU: Honeywell RE100 s/n P-180TTSN 1,423Enrolled On Honeywell’s MSP Gold

AvionicsAvionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFISUniversal UNS-1C FMSGarmin 165 2nd IFR GPSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADAR

Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTUniversal Class A TAWSHoneywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell RT-300 Radar Altimeter

InteriorThe eight passenger interior is arranged in acenter club with an additional 9th belted lavatoryseat. Seats are finished in gray leather with newcarpet, and Ultra Leather headliner. Amenitiesinclude a forward right-hand galley with drystorage and hot coffee dispenser, ice drawer withoverboard drain. 110v Outlets in the cabin, galleyand aft lav. There is a private aft flushing lavatorywith vanity with hot and cold running water, hardpartitions and additional baggage storage withthe optional flip down baggage shelf. Interiorrefurbished 7/2015

ExteriorAll new paint September 2015. Overall white withflight red, black and metallic charcoal stripes

1998 Bombardier Learjet 45

Please contact:Don and Sam Starling

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


JetPro Texas 1998 Learjet 45 November.qxp_Heeren Cit Ultra sep 19/11/2015 15:04 Page 1

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Serial Number: HA-32Registration: N762JPAirframe TT: 3,500Landings: 3,267

• MSP Gold on Engines and APU• Fresh 12 to 96 Month Inspections 11/15

by HBC-ICT• Buyer may pick stripe colors for a limited

time.• Trades welcome. Priced aggressively.

EnginesHoneywell TFE731-50R-1H (4,660 lbs of thrusteach) – Enrolled on Honeywell’s MSP GoldLeft: P122169 3,500 Total Time 3,267 CyclesRight: P122168 3,500 Total Time 3,267 Cycles

APUAHoneywell GTCP36-150(W): 5,120 Total Hourson Honeywell’s MSP Gold

AvionicsCollins Proline 21 Avionics System includes:Four Tube Collins AFD-3010 with 7” X 8”Dual Collins FMC-6000 Flight Mgmt. SystemDual Collins CDU-6200 Control Display UnitsDual Collins FGC-3000 Flight GuidanceComputersDual CollinsVHF-4000 Com Units w/8.33 MHzDual Collins VIR-432 Nav Units w/FM ImmuneDual Collins ADF-462 ADF ReceiversDual Collins TDR-94D Mode S Transponders

Dual Collins DME-422 ReceiversDual IFIS-5000 File ServersXM Satellite WeatherDual Collins GPS-400AIntegrated Digital Engine IndicationCollins WXR-850 Color Weather Radar SystemDisplays Dual Collins ADC-3000 ADCDual Collins AHC-3000 ATT/HDG ComputersCollins ALT-4000 Radio AltimeterCollins HF-9000 HF Radio System with SELCALHoneywell Mark V EGPWS w/Windshear AlertUniversal CVR-30B Cockpit Voice RecorderHoneywell SSFDRAFISCollins TTR-4000 TCAS II with change 7.1Dual db Systems Digital Audio Control Panels

InteriorFactory fireblocked nine passenger layout with aforward four place club arrangement and aftthree place divan opposite a single chair andcabin storage closet. Cabin seating is Caressa“Parchment” traditional grain patterned leatherwith Castel “Lauranne Burn” dark bronze coloredfabric and “China Sea” handmade loop pile woolcarpet rounds out the extraordinary soft goodscompletion. Privacy is provided by dual panelcockpit doors. All woodwork is finished in flat cutEtimoe veneer in a cathedral grain pattern. TheGalley / Vanity countertops are completed inPearl Mica with complimentary pearlescent / ivoryFormica. Plating is a rich brushed Pewter

ExteriorMatterhorn White with re-colored stripes tocustomer specifications for a limited time

2008 Hawker Beechcraft 900XP

Please contact:Don and Sam Starling

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


JetPro Texas Beechcraft 900XP December.qxp_Heeren Cit Ultra sep 19/11/2015 15:06 Page 1

Serial Number: 4073Registration: N474MAirframe TT: 5163

• Lowest Price G450 on market$13,500,000 USD

• Immediate Availability• 1C (12mos), 2C (24mos), 4C (48mos), 8C(96mos) and 10A(5000hr) C/W Jan 2015by Gulfstream/ATW

AirframePlane Parts CoveredAPUHoneywell GTCP36-150 MSP GoldEnginesRolls-Royce model TAY 611-8CAvionicsGulfstream PlaneView Enhanced NavigationPackage

WAAS/RAAS/LPV Triple (3) Honeywell MCDU’sADSB-Out/FANS1A Triple (3) Honeywell

AZ-200 Air Data ModulesFour (4) Honeywell DU-1310 Flat Panel Displays

Honeywell WU-880 Weather RadarTwo (2) Honeywell DC-884 Display ControllersSecuraPlane 500 Three Exterior Camera System

Honeywell DP-884 Display Brightness ControllerTriple (3) Honeywell IR-500 LASEREF V IRUs

Honeywell / Kollsman EVS/HUD Dual (2)Honeywell MRC-855A Modular Radios

Triple (3) Honeywell MAU-913 Modular AvionicsThree (3) Honeywell AV-900 Audio Panels

Two (2) Honeywell RT-300 Radio Altimeters L3GH-3100 Standby Attitude Indicator

Cockpit Voice Recorder (CVR) L3 RT-951 TrafficAlert System (TCAS7.1)

Synthetic Vision, DFDRHoneywell GP-500 Flight Guidance PanelRVSM Capable

Interior12 Passenger Corporate Executive Interior meetsall flammability requirements of FAR 25.853,arranged with (8) Single seats, (4) place Divan LHwith opposite credenza. Fwd crew use lav-vacuumflush. Fwd Vestibule with ice-drawer and Mapcoliquid container. Aft Galley with BurbankLimestone Surface, Microwave, Convection Oven,Vapor Cycle refrigerator, Dual Tia Coffee maker,Sink w/Hot & Cold, Crystal, China & FlatwareFitted Storage, Water Sterilization System, AftExecutive Lavatory w/Mirrored Vanity andBurbank Limestone surface. Cabin Managementsystem is Rockwell Collins. Dual DVD Players,Cabin Audio System-(5) Disc CD player. 17” FwdLH Monitor, 17” Credenza Monitor and (8) Singleseat 7”Monitors. Aux audio/video inputs, (2)Cabin control touch screen remotes, ColorCopier/Printer, Airshow with Moving Map andIn-Flight Information System, BBML andHoneywell EMS HD-710 Swift Broadband Highspeed data with SDR, Honeywell AIS 2000Satellite Television, flight phone, Electric WindowShades, 115v/60hz Utility Outlets, PassengerOxygen System, Life Vests & Rafts, LED Lightingthroughout

ExteriorBase Color is Matterhorn white and Union JackBlue with Las Vegas Gold and Kingston Greyaccent stripping

SHOWCASE


Sojourn Aviation Tel: +1 316 733 6500www.sojournaviation.com


Sojourn Aviation December.qxp 18/11/2015 11:01 Page 1

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Jets4udirectAv Manku

1985 Hawker Beechcraft 800B

Tel: +44 (0) 7778 672090E-mail: [email protected]

Serial Number: 500-0264Registration: G-BWFLAirframe TT: 8431 Landings: 8655• Re Listed Due to Dreamers• CESCOM (CESSCOM currently being updated)• Fresh Phase V Inspection Carried Out October

2015• Mode S Transponders• Fresh ARC October 2015• Owners willing to consider part exchange with

aircraft or motor vehicle• Crew Training Available• Availabile ImmediatelyAirframeCAMP (to be updated) EnginesPratt & Witney JT15D-1A S/N PC-E76529

Position on aircraft PortTSN 8061.7 hrs CSN 7985 cyclesTSOH 2184.4 hrs CSOH 2550 cyclesPratt & Witney JT15D-IA S/N PC-E76548Position on aircraft StarboardTSN 8103.9 hrs CSN 8105 cyclesTSOH 2285.8 hrs CSOH 2701 cyclesAvionicsFlight Director: Bendix FGS –70Autopilot: BendixNAV/COMs: Honeywell KX165AGarmin 430Marker: Bendix King KMR 675RMI’s: Bendix King KNI 582ADF: King KDF 800DME: King KN63Transponder: 2 x GTX 330 Mode SWeather Radar: RCA AVQ 21

ExteriorConfiguration: Five-seat ‘Club’ with Forward Deluxe

Refreshment CentreSeats / Sidewall Armrest Grey Leather/ Navy Leather

(New 2007)Headliner and Window Reveals (remodelled) Grey

‘Ultraleather’ (New 2007)Wood Trim Figured Mahogany (New 2007)Carpet Grey/ Blue (New 2007)Misc. Exec. Tables - L/H & R/H (w/ leather inlay)

(New 2007)Aft ToiletAft Pull-out Refreshment Centre and Front ‘Barrel’

Seat also AvailableInspectionFresh Phase V inspection March 2015Fresh ARC October 2015

1975 Cessna Citation 500

Serial Number: 258037Registration: M-DSMLAirframe TT: 9621 Landings: 3945• 12-24 Month Carried out November 2014• EASA Compliant B Model• Engines on JSSI• Rear Baggage Hold• No Damage History• Hot Galley• In Flight Entertainment• Leather Interior• Full Historical Records• Crew Training and Freelance Crew Available ifRequired

AirframeCYC 3875. CYC 3929

APUGarrett GT CP 30-92C, S/N: P-161, 5352 Hrs Total TimeAvionics2 Tube Collins EFDS-85 EFIS2 Collins VHF 21A COMMs2 Collins VIR 30A NAV's2 Collins ADF 60B ADF2 Collins DME 42 DME2 Collins TDR-90 TDR1 Collins WXR-300 Radar2 Universal UNS-1K FMS1 Collins 628T-3 HFCollins TCAS-4000 w/ CHG 7 TCAS IIMotorola Iridium SAT/COMKannard 406AP Portable ELTWulfsberg Flitefone w/HF GRND LNK AirphoneHoneywell Mark VIII ENH GPW

Universal UNS-30B CVRCollins APS-80 AutopilotInteriorYear: 2005Fire-Blocked Seven Passenger Interior Consisting of Fwd

2 Place Club, Aft Left Side 3 Place Divan Opposite2-Place Club

Almond Leather Seats Complimented with Neutral Colorsand Textures

Fwd Galley with Refrigerator, Hot Cup, Convection OvenLight Oak Woodwork with Gold Plated HardwareEntertainment System Includes Airshow 410, Stereo

Radio CD, DVD Player, Airshow 100 Moving MapAft Lav with Flushing Toilet, Razor SocketForward Baggage Hold with Additional Rear HoldExteriorYear: 2005. Overall White with Blue Accent Stripe


Jets4udirect November.qxp 17/11/2015 11:50 Page 1

SHOWCASE

Serial Number: 14501181Airframe TT: 750

• Embraer Executive Care Enhanced• All major maintenance done by Embraer

Service Centers• Fresh 24 month inspection 10/15• High Speed Sat data and independent

GoGo Biz• 13 passenger interior with forward and aft

lavatory• Galley includes microwave, convection

oven, refrigerator, coffee maker

EnginesEngines on Rolls Royce Corporate Care

APUAPU covered by EEC

AvionicsHoneywell Primus Elite 6.1 with latest updatesLPV/WAAS, RNPFANS 1/A CPDLC, Datalink, ADS-B out2 EFB’s with Electronic Charts

Interior13 passenger interior with forward and aftlavatory

Galley includes microwave, convection oven,refrigerator, coffee maker

InspectionAll major maintenance done by Embraer Service

CentersFresh 24 month inspection 10/15

Additional FeaturesHoneywell Ovation Cabin entertainment system2 HD Monitors, 2 Blue Ray DVD’sSat phone Irridium and ImarsatHigh Speed Sat data and independent GoGo Biz

Hawkeye Aircraft Acquisitions LLCMike McCracken, President

P.O. Box 345Safety Harbor, Florida 34695, USA

Tel: +1 727.796.0903Email: [email protected]

2013 Legacy 650


Best equipped on market - Competitively priced

Hawkeye Aircraft Acquisitions December.qxp 17/11/2015 15:29 Page 1

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

• No Damage History• Two Owners Since New• Airworthiness: 25 February 1991• 2C/4C, 3B, Gear O/H, Paint, 7.1 & GoGo

Wifi in Progress at WestStar

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• Aircell Axxess Iridium Satphone

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.New Paint scheduled for September 2015, pickyour own design and colors

MaintenanceOn CAMP. 2C/4C, 3B, Gear O/H, 7.1 & GoGoWifi in Progress at WestStar

Asking Price: Make Offer

All Trades Considered

All Trades Considered

Florida Jet Sales, Inc.1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

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

1991 Falcon 900B


Florida Jet F900B November.qxp 17/11/2015 11:40 Page 1

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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: 258369Registration: N621WHAirframe TT: 6274.6 Landings: 5400

EnginesHoneywell TFE731-5BR-1H Engine Program: MSPLeft Engine s/n P107350 Current Time: 6162 hrs,5292 cycles- MPI c/w 4191 hours (07/08) next due 6291 hours- CZI c/w 4191 hours (07/08) next due 8391 hoursRight Engine s/n P107311 Current Time: 6078 hours,5249 cycles- MPI c/w 4226 hours (11/08) next due 6232 hours- CZI c/w 4226 hours (11/08) next due 8400 hoursAPUHoneywell GTCP36-150 (W) APU Program : MSP4290 Hours 5400 Cycles

AvionicsAvionics Program Collins CASPADF Collins ADF-462Air Data Computer Dual Collins ADC-850DAvionics Package Collins EFIS-86E 5-tube / Pro Line 4Comm Radios Dual Collins VHF-422C w/ 8.33 spacingCVR Universal CVR-30BDME Dual Collins DME-442FMS Dual Universal UNS-1D w GPSFlightphone Magnastar C-2000 w Dual Handset (service off)GPS Dual Collins GPS-4000Hi-Frequency Collins HF-9000 w SELCALNav Radios Dual Collins VIR-432 w FM ImmunityRadar Altimeter Collins ALT-55BAdditional FeaturesAirshow 400- Wired for Wi-Fi- Long Range Oxygen

- Dee Howard Thrust Reversers- Precise Puleslights- CAMP Maint. Tracking- DeVore Tel-Tail LightingInteriorInterior 2006, 8 pax (5 beige leather seats with a 3 placenavy fabric divan) plus belted lav. Forward galley withCorian work surface, ice drawer, lighted crystal display,microwave, hot coffee, and china storage.Mar 2015 updates include re-dyed seats, new carpet /padding, new headliner, lower sidewalls recovered;new Flightfloor in galley, cockpit, and on steps; LEDlighting on lower sidewalls and headliner, new soundinsulation, new DVD/CD player with Bluetooth control,new stereo speakersExteriorPaint 2002, touched up in 2015. New LH & RHWindshield 03/15

1998 Hawker 800XP

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909EnginesAlliedSignal 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”

Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-mail: [email protected]


Mente December.qxp 19/11/2015 15:09 Page 1

SHOWCASE

Serial Number: 261Registration: G-MCMCAirframe TT: 920

• Two Private Owners Since New!• Aircraft Acquired By Current Owner in2006

• Only 920 Hours Total Time Since New!• Excellent Condition and Equipped with:

2-Tube EFIS-40Dual Garmin 530W’sHoneywell IHAS-8000 with TAS & TAWSHoneywell KMD-850 MFDBF WX-500 StormscopeArtex 406 ELT

• Freon Air Conditioning• No Damage History• Excellent Maintenance Performed byDaher-Socata

A+ and 10 Year Inspection Compliedwith at 885.4 hoursAnnual Inspection and C+ InspectionComplied with at 915.9 hours

Engine• Pratt & Whitney PT6A-64 (3,500 Hour TBO)

920 Hours TTSN (2,580 hours until engineoverhaul due)

Avionics• 2-Tube Color EFIS (EHSI/EADI)• 1 KFC 325 A/P (Auto-Pilot)

• 2 Garmin GNS 530 (IFR Com/Nav GPS)• 1 Radar Altimeter KRA 405B• 1 Multi-Function Display Honeywell KMD 850• 2 Transponder Garmin GTX 327/330• 1 Weather Radar Honeywell RDR 2000• Honeywell IAHS including:• KMH 880 (TAS Traffic Alert System &Terrain Warning System)

• WX 500 Stormscope displayed on HoneywellKMD 850

• 2 Airspeed Indicator• 2 Vertical Speed Indicator• 1 Electrical Attitude Indicator• 1 Vacuum Stand-By Attitude Indicator• Engine Control Gauges• Electric Pitch and Rudder Trim• Gas Generator Tachometer• Shadin ETM 700 Engine Trent MonitoringSystem

InteriorSix place VIP interior with comfortable beigeleather seats, burr walnut panelling andcontrasting “Ultrasuede” headlining with beigecarpeting

Aircraft Available Immediately andbased in Tarbes, France OwnerMotivated to sell before end of Year

2003 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 TBM 700C2 December.qxp 18/11/2015 10:52 Page 1

SHOWCASE

Serial Number: 258158Registration: N800AFAirframe TT: 9947Landings: 5637

FeaturesDELIVERED WITH FRESH 48 MONTH (E,F,G)INSPECTIONS, 10,000 HR. INSPECTION, 4 & 8YEAR X-RAY’S, AND GEAR OVERHAUL – ATWESTSTAR. AVIATION PARTNERS WINGLETSDUAL UNIVERSAL FMS UNS-1 LW (WAAS)WITH LPVFMS ARE CAPABLE OF NEXTGEN UPGRADESFOR CDLP, ADS-B out AND FAN 1A800XP STYLE INTERIOR800XP AIR CYCLE MACHINEAirframeGARRETT TFE-731-5R-1H on MSP GOLD ENGINE LEFT: S/N P91406 10792 TTENGINE RIGHT: S/N P 91474 9270 TTAPUHAMILTON SUNDSTRAND T-62T-40C8D1AvionicsCOMM: DUAL COLLINS VHF-422D w/22C

CTL. HEADSNAV: DUAL COLLINS VIR-32 w/8.33 KHZ

SPACINGAP: COLLINS APS-85 AUTOPILOTRADAR: COLLINS WXP-85C WEATHER XM: XM WEATHER ANTENNA WITH

BARON WiFi CONNECTION TO IPAD(FOREFLIGHT APP)

AHARS: DUAL COLLINS AHC-85 IRS: HONEYWELL LASEREFADF: COLLINS ADF-60A TDR: DUAL COLLINS TDR-94D W/MODE S

DME: DUAL COLLINS DME-42 EFIS: COLLINS 5 TUBE/MFD DISPLAYADC: DUAL COLLINS 82A AIR DATA

SYSTEMR/ALT: COLLINS ALT-55B RADIO ALT.

SYSTEM HF: COLLINS HF-9000 W/SELCALTCAS: COLLINS TCAS 4000 VERSION 7.0TAWS: UNIVERSAL CLASS AAdditionalFAIRCHILD F1000 FLIGHT DATA RECORDERCOCKPIT VOICE RECORDER – 100AIRIDIUM BASED AIRCELL ST-3100TELEPHONE SYSTEM

ELT – DORNE – MARGOLIN 8.1 W/NAVRVSM CERTIFIEDBAGGAGE COMPARTMENT AFT OF LAVGROUND POWER CONTACTORBUSS TIE CONTACTOR115 VAC 60 HZ INVERTERSAUTOMATIC POWER RESERVE (APR)LEAR-SIEGLER STARTER GENERATORSCONCORDE SEALED LEAD ACID BATTERIESEROS QUICK DONNING OXYGEN MASKSRADIO MASTER SWITCHFUEL TOTALIZERInteriorCOMPLETE INTERIOR INSTALLED IN 2004,INCLUDING ALL NEW SEATS, CABINETS,CABIN SHELL, HEADLINER, SIDE LEDGES,AIRDUCTS, NEW INTERIOR WIRING WITH LEDREADING AND UP WASH LIGHING.CONFIRGURED IN FORWARD FOUR PLACECLUB, AFT CLUB SEAT ON LEFT SIDE ANDRIGHT THREE PLACE DIVAN IN BEIGELEATHER, FIREBLOCKED PACKAGE TO MEET

FAR PART 135 REQUIREMENTS, FWD GALLEYw/MICROWAVE AND MAPCO, THREEENFLITE MAIN CABIN TABLES, FWD AND AFTBAGGAGE. BEIGE WOOL CARPET, WOODHIGH GLOSS CHERRY VENEER ON ALLCABINETS, GALLEY, LAV AND ENTRANCE.FLIGHT ENTERTAINMENT SYSTEM WITHDVD/CD, MOVING MAP DISPLAY, WIRELESSCABIN HEADSETSExteriorWHITE WITH MULTI BLUE STRIPES NEW 2012

AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1990 Hawker 125-800A


AeroSmith Penny Hawker 125 December.qxp 17/11/2015 11:44 Page 1

AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

InteriorSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd.1441 Aviation Park NE, 2nd Floor,

Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027Fax: (403) 637 [email protected]

Cessna Citation Ultras

20 Sold 5 Remaining that Must Be Sold!

John Hopkinson Ultras October.qxp 21/09/2015 15:58 Page 1

Compliant with EU‐OPS 1 for commercialoperationCerti"ied for 9 passengersThe 96th month inspection was performedin April/May 2014 at Jet Aviation in St.LouisThe engines are enrolled with JSSI platinumon‐condition programAPU is enrolled on the JSSI programNo Damage historyNot in storageFlorian Van Der CruyssenCall: +377 9777 01 04!lorian.vandercruyssen@globaljetmonaco.comwww.globalconcept.com

2006 Challenger 300New Asking Price: $9,8M

S/N: 20079

Global Jet CL300 November.qxp_Layout 1 17/11/2015 11:52 Page 1

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BIZAV REVIEW ❚ COMMUNITY NEWS

erhaps the most significant intellectual of the Enlight-enment era and the father of the discipline now knownas physics, Sir Isaac Newton, said “If I have seen fur-ther than others, it was by standing upon the shoul-

ders of giants”. In his recently published book, First Things First,renowned business guru and educator Stephen Covey notesthat “The world we live in is the legacy of those who have gonebefore us.”

Clearly, society builds upon the accomplishment of thosewho have gone before. The pace and efficacy of that growth,however, depends upon the willingness of current leaders toshare their experiences and their resources with those who maychoose to follow.

How often have we heard of a pending pilot shortage or thedisturbing prospects of fewer maintenance personnel as Busi-ness Aviation expands its role as an essential component of airtransportation in the US, Europe and elsewhere? No profes-sional within our community wants stagnation or decline. Thekey question, however, is what do we do about issues that cloudour future?

It is essential that we pursue opportunities to nurture those

who show an interest in flight. Thus we find the alignment ofOGARAJETS and Aviation Career Enrichment, Inc., fascinatingand most encouraging. These two Atlanta, Georgia-based or-ganizations occupy prominent positions at opposite ends of theGeneral Aviation spectrum, yet they have a common purpose—leveraging the value of aviation to society and contributing tothe future of the aviation community.

OGARAJETS serves the needs of corporations and entrepre-neurs domestically as well as globally that use or are contem-plating the use of business aircraft for company transportation.Founded in 1980 as the O’Gara Aviation Company by former USNavy F-8U pilots Ed O’Gara and John B. Foster III, the firm nowis led by John B. Foster IV, known to the community as Johnny.While his father remains active day-to-day, Johnny tends to busi-ness as OGARAJETS’ president. Is this father and son team ofaviators grooming a third generation to step in at some futuredate?

Reese Foster, son of Johnny and grandson of John B. Foster,experienced aviation at an early age, albeit with no awarenessof the family’s involvement as he attended his first NBAA con-vention at age one month. By age 5, he had been present at the

P

!

Philosophers say that fulfilment comes from the four Ls: Living Life fully, Loving, Learning and Leaving a Legacy.

For Business Aviation, the last L has particular importance, notes Jack Olcott.

The Value of Giving Back


Contributing to Aviation’s Future

Community News 1 Dec15.qxp_Layout 1 17/11/2015 11:44 Page 1

COMMUNITY NEWS ❚ BIZAV REVIEW


NBAA Annual Meeting and Convention six times!Familiarity, however, did not breed contempt as Reese’s inter-

est continued in spite of his family’s profession. At age 10, heand his father planned a trip from Florida to Oshkosh, Wisconsinin Johnny’s 100HP Legend Cub to attend AirVenture, the annualgathering of the EAA faithful at Wittman Field. While too youngto seek a student certificate, Reese nevertheless often handledthe controls from the rear seat of the updated design basedupon the venerable Piper Cub.

Aviation Career Enrichment, Inc.As Reese approached age 17, Johnny sought the best schoolfor his son’s pursuit of a Private Pilot’s certificate. Enter Julius J.Alexander, Jr., former educator in the Atlanta Public School sys-tem, retired PR specialist from Lockheed (Marietta division), ex-perienced flight instructor and founder of Aviation CareerEnrichment (ACE), a program Julius created in 1980 using avia-tion to motivate at-risk and economically disadvantaged youthin need of self-esteem and confidence.

By no means is ACE the only organization to employ aviationand flight training as a stabilizing force for challenged inner-cityyoungsters. Its successful story, however, exemplifies the contri-butions that a talented teacher with both a love of aircraft andan uncompromised dedication to his students brings to society.Born in the same Alabama city that lent its name to the famedTuskegee Airmen, the WWII squadron of African-Americanfighter pilots, Julius Alexander enrolled in the USAF Reserve Of-ficers Training Corp (ROTC) as a college student and soloed in aJ-3 Cub in the 1950s.

But Air Force flight training was not in his future, and hegraduated from Georgia’s Morehouse College (Dr. Martin LutherKing, Jr.’s alma mater and the only all-male school of higherlearning in the USA historically for blacks) in 1959 to become ateacher in the Atlanta public school system. Five years later he

earned his Private Pilot’s certificate, and the following year wasselected to be one of three teachers for an innovative aviationprogram offered to Atlanta high school students.

An essay by Alexander about aviation as a stimulus for edu-cation attracted the attention of Cessna Aircraft, which invitedhim to be one of 10 educators to attend a special aviation edu-cation workshop in Wichita. Other articles followed, and by theearly 1970s Alexander was gaining traction for the concept thataviation was a particularly effective tool for influencinginner-city youth.

For other students who were not able to enroll in one of hisaviation programs within Atlanta’s school system, Alexanderformed a cadet squadron of the Civil Air Patrol and thereby ex-panded his aeronautical outreach. During his tenure as a publicschool teacher, he earned his FAA certificates as a commercialpilot, ground instructor and CFI for singles and twins.

Although Alexander’s aviation program was popular and ap-parently effective, a new Superintendent of Schools in the At-lanta area decided that the district’s limited funds were betterspent on other subjects. Thus in 1974 Alexander resigned hisrole in public education and joined the Lockheed Corporation atits Marietta, Georgia facility, nearby Atlanta, in its PR depart-ment. He continued there until retiring in 1997 as a Senior Pub-lic Relations Representative. While at Lockheed andsubsequently following retirement, he continued his dedicationto youth aviation education.

Youth Program ContinuedTending to his day job with Lockheed but spending weekendswith his passion, Alexander encouraged youngsters throughseveral aviation enrichment programs. He led a team that de-signed Aviation Career Education, a concept that was eventuallyembraced by several aviation organizations in the form of ACECamps.

“ Its successful story,

however, exemplifies

the contributions that

a talented teacher with

both a love of aircraft

and an uncompromised

dedication to his students

brings to society. ”

REESE FOSTER WITH MR. ALEXANDER (RIGHT) ANDBILL MERCURE (LEFT), REESE’S DESIGNATED PILOT EXAMINER


AgustaWestland’s AW609 Tiltrotors will beacquired by The UAE Joint Aviation Com-mand (JAC). Plans call for deliveries to theJAC to begin in 2019. The command alsohas options for three additional tiltrotors. Itcurrently operates 11 AgustaWestlandAW139 helicopters for various missions, in-cluding SAR. The AW609 promises to pro-vide twice the speed and twice the rangeof a conventional helicopter.www.agustawestland.com

Bombardier showcased the first twoGlobal 7000 flight test vehicles (FTVs) atthe Company's state-of-the-art assemblyline in Toronto last month. "With a no-compromise approach and forward-think-ing technology, the 7000 is thenumber-one priority for Bombardier Busi-ness Aircraft and for me personally,” saidDavid Coleal, President, BombardierBusiness Aircraft.

Meanwhile, Bombardier received Trans-port Canada (TC) Certification for its Chal-lenger 650 aircraft, and formally cancelledthe Learjet 85 program with a $1.2bnwrite-down 10 months after placing theprogram on an indefinite pause. www.businessaircraft.bombardier.com

Cirrus Aircraft has broken ground on its$15m, 11-acre “Vision Center” inKnoxville, Tennessee. According to Cirrus,the Knoxville facility will be “a flagship lo-cation for all Cirrus Aircraft, pilot, ownerand customer activities”. All Cirrus aircraftproduction remains at Duluth, Minn., andGrand Forks, N.D., and SF50 certificationremains targeted for year-end. www.cirrusaircraft.com

Gulfstream received FAA STC approval toinstall a Future Air Navigation System(FANS) 1/A+ system on GVs. Fans 1/A+ isrequired over certain North Atlantic andsome Pacific routes and helps air traffic con-trollers handle growing levels of air trafficby reducing spacing between aircraft.www.gulfstream.com

OEM Bites

By 1980, his core efforts morphedinto what became Aviation Career En-richment, Inc., whereby any youth whodemonstrated an interest could learnabout flying by spending three hourseach Saturday morning with Alexander,attending ground school and relatingaeronautics to math and physics. Tuition,so to speak, was $12/month, and stu-dents often found sponsors to covertheir cost of participation. In addition toattending ground school, manyteenagers also took flying lessons fromAlexander, and his Aviation Career En-richment activities at Atlanta’s FultonCounty Airport grew.

Since its formation 35 years ago, theprogram has reached over 1,000 individ-uals, and Alexander has logged wellover 11,000 flight hours. Over 180young aviators undertook their first solounder his supervision and several arenow employed with the ScheduledAirlines.

Giving Back; Building ForwardJohnny Foster selected Julius Alexanderto be Reese’s flight instructor out of re-spect for the educator’s aviation skillsand admiration for the mentoring roleJulius plays within the aviation commu-nity surrounding Fulton County Airport.His belief in ACE extended beyondReese’s immediate needs, however.

OGARAJETS created a significantendowment that provides scholarshipfunding for ACE students who showpassion and commitment for aviationas a career. It is from those studentsthat future aviators will surface.

Still serving as a motivating force forinner city youth, Alexander’s AviationCareer Enrichment program has ex-panded and is active today, open toanyone who wishes to pursue flying asa career or avocation. The school op-erates four aircraft—two Cessna 172s,a Piper Comanche and a donatedCessna 310 currently undergoing refur-bishment—two simulators and a flighttraining device. Most of the teachersand mentors are volunteers, althougha small number of independent CFIsare modestly compensated for theiractivities.

While ACE focuses on Atlanta youthfrom ages 9 through 18, adults arewelcome to participate in the ACEAdult Flying Club. The appeal of avia-tion knows no age limit, offering fulfil-ment to all who seek the benefits offlight.

OGARAJETS’ support of ACE is aworthy example of creating a legacythat adds value to all who participatein aviation, now and in the future. ❚

www.myflyace.org


BIZAV REVIEW ❚ COMMUNITY NEWS


Marketplace

www.aircraftsales.com

Skyservice Jet SalesPrice: Please call

Year: 2006

S/N: 525B-0118

Reg:

TTAF: 2134.7

Location: Canada

Well-maintained 2006 Citation CJ3. Only 2134.7 total flight time onaircraft. Always professionally flown. This aircraft is equipped withCollins avionics, VIP seating, CAMP maintenance tracking, andmuch more. Avionics: Collins Pro Line 21 IntegratedAutopilot/Flight Director/EFIS. Rockwell Collins Corporate AircraftService Program (CASP) coverage. Int: Interior condition 9/10.Ext: Matterhorn white with dual striping accents (silver andburgundy metallic) Exterior condition 9/10. Additional Features:Monorail sun visors. Bravo/Encore entry stairs (replaced CJ3stairs)

Cessna Citation CJ3 Tel: +1 (403) 592-3715 E-mail: [email protected]

Skyservice Jet SalesPrice: $15,800,000 USD

Year: 2009

S/N: 5786

Reg: C-FLMK

TTAF: 1365.4

Location: Canada

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior paintedin 2014, 10 Passengers, VIP floor plan, 6 single seats in double-clubarrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jump-seat, Large full-service beverage and food galley, High-temp convectionoven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory withvanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forwardwardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, CollinsADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver,Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, CollinsDME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM)certified

Bombardier Challenger 605 Tel: +1 (403) 592-3715 E-mail: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 1998

S/N: 50-264

Reg: C-GWFK

TTAF: 5753.7

Location: Canada

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 totalflight time on aircraft. Always professionally flown. Thisaircraft is equipped with Collins avionics, VIP seating,executive tables, full galley, entertainment center and muchmore. Engines: Make / Model: Honeywell TFE-731 (onMSP). APU: Model: Honeywell GTCP36-100A (on MSP).S/N P-383; 2518.0 Hours Since New (as of June 2015).Avionics: Avionics Package: Dual Collins EFIS-4000/ProLine 4. Flight Director (FD): Dual Collins EFIS-4000 (4-Tube). Auto-Pilot: Collins APS-4000

Dassault Falcon 50EX Tel: +1 (877) 759-7598 Email: [email protected]

Skyservice Jet SalesPrice: $3,900,000 USD

Year: 2004

S/N: 45-239

Reg: C-GJCY

TTAF: 3310

Location: Canada

Well-maintained 2004 Learjet 45XR. 3244.4 total flight timeon aircraft. Always professionally flown. This aircraft isequipped with Honeywell Primus avionics, Airshow, CAMPmaintenance tracking, and much more.Engines: Honeywell TFE-731-20BR-1B. Additional Features:CAMP Enrolled Maintenance Tracking. Reduced VerticalSeparation Minima (RVSM) Certified. ARTEX C406-2Emergency Locator Transmitter (ELT). Iridium ICS-100SATCOM System. Airshow 400 Network

Bombardier Learjet 45XR Tel: +1 (403) 592-3715 E-mail: [email protected]

Kevin IocovozziPrice: $21,500,000 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]


P156-159.qxp 18/11/2015 12:51 Page 1

Marketplace

LuxejetPrice: $6.495M US

Year: 1999

S/N: 5400

Reg: N60055

TTAF: 4,786

Location: USA

Engines: GE CF34-3B. #1 4,634 Hours 2,347 Cycles. #24,786 Hours 2,443 Cycles. APU: GTCP 36-150. 3,877 HoursSince New. Bombardier Smart Parts Plus. GE On-PointEngine Coverage. APU on Honeywell MSP Gold. 192Airframe/Gear Restoration June 2015. Duncan-Lincoln.Collins Pro Line 4 Avionics System. Collins TTR-2100 TCASw/change 7.1. Dual Collins FMS-6000 FMS’s w/WAAS LPV.Dual Collins GPS-4000S. Floor plan configured for nine (9)passengers plus a forward jump seat.

Challenger 604 Tel: + 704.904.3405 Email: [email protected]

www.Luxejet.aero

Capital Jet GroupPrice: $11,895,000

Year: 2008

S/N: 20202

Reg: N360PA

TTAF: 2979

Location: USA

2 U.S. corporate owners since new, MSP engines & APU,2011 Bombardier paint. Over $1 Million in upgrades.ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAASGPS/LPV FMS, LINKS 2000+, ADS-B out, EmergencyHydraulic Generator, Universal Weather, TCAS II Change7.1, IMS 3500 Aircraft Information Manager, CVR/FDR,Dual HF w/Selcal, Dual AFIS, Iridium Satphone.9 pax fireblocked double club interior

Challenger 300 Tel: +1 (703) 917 9000 E-mail: [email protected]

Capital Jet GroupPrice: $3,950,000

Year: 2007

S/N: 560-0758

Reg: N62WA

TTAF: 2686

Location: USA

One U.S. owner since new, recent HSI, no damage history.Start with FADEC, Trailing Link Gear, great runway & cruiseperformance , great DOC’s, and single pilot capability. Addin WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7,IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, &Enhanced Map Overlays. Top it off with HID lighting,Stormscope, Aircell Iridium phone, & too many extras tomention. Maintained by a top Citation facility

Citation Encore+ Tel: +1 (703) 917 9000 E-mail: [email protected]

International Jet MarketsPrice: $850,000.00

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: + 1-850-213-3218 Email: [email protected]

Lance O'DonnellPrice: $2,349,000 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


P156-159.qxp 18/11/2015 12:51 Page 2

Marketplace

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]

Oleksandr KudinPrice: Please call

Year: 2010

S/N: 1256

Reg: SP-SAB

TTAF: 1405

Location: Poland

Freshly after 5-year maintenance. Cabin - Executive 6+2seats. AvionicsPrimus Apex, FMS KDU 1080, Dual GPSKGS 200, ELT 406, Dual Transponder KXP 2290 Mode S,WX-Radar, Radio Altimeter, TAWS B/TCAS 1 KMH-980,ADAHRS KSG 7200 dual channel, DME, ADFAdditional FeaturesConnected Flight Deck, large oxygenbottle, NiCd batteries, CVFDR, Electronic Charts, ElectronicChecklist, Stormscope, VNAV, LPV, underwing recognitionlights, satphone antenna

Pilatus PC-12 NG Tel: +48 (0) 505 540 680 E-mail: [email protected]


P156-159.qxp 18/11/2015 12:51 Page 3

Marketplace

SkyWorld AviationPrice:

Year: 2004

S/N: TBD

Reg: TBD

TTAF:

Location: United Kingdom

Fleet of 5 x 2004 Embraer ERJ 145 LR’s For Sale

FAA compliantLong range capabilityAir Stair Door50 leather seatsEngine thrust reversersEngines enrolled in RR Total Care

2004 Embraer ERJ-145 LR Tel: +44 (0) 1753 832 088 E-mail: [email protected]

www.skyworld.co.uk

David FitzgeraldPrice: $1,875,000 USD

Year: 2007

S/N: 1135

Reg: N165SL

TTAF: 6317

Location: USA- MA

Engine Specs: Left Engine PCE- -RK0218, Time Since New6286, Time Since Major Overhaul 2309, Since HSI 310,Right Engine PCE- -RK0217, Time Since New 6292, TimeSince Major Overhaul 2303, Since HSI 305, Prop(s): LeftPropeller KU94, Time Since Overhaul 2548, Next Due:January 2017, Right Propeller HF233, Time Since Overhaul418, Next Due: February 2019, Avionics: Collins Pro Line21, Interior: 8 Pax interior

Piaggio P-180 Avanti II Tel: +1 (0) 727-366-4832 E-mail: [email protected]

Henry Liddell-GraingerPrice: $4,100,000 USD

Year: 2000

S/N: 760506

Reg: M- AKAR

TTAF: 1481

Location: United Kingdom

Annual Inspection: Due 18 Dec 2015, #1 Engine:TBO 3000/Time470.24 TSN/Remaining 2529.36, #2 Engine: TBO 3000/Time 475.19TSN/Remaining 2524.41, Main Gear Box: TBO 3250/Time 84.20TSN/Remaining 3165.40, Intermediate Gear Box: TBO 4500/Time1481.00 TSN/Remaining 3019.00, Tail Gear Box: TBO 4000/Time1481.00 TSN/Remaining 2519.00, Avionics: Honeywell SPZ-7600DAFCS, Honeywell Primus 440 Radar, Bendix/King KTR-908,Honeywell EDZ-705 EFIS, Bendix/King KNR-634A NavigationSystem, Paint: New December 2000. Overall Gun Grey. Interior: NewDecember 2000. Beige Carpeting, Forward facing Bench Seatingplus 2 Captain chairs configuration in Tan leather

Sikorsky S-76C++ Tel: +1 (0) 727-366-4832 E-mail: [email protected]

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAMwww.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


Augsburg Air ServicePrice:

Year: 2013

S/N: TBD

Reg: TBD

TTAF: 950h

Location: Germany

EASA-Reg, Pro Line 21 Avionics (4displays), GPS-4000S Upgrade, WAAS, TCAS II, ELT-406, 2x ATC XPDR/DME/AHRS, L3 COM FDR+CVR Aircell, LED lighting - very good condition!

Nextant +49 821-7003-100/-145Email: [email protected]

P156-159.qxp 18/11/2015 12:52 Page 4

21st Century Jet Corporation ...............................162ABACE.......................................................................124AeroSmith/Penny ....................................................148Affinity Aviation..............................................134 - 135Air Charter Service ....................................................45Aircraft Guaranty Corporation.................................75AMAC ...........................................................................99American Aircraft Sales .........................................101Aradian Aviation..........................................................93Asian Sky Group......................................................127Aviation Advisors........................................................81Avjet Corporation ..............................................40 - 41 Avpro ....................................................................10 - 14Bell Aviation........................................................58 - 59Bombardier .............................................................1, 15Boutsen Aviation......................................................125CAAP ..............................................................138 - 139Central Business Jets.............................................163Charlie Bravo ..............................................................91Conklin & de Decker ...............................................111Corporate AirSearch Int’l .......................................147Corporate Concepts .......................................55, 113

Dassault Falcon Jet ........................................2 - 3, 79 Duncan Aviation..........................................................67Eagle Aviation..............................................................27Elliott Jets ...........................................................28 - 29Florida Jet Sales.......................................................145Freestream Aircraft USA....................................16-19 Gamit ............................................................................95General Aviation Services........................................49Global Jet Monaco ..................................32 - 33, 150Hagerty Jet Group .....................................................85Hatt & Associates ......................................................39Hawkeye Aviation ....................................................144Intellijet International ..............................................6 - 7International Aviation Marketing..............................99Jet Bed..........................................................................87Jet Sense Aviation........................................128 - 133Jet Support Services (JSSI) ....................................65JetBrokers ...........................................................52 - 53 Jetcraft Corporation ................................50 - 51, 164Jeteffect......................................................................107JETNET.........................................................................74JetPro Texas...................................................140 - 141

Jets4Udirect..............................................................143John Hopkinson & Associates ....................126, 149Lufthansa Bombardier Aviation Services .............69Leading Edge Aviation Solutions .........................119Lektro..........................................................................111Mente Group ............................................................146Mesinger Jet Sales............................................23 - 25OGARAJETS .....................................................34 - 35 OHS Aviation Services.............................................71Par Avion ...................................................................111Reed Aviation ...........................................................115Rolls-Royce..................................................................47Singapore Airshow..................................................152Sojourn Aviation.......................................................142Southern Cross Aviation ........................................117Tempus Jets.................................................................61The Elite London......................................................151The Jet Business ........................................................43Welsch Aviation........................................5, 136 - 137 Wright Brothers Aircraft Title...................................77

Advertiser’s Index

AvBuyer (USPS 014-911), December 2015, Vol 19, Issue No 12 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.


PRODUCTS & SERVICES

(ARGUS) announced that LunaJets has become the first European charterbroker to earn the ARGUS Certified Charter Broker Rating. As the mostrecognized and trusted source of information on the charter business aroundthe world, the ARGUS Charter Broker Program raises the bar to meet thehigh expectations and due diligence requirements of charterconsumers and commercial aircraft operators. Although there are manycharter brokers in the industry, only the finest can qualify as an ARGUSCertified Charter Broker. www.aviationresearch.com

ARGUS International

Dassault Aviation have introduced a new avionics upgrade that willprovide Falcon 900A and B operators with a range of importantoperational benefits, including an enhanced air traffic managementcapability and more reliable, cost-effective component offerings.Known as “Falcon Select II”, the upgrade will enable operators totake advantage of next-generation ATM features such as ADS-BOut, FANS 1/A, and LPV offered on newer Dassault EASy-equipped aircraft models. www.dassaultaviation.com

Dassault Aviation

Clay Lacy have opened 2.5 acres of new ramp space at its VanNuys Airport FBO providing additional space for arrivals anddepartures, accommodate overnight parking and reduce thefrequency of aircraft towing. It marks the first phase of a $10million, 6-acre development and improvement plan designed tocreate Los Angeles' most secure and private corporate aviationcomplex. "We are excited that significant progress is being madetoward completion of our much-anticipated South Campus," saidClay Lacy Aviation President and CEO Brian Kirkdoffer. "Everydetail of our new and improved facilities has been designed withthe privacy, comfort and safety of our clients in mind."www: claylacy.com

Clay Lacy Aviation

Duncan Aviation recently painted a Gulfstream GV unlike any other.The aircraft, N888XY, is branded SEXYjet and is managed byMetropolitan Aviation. The owner’s personal designer and DuncanAviation completions designers worked together to make theoriginal concept applicable to aviation, meeting FAA requirementsfor things like registration numbers, placarding, and paintreflectance values. The paint products used for the two-toneaesthetic of the project were two primary systems: SherwinWilliams satin black base with satin clear coat and AxaltaChromalusion’s “color changing” base coat color called PerfectJade followed by a gloss clear coat. www.duncanaviation.aero

Duncan Aviation

P160.qxp 19/11/2015 15:14 Page 1

AIRBUSA318 Elite . . . . . 32A319 . . . . . . . . . . 32, 134A320 VIP . . . . . . 113A330 . . . . . . . . . . 113A340 . . . . . . . . . . 113

AVIATHusky A-1C . . . . 113

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 16, 24, 40, 113, 164DC8-62 . . . . . . . . 113727-200 . . . . . . . 113737-200 . . . . . . . 113737-300 . . . . . . . 40 757 VIP . . . . . . . . 40

BOMBARDIERGlobal 5000 . . . . 10, 32, 51, 107, 111,. . . . . . . . . . . . . . . 113, 125, 164Global 6000 . . . . 7, 32, 51, 81, 164Global Express . 15, 40, 50, 51, 52,. . . . . . . . . . . . . . . . . 113, 164Global Express XRS 1, 7, 15, 18, 40,. . . . . . . . . . . . . . . 51, 91, 119, 134, 164Challenger300 . . . . . . . . . . . 32, 51, 113, 115. . . . . . . . . . . . . . . 125, 126, 129, 135. . . . . . . . . . . . . . . 150, 157, 163, 164600 . . . . . . . . . . . 34, 49, 50601-1A . . . . . . . . 91601-3A . . . . . . . . 101, 107601-3A/ER . . . . 101, 107, 126604 . . . . . . . . . . . 12, 19, 32, 47, 51,. . . . . . . . . . . . . . . 107, 157, 164605 . . . . . . . . . . . 18, 50, 107, 135, 156850 . . . . . . . . . . . 15Learjet 31A . . . . . . . . . . . 47, 52, 107, 11735A . . . . . . . . . . . 52, 15736A . . . . . . . . . . . 15840 . . . . . . . . . . . . 52, 5840XR . . . . . . . . . . 10745 . . . . . . . . . . . . 12, 13, 19, 52, 101. . . . . . . . . . . . . . . 107, 117, 14145XR . . . . . . . . . . 15, 28, 41, 50, 51. . . . . . . . . . . . . . . 107, 133, 156, 16455 . . . . . . . . . . . . 5260 . . . . . . . . . . . . 12, 47, 91, 107, 12860XR . . . . . . . . . . 51, 117, 130, 131,. . . . . . . . . . . . . . . 164

CESSNACitationII . . . . . . . . . . . . . 53V. . . . . . . . . . . . . . 58, 91X . . . . . . . . . . . . . 28, 39, 91, 101, 107,. . . . . . . . . . . . . . . 117, 163X+ . . . . . . . . . . . . 24

XLS . . . . . . . . . . . 32, 91, 93XLS+ . . . . . . . . . . 28CJ1. . . . . . . . . . . . 27, 125CJ1+ . . . . . . . . . . 12CJ2 . . . . . . . . . . . . . 12, 25, 58, 132CJ3. . . . . . . . . . . . 27, 111, 156Bravo . . . . . . . . . 28, 29, 52, 53Conquest I . . . . . 27Conquest II . . . . 59Excel . . . . . . . . . . 28, 93, 101, 157Encore + . . . . . . 29, 52, 157Jet . . . . . . . . . . . . 53, 58, 125M2 . . . . . . . . . . . . 27Sovereign . . . . . . 49, 50, 51, 93, 113,. . . . . . . . . . . . . . . 163, 164SII . . . . . . . . . . . . 59Stallion . . . . . . . . 81Ultra . . . . . . . . . . 29, 53, 149Mustang . . . . . . . 47, 93400 . . . . . . . . . . . 27421B . . . . . . . . . . 52421C . . . . . . . . . . 52500 . . . . . . . . . . . 143501-1/SP . . . . . . 81

DORNIER328 . . . . . . . . . . . 49, 125

EMBRAEREMB-135 LR . . . 113EMB-145 EP . . . 113EMB-145 LR . . . 159Legacy 600 . . . . 51, 52, 101, 164Legacy 650 . . . . 144Phenom 100 . . . 107, 125Phenom 300 . . . 58, 107

FALCON JET7X . . . . . . . . . . . . 11, 24, 33, 49, 125,. . . . . . . . . . . . . . . 162, 16310 . . . . . . . . . . . . 5220F . . . . . . . . . . . 5250 . . . . . . . . . . . . 34, 126, 16250EX . . . . . . . . . . 11, 25, 117, 156, 162900 . . . . . . . . . . . 162900B . . . . . . . . . . 11, 25, 52, 145, 146,. . . . . . . . . . . . . . . 162900C . . . . . . . . . . 162, 163900EX . . . . . . . . . 18, 25, 47, 111, 119,. . . . . . . . . . . . . . . 162900EX EASy . . . 3, 11, 51, 163, 162900LX . . . . . . . . . 3, 11, 85,162, 162,. . . . . . . . . . . . . . . 1642000 . . . . . . . . . . 11, 49, 58, 117, 125,. . . . . . . . . . . . . . . 1262000LX . . . . . . . . 3, 7, 50, 51, 91, 113,. . . . . . . . . . . . . . . 117, 1642000S . . . . . . . . . 3

FOLLANDGnatt . . . . . . . . . . 52

GULFSTREAMIV . . . . . . . . . . . . . 107IVSP . . . . . . . . . . 10, 47, 85, 107, 119,. . . . . . . . . . . . . . . 163V. . . . . . . . . . . . . . 41, 51, 107, 119,. . . . . . . . . . . . . . . 125, 136100 . . . . . . . . . . . 93, 163150 . . . . . . . . . . . 85, 93, 107200 . . . . . . . . . . . 10, 24, 41, 51, 81,. . . . . . . . . . . . . . . 93280 . . . . . . . . . . . 25, 139, 156450. . . . . . . . . . . . 10, 17, 33, 51, 85,. . . . . . . . . . . . . . . 93, 107, 142, 164550 . . . . . . . . . . . 7, 10, 16, 24, 41, 51,. . . . . . . . . . . . . . . 52, 61, 81, 85, 93,. . . . . . . . . . . . . . . 101, 107, 164650 . . . . . . . . . . . 34, 51, 164650ER . . . . . . . . . 43

HAWKER BEECHCRAFTKing Air200 . . . . . . . . . . . 52B200 . . . . . . . . . 28, 49, 93300 . . . . . . . . . . . 29350 . . . . . . . . . . . 13, 29, 93, 117, 127,. . . . . . . . . . . . . . . 137, 139C90 . . . . . . . . . . . 93C90A . . . . . . . . . . 125C90 GT . . . . . . . . 93E90 . . . . . . . . . . . 59F90-1 . . . . . . . . . 59BeechcraftDuke A60 . . . . . . 52Premier I . . . . . . 29Hawker400A . . . . . . . . . . 91400XP . . . . . . . . . 93700A . . . . . . . . . . 52750 . . . . . . . . . . . 93800A . . . . . . . . . . 148800B . . . . . . . . . . 143,800XP . . . . . . . . . 12, 39, 41, 53, 93,. . . . . . . . . . . . . . . 138, 146850XP . . . . . . . . . 51, 93900XP . . . . . . . . . 34, 51, 93, 119, 125,. . . . . . . . . . . . . . . 1404000 . . . . . . . . . . 39

IAIAstra SP . . . . . . . 126Astra SPX. . . . . . 24

NEXTANTNextant 400XT . 159

PIAGGIOP-180 Avanti II . 159

PILATUSPC12 NG . . . . . . 24, 158PC12/45 . . . . . . . 59

PIPERMeridian . . . . . . . 59

ROCKWELLTurbo Commander 690B. . .53

SABRELINER65 . . . . . . . . . . . . 52

SOCATATBM 700B . . . . . 53TBM 700C2 . . . . 147TBM 850. . . . . . . 13

WESTWINDWestwind I . . . . . 81

HELICOPTERSAGUSTAWESTLANDA109S Grand . . 13A109 Power . . . . 50, 51, 164AW109 . . . . . . . . 113AW109SP . . . . . . 125A119 KE . . . . . . . 125AW139 . . . . . . . . 13, 99Koala . . . . . . . . . . 93,

BELL206L4 . . . . . . . . . 158212 . . . . . . . . . . . 158412 EMS . . . . . . 158427 . . . . . . . . . . . 107

EUROCOPTER/AIRBUSAS350 B-2 . . . . . 14AS355-F-2 . . . . . 13, 14, 113AS355N . . . . . . . 125AS365N3 . . . . . . 14EC 120 B . . . . . . 113EC 130 B4 . . . . . 13, 125EC 135 P2 . . . . . 19EC 135 P2+ . . . . 93EC 135 T1 CDS . 125EC 135 T2i . . . . . 13EC 145 . . . . . . . . 14EC 155 B1 . . . . . 14

MCDONNELL DOUGLASMD900 . . . . . . . . 93

SIKORSKYS-76C+ . . . . . . . . 14, 51S-76C++ . . . . . . 14, 19, 99, 119, 159

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS

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P161 DEC15 A/C Index.qxp 19/11/2015 16:39 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900B

21st Century October.qxp 22/09/2015 14:51 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Citation Sovereign SN156 and Falcon 900EXy SN238 (Lease Only)

Now Actively For Sale2011 FALCON 7X SN 120

Less than 1000 Hours TT, ESP Gold, SingleOwner with Long Standing Falcon History

LIKE NEW CITATION X SN 207Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

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

1999 CITATION X SN N750GMOriginal Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

2013 Falcon 7X SN 213 Has Been Sold

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 02/14by Bombardier, MSP Gold Engine Program, ATG-5000Gogo Biz w/ WIFI, Premium Interior Package, Single

Midwestern US Owner

GIVSP SN 1453Single Midwestern US Owner, Only 4600 Hours TT,

Aft Galley, 16 PAX, External view Camera

2002 FALCON 900C SN 1944300 TT, Recent 2C, 12 Year and Gear Overhaul,Brand New Paint, Refurbished Interior, MSP Gold,

Equipped for European Operations

New Paint

CBJ December.qxp_CBJ November06 17/11/2015 14:38 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2007 BOEING BUSINESS JET S/N 35990

• 1,769 Hours; 476 Cycles• 2C Inspection June 2014• 15 Passenger with

Master Bedroom

2006 DASSAULT FALCON 900EX EASy S/N 165

• Low Time with Only 1,968 Hours• EASy II Provisions in Place• Dry Bay Mod Complete

2008 CESSNA CITATION SOVEREIGNS/N 680-0250

• 1,653 Hours; 1,023 Cycles• Airframe on ProParts; Engines on

Power Advantage Plus, APU on AUX Advantage

• Nine(9) Passengers in VIP Configuration

2010 BOMBARDIER LEARJET 45XR S/N 381

• 1,260 Hours; 1,072 Cycles• Fresh Bombardier – Wichita Phase

A/B Inspections• Fresh Bombardier Pre-Buy

2008 EMBRAER LEGACY 600 S/N 14501061

• Low Time Aircraft with a 2” Dropped Floor

• Aircell ST-3100 SatCom• Premium Entertainment Options

2013 BOMBARDIER GLOBAL 6000 S/N 9515

• Rockwell Collins Pro Line Fu-sion “Vision” Flight Deck

• Increased MTOW to 99,500 lbs• 16 Passenger with Crew Rest

Making the complex simple for over 50 years.

ALSO AVAILABLE2010 AGUSTA A109 POWER2007 CHALLENGER 3002003 CHALLENGER 6042014 GLOBAL 50002012 GLOBAL 60002002 GLOBAL EXPRESS2010 GLOBAL XRS2004 LEARJET 45XR2008 LEARJET 60XR2011 CITATION SOVEREIGN2009 FALCON 2000LX2010 FALCON 900LX2008 GULFSTREAM G4502005 GULFSTREAM G5502013 GULFSTREAM G650

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