avbuyer magazine january 2015

AVBUYERWORLD

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

January 2015

™

Aircraft Comparative Analysis –Learjet 60/60XR

Avionics Mandates Overview

Dealer Broker Market Update

Complacency –The Silent Killer

THIS MONTH

www.AVBUYER.com

Reflections onAircraft Marketing

See pages 6 - 7for further details

Intellijet FC January 2015_FC December 06 17/12/2014 11:26

Project1_Layout 1 05/01/2015 11:56 Page 1

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

AIRBUSA320 VIP . . . . . . 140

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 19, 48, 51, 140CRJ-200 ER . . . . 19, CRJ-200 LR . . . . 140 CRJ-900 . . . . . . . 105 S27-200 VIP . . . 105

BOMBARDIERGlobal 5000 . . . . 10, 48, 124, 140Global 5000LE. . 10 Global 6000 . . . . 27, 48, 91, 140Global Express . 10, 55, 75Global Express XRS . 48, 140Challenger300 . . . . . . . . . . . 48, 83350 . . . . . . . . . . . 27 600 . . . . . . . . . . . 31 601-3AER. . . . . . 12 601-3A . . . . . . . . 58, 91 604 . . . . . . . . . . . 12, 31, 40, 48, 58, . . . . . . . . . . . . . . . 75, 97605 . . . . . . . . . . . 75, 83, 95, 140850 . . . . . . . . . . . 48, 97, 140Learjet 31A . . . . . . . . . . . 59 31ER . . . . . . . . . . 81 36A . . . . . . . . . . . 134 40XR . . . . . . . . . . 97, 11745 . . . . . . . . . . . . 14, 21, 40, 59, 91, 9945XR . . . . . . . . . . 91, 14060 . . . . . . . . . . . . 21, 91 60SE . . . . . . . . . . 59 60XR . . . . . . . . . . 59, 91, 115

CESSNACitationII. . . . . . . . . . . . . . 69V. . . . . . . . . . . . . . 13, 58X . . . . . . . . . . . . . 12, 13, 33, 40, 83, . . . . . . . . . . . . . . . 91, 139XL . . . . . . . . . . . . 13, 69, 113XLS . . . . . . . . . . . 33, 99 XLS+ . . . . . . . . . . 33, 69, 140 CJ . . . . . . . . . . . . . 81 CJ1+ . . . . . . . . . . 33 CJ2 . . . . . . . . . . . . . 14, 55, 69, 75, 140CJ3. . . . . . . . . . . . 13, 75, 81, 99, 118Bravo . . . . . . . . . 35, 58, 97

Encore . . . . . . . . 13, 45Encore +. . . . . . . 13Jet . . . . . . . . . . . . 97Mustang . . . . . . . 13, 135M2 . . . . . . . . . . . . 69Sovereign. . . . . . 12, 55, 139SII . . . . . . . . . . . . 80Ultra . . . . . . . . . . 13, 69, 80, 91, 127414A . . . . . . . . . . 69

EMBRAEREMB-145 EP . . . 55Legacy 500 . . . . 140Legacy 600 . . . . 49, 58, 83, 123, 140Lineage 1000. . . 140

FAIRCHILD DORNIER328 . . . . . . . . . . . 69 F300 . . . . . . . . . . 133

FALCON JET7X . . . . . . . . . . . . 3, 11, 43, 47, 80, 1387X EASy II . . . . . 75 20E . . . . . . . . . . . 75 20F . . . . . . . . . . . 139 20F 5BR . . . . . . . 91 20-5F. . . . . . . . . . 97 50 . . . . . . . . . . . . 12, 45, 75, 101, 138, . . . . . . . . . . . . . . . 13950-40 . . . . . . . . . 139,50EX . . . . . . . . . . 3, 12, 99, 138900B . . . . . . . . . . 12, 27, 31, 91, 121, . . . . . . . . . . . . . . . 138, 139900C . . . . . . . . . . 80, 138900EX . . . . . . . . . 19, 48, 138900EX EASy . . . 49, 138900LX . . . . . . . . . 3, 11, 40, 138, 1402000 . . . . . . . . . . 11, 45, 47, 912000EXEASy . . 48, 1402000LX . . . . . . . . 3, 11, 33, 1402000S . . . . . . . . . 3, 11

GULFSTREAMIV . . . . . . . . . . . . . 10, 11, 49, 51, 83, . . . . . . . . . . . . . . . 91, 133IVSP . . . . . . . . . . 20, 49, 55, 63, 83, . . . . . . . . . . . . . . . 140V. . . . . . . . . . . . . . 27, 33, 83, 95, 112, . . . . . . . . . . . . . . . 133100 . . . . . . . . . . . 59 150 . . . . . . . . . . . 27, 91200 . . . . . . . . . . . 10, 31, 45, 59, 97,

. . . . . . . . . . . . . . . 116, 139280 . . . . . . . . . . . 125300 . . . . . . . . . . . 27 450 . . . . . . . . . . . 7, 10, 20, 51, 59, 83, . . . . . . . . . . . . . . . 121, 133, 140 550 . . . . . . . . . . . 7, 10, 20, 45, 49, 50, . . . . . . . . . . . . . . . 63, 75, 91, 122, 140650 . . . . . . . . . . . 10, 27

HAWKER BEECHCRAFTBeechcraft 400A . . . . . . . . . . 14, 35, 58Premier 1 . . . . . . 91Premier 1A . . . . . 135King Air100 . . . . . . . . . . . 14 200 . . . . . . . . . . . 33, 35, 81350 . . . . . . . . . . . 91, 101C90 . . . . . . . . . . . 75C90B . . . . . . . . . . 14, 136F90-1. . . . . . . . . . 81Hawker400XP . . . . . . . . . 35, 91, 97800A . . . . . . . . . . 80800SP . . . . . . . . . 133800XP . . . . . . . . . 7, 12, 31, 47, 91, 101,. . . . . . . . . . . . . . . 114, 126900XP . . . . . . . . . 401000A . . . . . . . . . 134

IAIAstra . . . . . . . . . . 59, 101Astra SPX. . . . . . 91

NORTHROPF-5 Tiger . . . . . . . 103

PIAGGIOAvanti P180 II . . 75

PILATUSNG . . . . . . . . . . . . 120

PIPERCheyenne II . . . . 135Meridan . . . . . . . 81

SOCATATBM 700C2 . . . . 59, 119TBM 850. . . . . . . 35

HELICOPTERSAGUSTAWESTLANDA109A II Plus . . 14A109E Power. . . 14A119 KE . . . . . . . 75Grand . . . . . . . . . 75

BELL206 L4 . . . . . . . . . 134212 . . . . . . . . . . . 134 412 EMS . . . . . . 134429 . . . . . . . . . . . 51

EUROCOPTERAS 350 B3 . . . . . 75, 135BK 117C1 . . . . . . 75EC120B . . . . . . . 75EC 130 B4 . . . . . 33, 105EC 135 P2+ . . . . 75EC 135 T1 CDS . 75

SIKORSKYS-92A . . . . . . . . . 21 S-76B . . . . . . . . . 135S-76C+ . . . . . . . . 14S-76C++ . . . . . . 21

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 65,105,Aircraft Perf & Specs . . . . . 99, . . . . . . . . . . . . . . . . . . . . . . . . 105,108Aircraft Title/Registry . . . . 29, 90,Ground Handling . . . . . . . . 99,

4 AVBUYER MAGAZINE – January 2015

AC Index Jan15 18/12/2014 14:56 Page 1

e at AvBuyer are pleased to serve theinformational needs of our many read-ers through traditional as well as high-tech means of communication. Within

the pages of AvBuyer magazine, we offer BusinessAviation intelligence via online resources, print prod-ucts and broadcast emails.You may see subtle (and we trust refreshing) new-

ness to article layout and presentation format, but ourobjective remains as focused as ever—to connectBusiness Aviation professionals with those elementsof the community that relate to efficient and safetransportation via business aircraft.The Business Aviation community consists of many

dimensions: Operators, Dealers, Brokers, OriginalEquipment Manufacturers, Providers of products andservices, and Specialists in the art and science ofusing business aircraft to fulfil the travel needs ofcompanies and entrepreneurs. AvBuyer, previouslyknown as World Aircraft Sales magazine, is dedicatedto advancing Business Aviation in all its forms byobjectively and insightfully addressing the uniquevalue of business aircraft. We express that commit-ment by providing need-to-know editorial contentauthored by experts in their chosen segment ofBusiness Aviation.Research has shown that the vast majority of all

business aircraft transactions involve the pre-ownedmarketplace. Thus AvBuyer prides itself on its accept-ance by those seeking pre-owned equipment and bythe dealers and brokers participating in that segmentof the Business Aviation community. We address theoperators’ need to stay abreast of trends in aircraftsales, and we showcase what is being offered by theleading outlets for pre-owned aircraft, whether bydealers and brokers, OEMs or individual flight depart-ments. We provide editorial coverage of operational,managerial, personnel and regulatory issues vital toflight departments and companies using business air-craft, and we do so in an environment that reflectsthe respect we hold for Business Aviation.Research also indicates the importance that all par-

ticipants in Business Aviation place in the informationpresented by AvBuyer. Among respondents to arecent survey conducted by AvBuyer, Ltd., nine out of10 stated that they read AvBuyer regularly to trackwhat is happening within the Business Aviation com-munity or when their company is considering either anew or pre-owned business aircraft.Responses from users of our online communication

products were similar. Readers regard the intelligence

contained within AvBuyer as an essential part of theiroverall coverage of the Business Aviation community,whether they seek a pre-owned or new aircraft orwhether they simply want to stay abreast of commu-nity developments.

Outlook for 2015Within four distinct editorial areas—BizAvIntelligence; Flight Department; Boardroom; andCommunity News—AvBuyer’s staff and writers arecommitted to providing Business Aviation profession-als with relevant information. Each month, and withfrequent updates online, AvBuyer focuses on servingyour informational needs, thus assisting you to fulfillyour corporate responsibilities.The editorial content of our January issue reflects

our commitment to addressing key issues facing thecommunity. Ken Elliott, Technical Director-Avionics forJetcraft, launches a year-long series on avionics man-dates that are having, and will continue to have aprofound impact on operators of business aircraft.Brian Wilson, Key Accounts Manager at Go-Go Biz,complements Ken’s lead-off article with a brief historyof avionics developments, while seasoned journalistDave Higdon addresses the challenge of implement-ing upgrades needed for mandate compliance.Elsewhere within this edition, you will find coverage

on combatting Complacency within the FlightDepartment; the Learjet 60/60XR features in ourmonthly Aircraft Comparative Analysis; and coverageis given to the current and future trends in the pre-owned and new aircraft markets. What will the NewYear have in store for us all?Business Aviation appears poised to emerge from a

long period of sluggishness that began in 2008.Demand for travel is up, and the airline businessmodel known as “Capacity Discipline” has reducedscheduled departures from primary and secondaryairports. Travel experts predict that the hassle experi-enced during the recent Holidays, characterized bycrowded airline terminals and long lines at security,foretells what travelers can expect routinely—week inand week out—in the months and years ahead. With its ability to operate when needed from thou-

sands of airports that have either no airline service orat best limited schedules, Business Aviation is thelogical travel option for companies and entrepreneurscommitted to capitalizing on the recovering economy.Jack OlcottEditorial Director & Publisher,AvBuyer

W

New Look, Same Commitment

WelcomeEditor’s

January 2015 – AVBUYER MAGAZINE 5Advertising Enquiries see Page 8 www.AVBUYER.com

Editor Welcome_JMesingerNov06 17/12/2014 10:46 Page 1

Editorial Focus

Dealer Broker Market Update:An enthusiastic market outlook for 2015 is

supported by recent data on pre-ownedaircraft sales activity, notes Dave Higdon.

22

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

EDITORIALEditorial Director / Publisher

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

[email protected]

Commissioning & Online EditorMatthew Harris1- 800 620 8801

[email protected]

Editorial Contributor (USA Office)Dave Higdon

[email protected]

Consulting Editor Sean O’Farrell

+44 (0)20 8255 [email protected]

ADVERTISINGBrittany Davies (USA Sales)

VP Sales Cell: 01201 430 7350

[email protected]

Linda Blackburn (USA Sales)1- 614 418 7064

[email protected]

Maria Brabec (European Sales)+420 604 224 828

[email protected]

Karen Price1- 800 620 8801

[email protected]

STUDIO/PRODUCTIONHelen Cavalli / Mark Williams

1- 800 620 [email protected]@avbuyer.com

CIRCULATIONBarry Carter

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Owned Aircraft Sales TrendsMarket Indicators

tification

Aviation Mandates (Part 1):A year-long series navigating the complexworld of avionic mandates and offering a

360 degree view of all-things NextGen.

Aircraft Comparative Analysis-Learjet 60/60XR:

How does the Learjet 60/60XR stand up against the Hawker 750 & Gulfstream G150?

Find out in our Comparative Analysis.

The Virtues of Business Aviation: Julian Telling, an investor, non-executive directorand professional pilot highlights the time-saving

virtues of Business Aviation.

42

82

92

Contents Layout Jan15 17/12/2014 16:46 Page 1

ContentsVolume 19, Issue 1

January2015

� BizAv Intelligence

15 Market Indicators: Analysis, reflections, trends and comment

28 Pre-Owned Aircraft Sales Trends:Market update from Vref

32 Future Residual Values: A newChallenge, Acronym & Metrics

� Flight Department

36 The Advent of NextGen: How did we get here?

42 Aviation Mandates (Part 1): An in depth review

52 NextGen Upgrade Strategies: The Where, When, How and Why…

60 Your Aviation Services: Are you aiming too low?

62 Certified Aviation Manager: What is it and why’s it valuable?

66 Complacency: Combatting theSilent Killer

68 Complacency: A subtle and constant concern

70 Retail Price Guide: The Large Cabin Choice

74 Specifications: Ultra-Long-Range& Large Cabin Jets

88 Modernizing your Aircraft (Part 3): Schedule

� Boardroom

94 Business Aviation: It’s a tailor-made solution

98 Buying a Business Jet:Ten common mistakes

102 Business Aviation Market: ‘It seems like it’s catching on…’

106 Pilot Insurance: And the beat goes on…

� Community

109 BizAv Review: News, comment, appointments and events

Next Month

Aircraft Comparative Analysis:Phenom 300

Plane Sense: Engines

Safety: When ‘No’ is Necessary

Aircraft Financing Update


Contents Layout Jan15 17/12/2014 16:48 Page 2

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GLOBAL 5000 VISION2015 DELIVERY POSITION

GULFSTREAM G200SERIAL NUMBER 224

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November flight activity followed theusual trend and posted a decrease fromOctober to finish the period down -9.3%overall, month-over-month. Alloperational categories were down, withthe Part 91 market posting the largestmonthly decrease, down -12.3%. ThePart 135 and Fractional markets posteddecreases of -5.2% and -7.2%respectively.Looking at the aircraft categories, allposted a monthly decrease withturboprop aircraft reporting the largestdrop, down -10.6%. Small and mid-sizecabin aircraft posted declines of -10.3%and -8.4% in that order. The large cabinmarket posted a decrease of -6.5%month-over-month. The largest month-over-month decrease, meanwhile,occurred in the Part 91 turboprop marketwhich finished the month down -13.8%.

Year-Over-Year Reviewing year-over-year flight activity(November 2014 vs. November 2013);TRAQPak data indicates that November

2014 posted a flight activity increase forthe twelfth consecutive month, up 3.7%.The results by operational category werepositive across the board with Part 135reporting the largest growth, up 8.6%.The Part 91 and Fractional markets wereup 0.8% and 3.3% respectively.

Flight activity by aircraft categoryfinished positive for all aircraft, with largecabin leading the way, up 6.7%.Turboprops rose for the third month in arow with a 1.6% year-over-year gain.Small and mid-size cabin aircraft postedyear-over-year increases of 2.8% and5.4% in that order.

The small cabin, Fractional market wasfinally topped by the large cabin Part 135market for the largest individual segmentgrowth (a 19.8% year-over-year increase)ending a run of 10 consecutive monthsfor small cabin, Fractional aircraft.Another individual market result worthnoting: the turboprop, Fractional sectorposted a significant year-over-yearincrease of 16.9%.MI www.argus.aero

BizAv Activity - US & Canada BizAv Activity - EuropeWINGX’s latest monthly Business Aviation Monitorreports a total of 57,730 Business Aviation flights inNovember, a -0.9% decline year-on-year (YOY). Thisbreaks a two month recovery and keeps 2014 activityyear-to-date (YTD) -0.6% below 2013; equivalent to4,442 fewer flights so far this year compared to last.Geographically, the decline can be blamed on EasternEurope - with flights down 18% (Russia down 14%).However, leading EU countries France and Germanywere up, together with a cluster of Western and CentralEuropean markets, including Netherlands, Switzerland,Portugal and Czech Republic. On the downside, YTDgrowth trends in the UK stalled this month, with a -1%drop (-4% for private flights). Italy and Spain alsosubsided. Flights also fell -5% in Turkey (-11% for theyear, the equivalent of 250 fewer flights per month).Jet flights took the brunt of November's decline, in

particular AOC activity, which fell -5.4% YOY. Forexample, charter flights fell -10% in Netherlands andBelgium, -30% in Poland and -60% in Ukraine.

Turboprop & Piston gainsIn contrast, turboprop and piston activity gained inNovember, with 2014 YTD trends indicating thatdemand for these aircraft has recovered to pre-recession levels. Private demand for business pistonswas up 9%. Scandinavia had the most turboprop andpiston activity. 31% of Business Aviation flights inFrance were piston. Turboprop activity in Spain was+11% YOY.

“In Western Europe, Business Aviation activity isstill edging back up this year, though this month’s dataindicates this owes more to turboprop and pistonactivity, with business jet activity still languishing,”Richard Koe, Managing Director of WINGX Advance,summarized. “Where there is still YOY increase in jetactivity, it’s in the familiar VLJ and ULR jet segments.”MI www.wingx-advance.com

NNoovveemmbbeerr 22001144 vvss OOccttoobbeerr 22001144 PPaarrtt 9911 PPaarrtt 113355 FFrraaccttiioonnaall AAll ll TTuurrbboopprroopp -13.8% -5.2% -7.1% -10.6% SSmmaall ll CCaabbiinn JJeett -12.0% -7.8% -10.3% -10.3% MMiidd--SSiizzee JJeett -12.6% -4.1% -6.3% -8.4% LLaarrggee CCaabbiinn JJeett -8.9% -1.9% -5.8% -6.5% AAllll CCoommbbiinneedd -12.3% -5.2% -7.2% -9.3% NNoovveemmbbeerr 22001144 vvss NNoovveemmbbeerr 22001133 PPaarrtt 9911 PPaarrtt 113355 FFrraaccttiioonnaall AAll ll TTuurrbboopprroopp -2.8% 8.4% 16.9% 1.6% SSmmaall ll CCaabbiinn JJeett 1.2% 2.0% 13.9% 2.8% MMiidd--SSiizzee JJeett 5.9% 11.1% -1.9% 5.4% LLaarrggee CCaabbiinn JJeett 1.6% 19.8% 3.8% 6.7% AAllll CCoommbbiinneedd 0.8% 8.6% 3.3% 3.7%

MARKET INDICATORS � BIZAV INTELLIGENCE


MarketIndicators _Layout 1 17/12/2014 11:07 Page 1


Modest Gains In 3Q BizAv ActivityGlobal Business Aviation activity saw modest gains in Q3 2014, according to JSSI’s mostrecent Business Aviation Index, with a two percent growth quarter-over-quarter (Q/Q) and2.2 percent growth year-over-year (Y/Y)…“The results we’re seeing are consistent with macro trends in the greater U.S. economy inthat there continues to be steady growth, but at a lower rate than during the secondquarter when the economy was bouncing back from a particularly harsh winter,”elaborated Neil Book, President & CEO, JSSI. “Fortunately for business jet operators, thecost of fuel has come down this year. With that said, the cost of maintenance continues tobe quite volatile.”

On a regional basis, the results were mixed with positive activity in the developedmarkets, but an overall decline in less mature Business Aviation markets. “What stands outis the large decline in African Business Aviation activity,” noted Book. “As the Ebola crisispersists in Western Africa, many business travelers have been reluctant to travel to theregion, and that reluctance is coming across in our data.”MI www.jetsupport.com

BIZAV INTELLIGENCE � MARKET INDICATORS

RREEGGIIOONN QQuuaarrtteerr oovveerr QQuuaarrtteerr YYeeaarr oovveerr YYeeaarr

Africa -8.5% -28.2% Asia-Pacific -5.4% -6.9% Central America -11.9% -9.7% Europe 11.2% 10.1% Middle East 13.5% 15.5% North America 0.0% 2.5% South America 8.8% 14.4%

JSSI INDEX: QUARTERLY QQUUAARRTTEERR QQuuaarrtteerr oovveerr

QQuuaarrtteerr YYeeaarr oovveerr YYeeaarr Q2 2013 3% 1% Q3 2013 1% 2% Q4 2013 7% 6% Q1 2014 -5% -2% Q2 2014 8% 3% Q3 2014 2% 2.2%

JSSI INDEX: REGION

Encouraging signs: Light jets are gainingmomentum, according to the November2014 edition of Business Jet Monthly.The US accounts for ~60% of the globalbusiness jet fleet, and after 5+ difficultyears, demand is improving. Light jetsshould benefit in particular since NorthAmerica accounts for two-thirds ofdeliveries. Steady growth of ~4% in USflight ops underlies the recovery, and Lightjet used pricing is approaching ‘flattish’year-over-year - better than othercategories.

Manufacturers, suppliers, and brokershave also offered positive comment on USdemand recently. However, as JP Morgannoted previously, demand for largeraircraft is facing cross-currents even asdemand at the low end improves. Largecabin jet demand looks ‘flattish’ overallsince about two-thirds of demand is fromoutside North America (largely fromEurope and Asia - especially China) inwhich demand is softer. Large cabin jetproduction already exceeds the 2008 peakdue to strong EM demand in recent yearsthat is now waning. Textron should benefitmost from strong US light jet demand.

Deliveries are up 7% through first 3Q. 3Q2014 business jet deliveries increased 1%year-over-year for the five major OEMs,bringing the YTD increase to 7%.

JP Morgan expects 682 deliveries in

2014, which would be 3% above 2013 andthe first increase since 2008. Moreover, JPMorgan forecasts a 13% increase in 2015,driven by new aircraft including the Legacy500/450, Citation Latitude and HondaJet.

Used jet inventory declined 20 bps inOctober. Aircraft for sale represented 7.8%of the fleet for in-production models,below the 8.0-8.4% range in prior monthsthis year. Heavy and Light jets drove thedecline, falling 20 bps each, with notablecontributions from the Learjet 40/45,G500/550, and Falcon 900. Medium jetswere flat.

JP Morgan estimates that inventory inthe “toddler and pre-K fleet” (0-5 year oldaircraft) edged down 10 bps to 5.5% inOctober, 110 bps below the long-termaverage and back to the late 2013/early2014 level.

Average asking price was up 0.5% m/m inOctober. Average asking price is now$10.89m, down 7.5% year-over-year.Sequentially, Heavy jets improved 1.2%(although the G550 was down) and Lightby 0.9%, partially offset by a 2.9% declinefor Medium jets. Average asking price hasbeen flat-to-up for three months and is 1%above the July level.

US flight ops increased 6.5% y/y inSeptember. Flight ops growth accelerated

after a slow August, and 3-month movingaverage growth remains ~4% year-over-year where it has been each of the pastseven months.

The US is the healthiest major businessjet market, and the current pace of flightops growth seems sustainable with activitystill 7% below the September 2007 level.European flight ops, meanwhile grew 1.6%year-over-year in October and are down0.5% YTD.

MI www.jpmorgan.com

J.P. Morgan: Business Jet Monthly


An Asset Insight Index analysis conductedon October 30, 2014 covering 76 fixed-wing models and 1,514 aircraft listed “ForSale” revealed the following OverallMarket asset quality Ratings...Maintenance Rating (ATC Score): AverageAsset Technical Condition Score (anaircraft’s rating relative to its OptimalMaintenance Condition – achieved theday it came off the production line)worsened by 3.8 AI2 basis points,registering 5.387 compared toSeptember’s 5.425. That’s a Rating stillcomfortably above the Mid-Time/Mid-Life5.000 level – on the ATC Score scale of -5to 10.

Financial Rating (ATFC Score): AverageAsset Technical Financial Condition Score(evaluating scheduled maintenance eventcost based on the aircraft MaintenanceRating) decreased by 6.3 AI2 basis points,but remained above the Mid-Time/Mid-Life 5.000 level – on the zero to 10 ATFCScore scale – by registering 5.012, versusSeptember’s 5.075 (the best figure of thepast twelve months).

Asset Exposure (ATFE Value): The averageAsset Technical Financial Exposure Value(an aircraft’s accumulated maintenancefinancial exposure) improved by anadditional $49k this month, furtherlowering the average aircraft’s accruedmaintenance expense to $1.328m –slightly worse than the 12-month averagefigure of $1.319m.

Large Jets gave up more ground toMedium Jets this month (whose Ratingswere excellent), but still captured firstplace relative to asset quality. Small Jetfigures kept the group in third place, whiletrades of higher asset quality Turbopropsled to an understandable drop in thegroup’s latest Ratings.

Exposure to ETP Ratio: Spread in the ratioof Asset Exposure to aircraft Ask Price(ETP Ratio) for the aircraft trackedwidened by 15 percentage points thismonth, but the average continued toimprove, falling from 46.8% to 44.7%.Anything over 40% is considered torepresent excessive Asset Exposure inrelation to Ask Price, so the average ETPRatio remains high. A slight improvementin the average Asset Exposure figure,coupled with a 7.2% average Ask Priceincrease, led to this month’s ETP Ratioimprovement.

Market OutlookAverage Ask Prices increased byapproximately $425k this month, to$5.94m – the highest value since May.• Large Jets increased 5.5%, reaching

$16.55m and rising above the group’s12-month average of $16.29m;

• Medium Jets increased 2.4% to$3.75m (just $20k shy of the group’s12-month high);

• Small Jets fell slightly (-0.2%)

registering $1.78m (just above thegroup’s 12-month low of $1.77m);

• Turboprops fell -4.2% resulting in thethird consecutive monthly drop and12-month low figure at just under$1.57m compared to last month’s$1.63m.Asset quality ratings for October

revealed that quality assets are trading, asthe number of aircraft listed for saledecreased by 28 compared to last month.While Medium Jet ratings were excellent,the relatively high Asset Exposure value islikely to be reflected in offer pricestendered by experienced buyers. SmallJet ratings are good, but offer prices fromprospective buyers are less than likely togenerate seller appeal.

In view of recent Turboprop ratingimprovement and record low Ask Price,Asset Insight has repeatedly advisedprospective buyers of the opportunity tooptimize their value by focusing on assetquality. It would appear that some buyerslistened.MI www.assetinsightinc.com

MARKET INDICATORS � BIZAV INTELLIGENCE

Business Jet MarketThe ‘Business Jet Market by Aircraft Type (Light Jet, Mid-size Jet, Large Jet), byGeography (North America, Asia-Pacific, Europe, the Middle East, Latin America, andAfrica) - Global Forecasts, Trends & Analysis to 2014 – 2020’ report defines and segmentsthe global business jet market....Within the report the business jet market is estimated to register a CAGR of 6.86% toreach $33.8 billion by 2020.

Latin America, APAC, and Africa: These areas are expected to be the key growth regionsin the business jet market. Latin America accounts for 11% of the global business jetmarket, but has the oldest aircraft fleet in the world. Hence, expected replacements willaccount for a significant number of deliveries in this region.

APAC constitutes about 12% of the global business jet market, with China and Indiabeing the key players. Underdeveloped infrastructure, high import taxes, and high userfees stunt the business jet fleet in these countries. Continued globalization and aburgeoning economy should increase the penetration level of business jets there.

North America (US and Canada): This region accounted for the largest share (52%) of theglobal business jet market in 2013. The already established infrastructural capacity and thehighest number of older aircraft in the world are expected to be the cause of increaseddemand for new aircraft, thereby driving growth in the North American region. To obtain the full report visit Markets & Markets.MI www.marketsandmarkets.com

In-Service Aircraft TechnicalCondition & Price




BIZAV INTELLIGENCE � MARKET INDICATORS

The Template for SuccessEmbraer proves a rule, notes aviationanalyst Richard Aboulafia. Theaerospace industry’s entrance barriersare among the highest in the world. Buthow did Embraer not only manage tobreak into the top five Business AviationOEMs, but do it with such excellence?“For decades I’ve had my own ideasabout Embraer,” Aboulafia outlines.“But until very recently, I’d never visitedSão José dos Campos. Having just doneso, I was highly impressed by everythingI saw and by the many people I met.Embraer is an exceptional company”.

It’s also the only company in theworld that successfully entered the civilaircraft industry since 1960. All theother ‘emerging’ country producers whotried and failed sang the same chorus:‘Embraer did it, so can we!’ Theycouldn’t. Here’s what Embraer did right,according to Aboulafia.

1. Product Launch Discipline. Embraer’shistory clearly shows that it doesn’tlaunch something until it hasrigorously assessed the market forthe new product; pricing in thatproduct’s segment; and competitivedynamics in that segment. In short,Embraer has never launched a“Ready, Fire, Aim” program like theCSeries, or A380.

2. Privatization. Emerging producersface a difficult paradox: to besuccessful, you need to privatize; toprivatize, you need to be successful.Emerging producers can get stuck ina holding pattern with this. How did

Embraer escape? Simple…3. Incredible luck. It’s better to be

lucky than good. The EMB-110, -120, and -145 airliners were all inthe right place at the right time.Embraer launched a line of smalland mid-sized cabin business jetsjust before Hawker died and Cessnaaxed most of its talent. Nobodycould forecast this; Embraer got verylucky.

4. Be willing to lose money for a longtime. It’s easy to forget that for itsfirst 25 years Brazil was aninefficient, money-losinggovernment hobby shop. If itweren’t for its amazing luck(followed by some very smartmanagement), Embraer might havebeen yet another epic emergingOEM failure.

5. Global sourcing. Embraer’sdesigners can shop anywhere for thebest content at the best price. Thecompany is one of Brazil’s biggestexporters, AND it’s one of itsbiggest importers, too. CompareEmbraer’s open sourcing withChina’s insistence on technologytransfer for the entire supply chain,with no intellectual propertyprotection.

6. Focus on management, people andeducation. Building a factory andlaunching new planes is hardenough, but cultivating a steadysupply of qualified people is harderstill. Embraer has been doing thatsince its birth.

7. Open markets. While Embraer isBrazil’s biggest national defenseprime, it has no special status in thecountry’s civil aviation market. Thereare very few Embraer civil jets inBrazil. From the start, Embraerfocused on competing in exportmarkets.

There are undoubtedly others, butabove are the key factors that Aboulafiabelieves turned Embraer into a great,global aerospace company. But noaerospace company can rest on itslaurels for long, and next monthAboulafia will consider the differentchallenges facing a mature OEM thanthose faced by an emerging OEM.

MI www.tealgroup.com �

3Q 2014 Avionics Market Report According to the Aircraft Electronics Association (AEA), in the three-month period ofJuly-September 2014 the total worldwide Business and General Aviation avionics salesamounted to more than $614 million.The figure represented a 5 percent decrease in sales compared to the 3Q 2013amount of over $646 million. This 3Q amount brings total worldwide sales for the firstnine months of 2014 to over $1.9 billion. Despite the third quarter indicating aslowdown in sales compared to the first and second quarters of 2014, this year's salesare up 2.7 percent compared to the first nine months of 2013 of over $1.8billion.

According to Paula Derks, AEA president, "The report is only in its second year ofquarterly reporting, so it's difficult to draw any conclusions on seasonality of sales justyet; however, this will be worth watching in future years."

Of the $614 million in total sales in the third quarter, more than $323 million, camefrom forward-fit (avionics equipment installed by airframe manufacturers during

original production) sales and comprised 52.7 percent of total sales. Retrofit (avionicsequipment installed after original production) sales amounted to over $290 million(47.3 percent) of total sales. 63.4 percent of the sales volume occurred in NorthAmerica (US and Canada), while 36.6 percent took place in other internationalmarkets.MI www.aea.net

AAVVIIOONNIICCSS SSAALLEESS –– JJAANN--SSEEPPTT 22001144 QQuuaarrtteerr RReettrrooffiitt FFoorrwwaarrdd--FFiitt TToottaall SSaalleess 1Q 2014 $321.33m $330.42m $651.75m 2Q 2014 $318.47m $333.66m $652.13m 3Q 2014 $290.72m $323.69m $614.41m YTD 2014 $930.52m $987.76m $1.918bn


Boeing BBJ S/N: 36714. Reg: VP-BFT• $58,950,000• 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

CRJ-200ER S/N: 7508. Reg: VP-BER• TTAF: 4036; Landings: 2671• No Damage History• EASA compliant• RVSM capable• Winglets• CVR/FDR• TCAS II Chg7.0• 2012 32 pax Interior

Boeing BBJ S/N: 29273. Reg: VP-BBJ• $28,950,000• Total Time Airframe: 3743:34 Hours• Landings: 917• Delivered with Fresh C1• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network

Falcon 900EX S/N: 87• $11,950,000• TTAF: 4638 hours / Landings 2371• Engines & APU on JSSI• Avionic: Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Freestream January 17/12/2014 10:07 Page 1

2014 Gulfstream G550 S/N: 5449• Price $49.950,000• Total Time: 122 hrs• Landings: 71• Engines Enrolled on RRCC• Planeview Avionics Enhancement• Enhanced Navigation• SecuraPlane Three Camera System• Enhanced Sound Proofing• Aft Galley• 16 Passenger Interior

Gulfstream 450 S/N: 4190• Price $25,950,000• Total Time: 954 hrs• Landings: 435• Engines Enrolled on RRCC• Synthetic Vision• Broadband High Speed Data System• Forward Galley• 14 Passenger Interior

Gulfstream G550 S/N: 5231• 1059 AFTT• Engines on RRCC• APU on MSP• Enhanced Nav w/Synthetic Vision• Honeywell Planeview Cert ‘F’• Head-Up Guidance System• Fwd Galley• 19 passenger configuration

Gulfstream 550 S/N: 5319• Price $41,950,000• Total Time: 814 hrs• Landings: 381• Engines Enrolled on RRCC• Part 135 Compliance• Synthetic Vision• Crew Area• Fwd/Aft Lavs• Forward Galley• 14 Passenger Interior

Gulfstream GIVSP S/N: 1283• Price $5,950,000• Total Time: 9842 hrs• Landings: 4220• APU on MSP• Honeywell Avionics covered through Honeywell HAPP• MSG-3 Maintenance Program with CMP• No Damage History• Collins SAT-906 SATCOM• Secure-A-Plane• 13 Passenger Interior


Learjet 45 S/N: 167• Make Offer• AFFT: 6156.28 hours. Landings: 4988• 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

2012 Sikorsky S-92A S/N: 920193• TTAF: 82 hours• 210 Landings• Most Recent Pre-Owned S-92A on the market• Airline Configuration 19 Forward Facing

Passenger Seats• General Electric Engine CT7-8A• APU: Honeywell RE220. P-339 88 Hours 380 Cycles• Rockwell Collins Avionic Management System• Automatic Flight Control Systems (AFCS)

Learjet 60 S/N: 128• New Price US$2.495M• Beautifully maintained• 8 seat interior• Airframe time - 6987 Hrs Cycles - 4587• APU - 806 Hrs• Engines - Both 6860• Engines P&W ESP 100% covered

Sikorsky S-76C++ S/N: 760757 • $8,500,000• TTAF: 211.54 hours• Lowest Time Pre-Owned S76C++ on the market• Excellent Condition• Single Pilot IFR• EGPWS• CVR & MPFR• Emergency Float System


ransactions seem to be picking up speed.Maybe not yet with the momentum of atruck gaining speed on the downhill sideof a mountain, but certainly with more

pace than in recent years. Overall, expectationspoint to 2015 as being the year that sales growthbegins to exceed ‘tepid’ by rising above the meanof the post-Great Recession years.

During the week after Thanksgiving, the DowJones Industrial Index closed within double digitsof 18,000 (at 17,912.62), adding on December 3yet another ‘record close’ to a long list of recordcloses in 2014. Weeks earlier, during the National

Business Aviation Association Convention in Or-lando voices from both the new and pre-owned air-craft sales segments held remarkably consistentviews of the year ahead. These based their out-looks more on current activities in both segments –“It's already improving,” said one. “It's happeningnow” observed a Southeast broker who was escort-ing a prospect for an up-close look at a jet, adding“we've had years of improving conditions that didno appreciable good.”

Indeed, economic growth hasn't necessarilyworked in the favor of most of the Business Avia-tion market. Late last year Congress finally renewed

The enthusiastic outlook of the Dealers and Brokers that Dave Higdon spoke with at Year-End 2014 is supported by recent

data on pre-owned aircraft sales activity and fleet numbers…

Dealer Broker Market Update& 2015Projection


T

BIZAV INTELLIGENCE � AIRCRAFT SALES TRENDS

D Broker Used AC Trends_Layout 1 16/12/2014 11:33 Page 1

bonus depreciation – as Business Aviation manufac-turers quietly expected would happen before theclose of 2014. But again, Congress approved only ashort-term extension. As of January 1, 2015, thosetax terms once more went on hiatus, with expecta-tions this year of something longer-term becominglaw.

“We keep depending on temporary breaks get-ting repeatedly renewed and in the meantime, themarket moved on without a guarantee of the accel-erated depreciation benefit,” noted the Southeastbroker.

One observer who caught the drift early is BrianFoley of Brian Foley Associates. Absorbing themood and the data during the NBAA Conventionhe noted that business-turbine aircraft sales are lessabout economic numbers and more about humannumbers. “It's about fulfilling the needs of the oper-ator, and those have been increasing with business'improvements. There are signs that the entire spec-trum of private aviation is on the brink of growth –

and not just the turbine variety. It's even gettingbetter for the light jet end, while the big businessjets are running to keep up with demand.”

An Upward Trend with Many DriversSome numbers emerge from the Business Aviationarena that help explain the optimism. Consider thenew jet market in the context of today's pre-ownedmarket:• Inventories of pre-owned business-turbine air-

craft stand at their lowest percentage since2008, according to an aggregate look at severalsources;

• AMSTAT reports that the first nine months of2014 saw the largest percentage of the activebusiness jet fleet change hands than in any firstthree quarters during the prior decade;

• Utilization increases during 2014 make this thebusiest year since 2008;

• OEMs are upbeat with most noting growingorder backlogs;

• New-model development continues unabated.

A Midwest broker we spoke with and who wasworking at the NBAA Convention in Orlando noted,“Many of the people who buy new will be comingout of a pre-owned aircraft, while others will besending a late-model jet into the pre-owned mar-ket. All the same, with low finance cost and highcash holdings, many pre-owned jets are an attrac-tive alternative to waiting for a new one.”

Another broker who deals on both coasts notedthe increasing number of pre-owned jets being im-ported back into the US from Europe as demandhas increased. “Part of shrinkage of pre-owned in-ventories is because of aircraft exports to the Asianmarkets,” the broker added. Some observers go sofar as to predict the pre-owned inventory shrinkingto the point that prices might finally start to appre-ciate more in line with the residual value of the air-craft.

Regardless, aircraft go where the demand exists,and these days the majority of the demand is fromoutside of North America. But it's trending backslightly.

Seat Belts Fastened...“Until the cost of money goes up appreciably, lookfor pre-owned and new jet sales to keep increas-ing,” advised an East Coast dealer with an interna-tional presence. “More people want to fly moreoften, and as long as that continues we'll keepmoving hardware.”

2014's nine-month flight activity numbers variedwith the sources, but growth numbers in the 4-5percent range according to consensus. Meanwhile,prices of actively ‘For Sale’ pre-owned aircraft re-main remarkably stable (flat from 2013 through2014, was the popular opinion).

“Until thecost of

money goesup

appreciably,look for

pre-ownedand new jetsales to keepincreasing...”-East Coast Dealer

AIRCRAFT SALES TRENDS � BIZAV INTELLIGENCE



“When you lookat what's availablein the light andmedium jet markets- aircraft built in thelast 15 years that in-cluded the record-level boom years –the ‘For Sale’ fleetholds a lot of jetswith lots of life left,”the East Coastdealer stressed.

Five-Year Pre-Owned PreviewThere’s no questionevery dealer, brokerand new aircraftmarketing and salesstaffer will tell yousomething approxi-mately the same:The delivery of afactory new jet usu-ally triggers a ripplethat may touch sev-eral other aircraft –and lead to multipletransactions downthe line.

The OEMs willprovide plenty of catalysts and fodder for pre-owned transactions over the next five years, accord-ing to Foley. He and another Business Aviationanalysts tried to tally the in-development programscurrently in-play with a first-delivery date identified.According to Foley's count, 18 new and derivativebusiness jet models are due to enter the marketbetween 2014-2019.

“New products act as a sales catalyst, stimulatingthe market by giving customers a reason to buy,”he noted. “This will keep the pump primed for de-liveries to continually increase until the 2019 time-frame,” (at which point Foley expects the nextcyclical downturn). Downstream from most of thosenew deliveries a pre-owned aircraft will enter the‘For Sale’ fleet (assuming a savvy buyer, broker ordealer doesn’t sew up the aircraft before it hits thepublic market).

How well that pre-owned market fares duringthose five years should also track well with new air-craft sales, several brokers note. “Baring somethingthat classifies as a world-changing event we shouldsee the pre-owned market return to a balancedlevel that keeps pace with new airplane sales,” theSoutheast broker outlined.

Predicting when that turn may come is nearimpossible, he, and several other insiders confess.“Larger backlogs don't automatically trend tohigher deliveries. But if backlogs grow too long,

sales can suffer.” Of course, when backlogs growlarge enough, OEMs increase production rates.

That's where Foley expects this trend to go.“The industry's improved outlook will manifest itself[in 2015] as markedly higher manufacturer back-logs, increasing book-to-bill ratios and a jump inunit deliveries in double-digit percentages show.”

The ConsensusThose same drivers of new airplane sales shouldcontinue to ripple through the pre-owned marketswith similar benefit - as long as the world avoids aneconomic cataclysm.

The business aircraft sales market appears readyto merge back into the cruising lane and get backup to speed across the board… “Even in the pistonaircraft markets,” Foley said. That means more op-tions for attracting new people to Business Aviationthrough the Light Business Aircraft that Foley ex-pects to also see better times in the coming years.

“Life is good,” he concluded. Happy New Year! �



“The delivery

of a factory

new jet usually

triggers a ripple

that may touch

several other

aircraft – and

lead to

multiple

transactions

down the

line.”View the latest prices for jets for sale at

AVBUYER.COM


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jetsales.com

2014 Global 6000

Serial Number: 9583

Asking Price: $52,750,000

Hours: 43 TTAF

Landings: 28

• Delivered August 25, 2014

• Ferry Time Only

• Factory Warranty

• 2nd Synth. Vision, 2nd Channel SWIFT

Broadband, CNX Data Acceleration, XM Weather

• Crew Rest Area, Fwd Galley & Fwd & Aft Lavs

FOR SALE • NEW AIRCRAFT

2014 Gulfstream G650

Serial Number: 6076


Hours: 45 TTAF

Landings: 19

• Delivered September 25, 2014

• Ferry Time Only


• Predictive Windshear, SWIFT Broadband & More

• Fwd Galley, Fwd & Aft Lavs, 4 Seating

Sections — 17 Passenger Confi guration



Serial Number: 204


Hours: 2,518 TTAF

Landings: 1,267

• Fresh 8C/96 month inspection complied

with at Gulfstream, Dallas, September 2014

• One Operational Owner Since

New - Based in Houston, Texas

• Gulfstream PlaneParts

• Engines + APU on MSP Gold

FOR SALE

2014 Challenger 350

Serial Number: 20515


Hours: 20 TTAF

Landings: 19

• Delivered September 30, 2014

• Ferry Time Only


• Two Initial Pilot and Maintenance Training Slots

• Datalink, CPDLC, GoGo Biz Data, Smart

Runway & Landing, XM Weather


WANTED

Citation Sovereign• Sub 100 serial number

• U.S. Registered & Based Aircraft Preferred

• Our client pays our commission

• Seller will contract directly with our client

Falcon 900EX• Our client pays our commission

• Seller will contract directly with our client

1995 Falcon 900B

Serial Number: 149


Hours: 5,158 TTAF

Landings: 2,615

• Professionally Maintained & Operated

• Excellent Maintenance Records

• Beautiful and Spacious Fifteen

(15) Passenger Cabin

• TrueNorth Simphone Flight Phone

SATCOM Systemy

FOR SALE

2001 Gulfstream V

Serial Number: 642


Hours: 11,126 TTAF

Landings: 4,193

• Two Owners Since New

• FAR Part 91 Professionally Operated

and Maintained

• Engines enrolled on Rolls Royce Corporate

Care, APU enrolled on Honeywell MSP

Honeywell Avionics Protection Plan (HAPP)

FOR SALE


Serial Number: 1503


Hours: 9,643 TTAF

Landings: 3,423

• Equipped for Medevac for two beds

• Also used in VIP confi guration

• Currently based in Abu Dhabi and operated

on a commercial certifi cate

• Great Engine Time Since Overhaul

• DL-950 Data Loader

FOR SALE

2015 Challenger 350

Serial Number: 20549

Asking Price: Call For Pricing

• Anticipated Delivery April 2015


• Two Initial Pilot and Maintenance

Training Slots

• Datalink, CPDLC, GoGo Biz Data,

Smart Runway & Landing, XM Weather


irst, we should define what the word ‘re-covery’ means. In markets of old, it meantprices were rising so rapidly that one couldbuy a Bonanza or a Learjet in October, fly it

to Grandma’s house for a Holiday feast, then sell itexpeditiously — all the while being assured of adecent profit. The very few dealers who are stillgutsy enough to inventory airplanes will tell youthat owning an airplane and assuming you’ll makea profit can be a scary proposition.

While we may not be in a traditional recovery, itis clear there are bright spots as well as actual up-ward pressure on some airplanes.

Piston AircraftThis segment has shown consistent stability since2010. We understand that one person’s stability isanother’s stagnation. However, while we’ve all beencraving for a return to a 2007-like marketplace, afew piston singles have crept up in value. Did youknow, for example, in the past couple of years mid-1990s vintage A36 Bonanzas have gained morethan 5% in value? During the same time period, theaverage mid-1980s Cessna 182 is up 6%, and theTurbo 210 moved up 8%.

One thing more apparent with each passingquarter is the vast difference between the clean,

Another year has passed and many dealers and lenders spoken with say a recovery has not yet found its way to General Aviation.

Vref’s Fletcher Aldredge begs to differ…

Pre-Owned AircraftSales Trends


F


Used AC Trends_Layout 1 16/12/2014 11:44 Page 1

updated airplane and its neglected sister-ship. Onewill have a beautiful Garmin G600 panel and a re-manufactured engine while the other seems over-due for an appearance on the Antiques Roadshow.

Turboprop AircraftTurboprop prices may have hit bottom years ago.We still see pockets of ups and downs, but theseseem to be based on aircraft condition or short-term demand, such as government contracts. In a‘long-range jet world’ some are surprised thatdecades-old Cessna Conquests, Piper Cheyennesand Twin Commanders continue to enjoy a viablemarket.

We see a healthy market for corporate turbo-props well into the future. Not everyone needs togo 6,000 miles at Mach 0.9. In fact, General Elec-tric Aviation’s Dowty Propellers are paving the wayfor a new generation of turboprops by exploringthe effects among the propeller, nacelle and wing.As we all know, the propeller never really leftGeneral Aviation.

Business JetsThe jet market continues in contrary ways. We arealways careful to point out that overall inventory isdown and activity is up. Then why are so many jetprices continuing to fall? The answer most oftengiven is, “Demand is still not strong enough tosupport a price floor…for some airplanes.”

Obviously, it’s not fair to paint the entire seg-ment with one broad brush. Aircraft with a highlymodified avionics suite can bring top dollar. A Gulf-stream G550 (and other jets) updated with CPDLCand ADS-B Out, that is U.S. registered and based,yet is ready to fly anywhere, can be worth muchmore than an adjacent serial number with no en-gine program and no upgrades.

The jet market was quite a mix this quarter. Weare not only flabbergasted by the drubbing largejets continue to take, but delighted that a few,smaller jets actually moved up in value – a little.And, a few more are reported to have someupward pressure.

2015: A Smarter MarketplaceAnother plus for aviation, the number of qualifiedbuyers has increased significantly. In the past sixyears, according to OxFam, and reported in CNN’sMoney, the number of billionaires worldwide hasdoubled. And, it’s no secret that corporate profitshave surged.

It should come as no surprise to anyone that weat Vref are bullish on the future of General Aviation,both near-term and long-term. From our vantagepoint, we have witnessed a successful evolution inaircraft sales. Activity is good and continues to im-prove, primarily because sellers and brokers con-tinue to get smarter.

Not that long ago, many sellers assumed be-cause the last jet sold a year ago for $12m, the

next one should be worth $12m. Buyers rarelyseem to have that delusion these days. Now, mostbrokers are very quick to ascertain a current, real-world value. If the airplane hasn’t sold for that$12m asking price after six months, it might not.This realization, more than anything, has pulled ourindustry back from the brink and into its modern-day recovery mode.

Furthermore, it tells us our global industry can -and will - thrive, no matter what the geopoliticalminefield that we call the Global Economy throwsour way. Visit www.vrefonline.com �

Aircraft Type Vref Fast Facts

Later model Premier I Prices up a lot

Challenger 300 Off again

Challenger 604 Finally stable after a sell-off. Slight upward pressure

Global XRS Good deals – steals – continue to happen

Most CitationJets Flat or relatively stable

Citation Excel Tight, with a slight uptick in later models

Prices up for early models

Citation Sovereign Improved market. Some upward potential in early models

Falcon 50/50EX Down again

Falcon 900B/900EX Off moderately

Gulfstream GIV-SP More downward pressure from a soft G300/G400 market

Gulfstream GV Down significantly as activity returns

Gulfstream G450/G550 Continue a slow downtrend

Gulfstream G650 The only aircraft trading at a premium

Hawker 850XP Prices up again

Relatively stable

Learjet 60/60XR Long downtrend continues

Citation Encore

Learjet 45

Find the latest jets for sale at

AVBUYER.COM

HAWKER 850XP : PRICES UP

SOURCE: Vref



Used AC Trends_Layout 1 16/12/2014 11:45 Page 2

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f it were easy, everyone would be doing it! Of course, I referto the role of the aircraft broker in advising, buying andselling. Well, here we go again: a new challenge, working topredict future residual values at a time in our industry with

more impacting factors than ever before… Faster-paced aircraftinnovation will drive a more frequent new aircraft buying cycle.That will mean that more used, but capable aircraft will be flowinginto the pre-owned market at a faster pace. Owner’s concernsabout how new aircraft in a market affect the value of olderversions are not new, they are just going to be a reality we facemore frequently than ever before.I met with an Asset Management Specialist from one of the

largest aircraft lending institutions in October. He said the exactsame thing a few other Asset Specialists have said to me lately:they are finding it increasingly difficult to establish residual values.In fact many have simply thrown up their arms and do not even tryto set this critical future benchmark. They articulate the samereason: too many new aircraft models and iterations confusingthe metrics and evaluation.

The Challenge: With the spread so great between pre-ownedprices and new, many buyers have been reluctant to buy newaircraft because without much new innovation over the last tenyears, older versions of the same aircraft that are still deliveringnew provide the same benefit for a lot less money. Manymanufacturers have struggled to sell new aircraft againstpre-owned options. Many owners have also decided to just investin their aircraft - upgrading avionics and modernizing with newpaint and interior rather than buying new.The OEMs have, however, worked to solve this problem of

longer ownership cycles by creating new aircraft models that offerlarge enough differences to make buyers realize that their newneeds cannot be met by simply modernizing what they have.These include greater fuel efficiency, improved engine perform-ance, wing development, flight deck performance, and increasedcabin environments and management systems. Bombardier’sGlobal 7000 and 8000; Dassault’s Falcon 5X and 8X; Embraer’sLegacy 450 and 500s; the Gulfstream G500, G600 and G650ER;and others are all raising the bar significantly.So why the challenge? Because, as new aircraft are designed

and delivered, and the pace of innovation of new aircraftincreases, we have a universe of potential aircraft options that arevery competitive with few mission fulfillment differences, butsignificantly different price points...This competitive landscape of aircraft is interconnected. As

more new aircraft are released and the older versions enter thepre-owned market with prices that continue to be pushed down,it is challenging to predict where any single aircraft’s future isheaded without considering many new and evolving factors.

The Acronym ALM (Aircraft Lifecycle Management): Everyonegets excited when visiting the Manufacturer’s displays at tradeshow events, but the post-show conversations we have with clientstends to center on “what is my current airplane’s value going to dowhen this new model comes out?”It’s a fair question, but one that is hard to determine and should

not be answered quickly and without complete industry input.We must begin a dialog with the key participants of our industryto build what can be a set of guidelines and metrics for thisassessment.• How will manufacturers discuss this with customers?• How will lenders accept this incredible number of product

iterations and begin to build residual value components with renewed confidence?

• How will customers feel about the discussions?Aircraft may depreciate at a faster rate than they have ever done

before. There are only so many buyers in the world and the OEMsare, as they should be, fighting to increase the sale of new aircraftand shorten buying cycles. After all, it is through new aircraftcycles that they will survive and we need the new innovation in theindustry. This does, however, increase the flow of pre-owned air-craft in the market and pricing pressure falls from the top of themarket down through the smallest and oldest aircraft.We’ll see newer, bigger, more capable aircraft piling up at vari-

ous price points throughout the pre-owned market going forward.Of course, buyers should never buy more than what they need tocomplete their mission, but the increasing flow of newer, goodpre-owned aircraft will continue to confuse the already muddledaircraft markets.

The Metrics: We are having these important discussions with thekey industry participants. We’re working to build our internalmetrics. And, while the discussion about future projected residualvalues has always been a part of our discussion, it has started totake a different tone and be based on a different set of metrics.I do believe that it is not just the new airplanes or the near-new

aircraft that will be impacted by the influx of product iterations anddevelopments, it will trickle down to every airplane that is beingbought and sold. We as an industry cannot, and will not abandonwhat is critical to any asset management. Residual Value. But wewill need to evaluate a greater set of factors within a new metric. �

I

Future Residual ValuesA New Challenge, Acronym & MetricHow do you project future residual values when you have more

aircraft iterations and brand-new clean-sheet aircraft being built, creating a more frequent new aircraft buying cycle, asks Jay Mesinger.

Jay Mesinger is the CEO and Founder ofMesinger Jet Sales. Jay also serves on the JetAviation Customer and Airbus Corporate JetsBusiness Aviation Advisory Boards (BAAB).

Contact him at [email protected]


JMesinger Layout B_JMesingerNov06 17/12/2014 12:44 Page 1

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always enjoyed watching World War IImovies on TV. Observing an officer barkingorders to the radioman during a battle, you’dhear the “whirling” sound as the radioman

tuned in the selected frequency (this was due tothe beat frequency that is internal to the radiobeing out of tune with the desired frequency). Thelouder the sound the more off-frequency it was.When the two frequencies matched they nulledone another out and signaled to the radioman hecould communicate.

Crew members flying during this time period

and many years thereafter undertook the samearduous task when tuning either the HighFrequency (HF) radio or the Automatic DirectionFinder (ADF). Now with a push of a button or aclick of a mouse the pre-programmed frequency isloaded and ready for communication.

Military pilots on low altitude bombing runsonce relied on the darkness of the night to be their“stealth” component when bombing bridges.Lights attached to the outer edges of the wingswere angled in-board and downward so that whenthe two beams of lights converged on the water

Advent ofNextGen:

How Did We Get Here?

FLIGHT DEPARTMENT � AVIONICS


I

NextGen will enable more aircraft to fly safely and with more frequencyacross the world. But from where have the proposed avionics requirements

and technologies been developed, asks Brian Wilson.

Avionics 1_Finance 16/12/2014 15:39 Page 1

into one spot the aircraft was at the proper heightand the crew could launch their ordnance. Todaythe pilot releases a GPS-guided weapon from a safealtitude and never even sees the designated target.

It’s hard to imagine that those well-positionedwingtip lights on WWII bombers were theprecedent to the Radio Altimeter (RA) used todayon most fixed- and rotary-winged aircraft. Avionicstechnology has come a long way since then, butour skies have also become increasingly congested.At one point ground-based radar surveillance couldkeep ample separation between aircraft, and verbalposition reports over oceanic regions sufficed.

Growth among the airlines and business aircrafthas increased substantially in the two decadesleading up to the second millennial. The prevailingneed to fly aircraft closer together resulted in thedevelopment and enforcement of Reduced VerticalSeparation Minimums (RVSM). Now, almost fifteen(15) years later we are addressing the need to fly

closer both laterally and longitudinally; againaffected by the alarming increase in demand fortransportation by air.

The Advent of FANSGrowth in aviation in the Middle East and Asia – forexample - has added many additional dialectscreating the potential of voice communicationmisinterpretations to increase and overload ouralready-burdened Air Traffic Controllers.

Let us not forget the 1977 runway collision oftwo Boeing 747s in Tenerife that claimed 583 lives.While there were many circumstances surroundingthis horrific event; the two Boeing crew membersand the controller spoke three different nativelanguages. Sweeping changes to how internationalairlines, their crews and controllers communicatedwere implemented to avoid ambiguousunderstandings of colloquial phrases in the future.

To improve aircraft safety and reduce humanerror the International Civil Aviation Organization(ICAO) formed a committee in the 1980s to studynew technical advancements, setting thegroundwork for the Future Air Navigation Systems(FANS).

In the early 1990s, Boeing announced a first-generation FANS product, known as FANS-1 - andAirbus then launched its own FANS-A, which is whyyou see the common acronym FANS 1/A usedtoday. This transition from voice communication todigital communication was a milestone that allowedthe crew and the controller to “text” pre-setmessages back and forth between the aircraft andthe ground.

From DR to ADS-BParis has hosted many early Navigationalachievements – among them, on May 21, 1927,Charles Lindbergh landed his Spirit of St. Louis atLe Bourget, completing the first solo trans-Atlanticflight. Mr. Lindbergh relied on Dead Reckoning (DR)as his navigational source on this historical feat.

The formula for DR is Distance = Speed (x) Time,which looks rudimentary until you factor in windvelocity and direction. Aircraft engaged in long-range flying from the 1920s and into the 1970susually had a navigator on board who tracked theaircraft position and provided data to the crew.Inertial Navigation Systems (INS) came along, whichaided the navigator and in some cases eliminatedthat crew position where triple redundancy systemswere on board.

Even so, inherent drift errors common to thedesign of this INS technology allowed fordeviations of up to two nautical miles (nm) per hourof flight, meaning the system was in tolerance eventhough the aircraft was 20nm off track on a ten hourflight! This is one of the reasons that aircraft wererequired to have 60nm of lateral separation whenradar was not available.

The introduction of GPS-guided Flight

AVIONICS � FLIGHT DEPARTMENT


“Now... we are

addressing the

need to fly

closer both

laterally and

longitudinally;

again affected

by the

alarming

increase in

demand for

transportation

by air.”


Management Systems (FMS) completely eliminatedthe need for a navigator onboard the aircraft.Satellite-Based Augmentation Systems (SBAS) allowGPS receivers to be certified to within 0.01nm with99.999% reliability. This technology has allowed theAir Traffic System (ATS) to proceed with thereduction of the current 60nm of lateral separationto 30nm.

Mr. Lindberg had plenty of challenges during hismomentous flight to Paris, but having to giveaircraft position updates or worrying about otheraircraft traffic were not among them. Pilots continueto use their HF radios to give positional updatesroughly every 30 minutes. Aided by the GPS-guided FMS, the waypoint calculations previouslydefined by the navigator have become a mundanetask (although the noisy and intrusive HFcommunications are archaic at best).

Advancements in Surveillance technologycombined with spot-on navigational systemsreduce pilot workload. Position reports can now besent automatically by the FMS at intervals outlinedby a “contract” set forth between the controllerand the aircraft, thus eliminating the HFcommunication.

Collision avoidance systems also became arequirement due to the increase in aircraft trafficand the alarming rate of near and actual mid-aircollisions. In the middle of the 20th century airtraffic controllers utilized the ground-based radarsystem to track aircraft and provide maneuveringcommands when needed. Then, commercial aircraftdid not have the benefit of Traffic CollisionAvoidance Systems (TCAS) and light business andleisure aircraft where not required to have altitudereporting systems. Public outcry led Congress toact, and with the assistance of the FAA, both TCASand Mode “C” altitude reporting systems became

mandatory requirements. The reduction of mid-aircollision occurrences were then superseded by anincrease in Control Flight into Terrain (CFIT)accidents. Ground Proximity Warning Systems(GPWS) helped reduce the number, but it wasn’tuntil GPS terrain mapping was developed andemployed that a major impact on the lessening ofCFIT mishaps was made.

Today, Enhanced Ground Proximity WarningSystem (EGPWS) surveillance computers combineaccurate GPS position data with terrain mapping tovirtually know where the aircraft is in threedimensions geographically, but the implementationof ADS-B will provide the next chapter of safety andsurveillance for all levels of aircraft.

Onward to NextGenThe continued proliferation of the airlines worldwideand the faster and longer duration of transcontinentalbusiness aircraft will continue to fill our skies andoverload the Air Traffic System (ATS).

These long-range aircraft will fly over remoteregions of the world. We must continue to findsafer ways to fly more aircraft closer together, andmore efficiently, to reduce fuel burn and lessencarbon emissions into our vulnerable environment.

Technology and Aviation will continue toevolve in the future as they have done in the past,and I am convinced that NextGen will put us onthe right track! �



Brian Wilson is the Key AccountsManager at GoGo Business Aviation.

He also sits on the Board of Directorsat AEA. Contact Brian via

[email protected]

“Technology

and Aviation

will continue

to evolve in

the future

as they

have done

in the past.”


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O'Gara January 16/12/2014 17:32 Page 1

O'Gara January 16/12/2014 17:32 Page 2

hile we will be using the term‘mandate’ within the following series,the context first needs to beexplained. In this series the terms

‘mandates’, ‘requirements’, ‘recommendations’,‘rules’ or ‘operational guidance’ may be usedinterchangeably because in reality, they are inter-preted much the same by transport authorities.

Mandates from an operator’s perspective arerequirements to be complied with in order tocomplete mission profiles. For a light jet operatordomestically-based and flying regionally there will beless compliance needs than for an intercontinentallarge cabin operator flying across different controlledairspaces.

Even when not mandated to equip, though, anoperator desiring additional capability, such as a

Wide Area Augmentation System capable oflocalizer performance with vertical guidance (WAAS-LPV) or other forms of enhanced navigation orapproach guidance, may consider requirements forplanning and budget purposes. Such an upgradereflects an individual business case for cost efficientoperations into terminal areas and airports importantto the user of a business aircraft.

Throughout this series, the terms NextGen (US),Single European Skies and its iterations such asSES2+ (EU), and ICAO Global Concept Block will beused interchangeably or as appropriate. Surprisingly,there is a high level of interaction between thesethree concepts for managing and controllingairspace. In addition, however, special cooperationis required for oceanic airspace, the largest regionof all.

Aviation Mandates: An In Depth Review



W

For the next 12 months Ken Elliott will be navigating the complex world of avionic mandates, offering a comprehensive, clear, 360 degree view of NextGen and all that comes with it...

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BackgroundAviation mandates are usually provided to improveSAFETY and EFFICIENCY, thereby reducing thechance of miscommunication and confusion whileincreasing the number of aircraft that can beaccommodated at the same time. Core avionicelements of Communication, Navigation andSurveillance are developed and continuouslyimproved to meet increasing demands on airspaceand infrastructure. These core elements will befeatured throughout the series.

Some mandates impact a limited set of userswhile others, such as Automatic DependentSurveillance-Broadcast mode (ADS-B), areuniversal. Whether universal or not, it should beborne in mind that no mandate is created in avacuum.

Back in 1935 the Radio Technical Commissionfor Aeronautics (renamed in the 1990s as simplyRTCA) was formed to develop technical standardsfor avionics equipment. For eight decades theCommission has provided a forum for industry andtransport authority collaboration on most newtechnologies. Standards were painstakinglydeveloped over years of networking betweenindustry competitors and government specialists,creating rewrite after rewrite of technicaldocuments. All this effort flushes out the technicalaspects of NextGen airborne technology so thatequipment manufacturers and aircraft builders candesign requirements into their product. Most of theworld today follows RTCA general guideline fortechnology implementation into aircraft.

Other organizations such as the Society ofAutomotive Engineers (SAE), Mitre and NASA arealso utilized with US NextGen, where tasking byFAA leads to research and development ofstandards. European agencies also contribute toRTCA activities to augment alignment between USand European standards.

Worldwide, transport authorities andgovernmental agencies responsible for airspacemanagement and control are budget-driven,strategizing their operations to limit expenditureon infrastructure and overhead. The more thatinfrastructure is eliminated from groundinstallations and moved into the cockpit ofoperators’ aircraft, the better for governments.Cockpit-centric technologies are the futuredirection, so equipage upgrades are here to stay.

To be fair - and as one example - the FAA hasmost of its 660 planned ADS-B ground stationsand 100 of the 230 Air Traffic Control centers readyor operating ADS service (see map on previouspage). Furthermore, the FAA has in place 3,498WAAS-LPV approaches. In some respects (as in thiscase) the onus is now on operators to equip, trainand approve their aircraft and crews for utilizingadvanced technology.

Perceived Benefits & Operator ReluctanceOne of the business cases for NextGen and SES isthe need for universal equipage. The more thatusers are appropriately equipped, the easier it isfor national or oceanic airspaces to function in acoordinated and efficient manner. As shown byTable A (above), universal adoption by operators isslow for multiple reasons, including negativeexperiences with previous mandates.

Furthermore, there is a gap in perspectivebetween commercial, business and light GA users,and differences may widen with militaryapplications and the onset of more unmannedvehicles. Each segment of airspace user has aunique business case for its operations whilepossibly seeing bigger benefits for other usergroups.

There is no ‘one size fits all’, so requirements areclearly written around airspace efficiency, bothdomestic and international, having equal relevanceto any user operating in a designated airspace.

Four Business Aviation User GroupsWith respect to business aircraft owners and theiravionics requirements, there are four categories ofuser groups, none of which are completelyinsulated from the need to upgrade in some formor another. When purchasing your next aircraft,

“In somerespects (asin this case)the onus isnow onoperators toequip, trainand approvetheir aircraftand crewsfor utilizingadvancedtechnology.”


MMaajjoorr PPoossiittiivveess ooff RReeqquuiirreemmeennttss MMaajjoorr RReeaassoonnss ffoorr OOppeerraattoorr DDeellaayy oorr PPuusshhbbaacckk

Most users equipped = efficient operations Reluctance to be first or an early adaptor

Less time and less delay Equipage costs will reduce over time

Reduction in fuel, energy and cost We have all the equipment we need!

Less confusion and miscommunication What is the benefit v cost to us?

Successful completion of trips as planned The requirement will be delayed or go away

Enhanced safety and tracking We will qualify for a grandfather clause Overall continental + oceanic airspace efficiency

We may trade the aircraft before the due date

Table A: Positives vs Pushbacks


Surveillance

ATM

Approaches + Low Visibilty

OpsNavigation

Communication

Graphic A: Simplified Mandate Grouping


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considering its technology status will be an importantconsideration for you.• New Aircraft: Either current or future delivery

equipped with the latest technology and mostly compliant with NextGen.

• Recent Aircraft: Acquired ‘new’ within the last 5-7 years and mostly provisioned for NextGen.

• Legacy Aircraft 1: Acquired aftermarket and upgraded along the way. Could be somewhat compliant with NextGen.

• Legacy Aircraft 2: Acquired aftermarket, not upgraded, and in need of major modification to comply with NextGen.

A Global View of MandatesSome of the drivers behind current avionic mandatesare:• Worldwide increase in airspace users.• Need for closer 4D separation to efficiently

accommodate increased traffic flow.• Need to save energy and cost, to lower

dependency on infrastructure and to improvesurveillance.

• Interoperability across multiple time zones withinairspace controlled by national agencies.

These drivers create a need for change in airspaceuser performance, requiring equipment changestechnically defined by RTCA and others. Equipmentand aircraft builders worldwide adopt these newstandards, allowing operators to function and airtraffic controllers to automatically monitor and guidetraffic flow globally.

Europeans have led the way on certain operationalmandates, especially where high density airspacedemands it. However, they tend to give way onimplementation dates as member nations align toimplementation readiness. Meanwhile, ICAOcautiously follows the lead of US and Europeanguidance. Occasionally individual nations, likeAustralia, take a lead on mandates as demonstratedrecently by their local ADS-B Out implementation.

At risk of oversimplification, current known mandates can begrouped as shown in Graphic A (previous page), with Air TrafficManagement (ATM) facilities being the terrestrial component.Approaches and Low Visibility Ops are user-elective yet aremoving into mainstream requirements as their role in providingbenefits becomes clearer.

Within each technology group noted in the Graphic (yetapplicable across more than one group), are the familiar termsof ADS-B, Performance Based Navigation (PBN) and elementsof Future Air Navigation Systems (FANS—FANS 1 developedby Boeing, FANS A developed by Airbus and the amalgam ofboth, known as FANS 1/A). These technical terms apply tocapabilities added to existing equipment-based technologiessuch as Transponders, Flight Management Systems (FMS), VHFradios and Satcom. For low visbility operations the less well-known technology of Enhanced Flight Vision is introduced,along with ATM and FMS via high integrity GPS used forapproaches, completing PBN to touchdown.

While newer aircraft may escape with minor service bulletins,

the more aged aircraft are likely to require significant re-equipage if they are to be eligible for operation in airspaceredesigned around advanced technology.

NextGen is focused on the integration of airspace and itsusers, via the automation and streamlining of navigation,communication and surveillance with an ability for both thepilot and controller to detect and avoid other aircraft at alltimes. We hope you will enjoy and benefit from the seriesrunning throughout 2015. �

AADDSS--BB OOuutt PPrree--22001144 MMoonntthh 22001144 22001155 22001166 22001177 22002200 22002255

GGuullff ooff MMeexxiiccoo

January Data

Recording (CVR) EU

FANS 1/A Ph 2C NAT

ICAO FL290+

HHuuddssoonn BBaayy FFLL335500--440000

January ADS-B Out

N. Am Airspace

AAuussttrraall iiaa ((ppaarrtt)) FFLL229900++ February VDL Mode 2

– EU FL285 ADS-B Out Perth, Aus

IFR

SSiinnggaappoorree FFLL229900++

February FANS 1/A Ph 2a NAT

OTS FL350-390

IInnddoonneessiiaa FFLL 220099++

February

MNPS Change to

RNP RNP 10+4 N

Atlantic

All A/C RNP RNP 10+4 N. Atlantic

February (some EU countries unready)

PM-CPDLC (Link 200+)

ADS-B Out Australia -

All IFR

March VHF 8.33 std All EU

ECAC

June ADS-B Out

Europe (New

Aircraft)

ADS-B Out Europe

(Retrofit Aircraft)

December PM-CPDLC

(Link 200+) Legacy Aircraft

December ADS-B Out Hong Kong

FL290

TCAS II v 7.1

EU CofA pre March 2012

HUDs 10% of Fleet China

Commercial

FANS 1/A Ph 2b NAT

ICAO FL350-390


Commercial


Commercial

Subject to Change

Expect ATN B2 US

mandate timeline

Expect SMGCS

mandate timeline

Expect HUD-EVS

Business A/C China


Table B:Mandate Calendar


Note: Mandate Calendar current as of December 2014 –future requirements of USFANS, Advanced Surface Movement Guidance & Control Systems (A-SMGCS),Heads Up Displays (HUDs) and possibly greater recording and tracking of aircraft.

Ken Elliott is Technical Director,Avionics at Jetcraft. He also works

within the NextGen AdvisoryCouncil sub-committee. Contact

Ken via [email protected] orwww.jetcraft.com


General Aviation January_Layout 1 15/12/2014 15:31 Page 1

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espite some popular political chatterabout unilateral action, ICAO, an armof the United Nations, makes decisionsresponding to the consensus of its

nearly 200 member states in their effort to ensuresafe, orderly air travel within an internationalsystem with some common bases. But single

member states ultimately set their own rules, sodeadlines for deploying various technologicaladvances vary from country-to-country.

Nevertheless, while individual nations set therules for their domestic airspace, operators aretypically bound by the rules of the nations theyvisit. So the lack of a mandate in a home nation

NextGen Upgrade Strategies:The Where, When, How & Why



D

Today operators face equipment mandates throughout the globe, notes Dave Higdon. As varying airworthiness and air traffic authorities

improve their systems, how and when do you plan to comply…?


won’t relieve an operator from fulfilling a mandateif it applies in a destination country.

The Line-upTwo years ago the European Aviation SafetyAuthority (EASA) began requiring use of a FutureAir Navigation System (FANS 1/A) of some form forair traffic using the North Atlantic Track System(NATS). The airspace impacted expanded last year,and extends to most of the North Atlantic this year.For the commercial traffic among theapproximately 1,500 aircraft using that airspaceeach day, FANS 1/A is old hat (the advent ofExtended range Twin Operations—ETOPS—helped encourage its adoption long before theEASA requirement kicked in). It’s somewhat newerto business aircraft operators, however.

Unlike EASA, the FAA has no mandate in placefor FANS; but US operators who regularly cross theAtlantic will ultimately face the issue of equipping.Failure to equip with FANS 1/A doesn't lock out an

operator from crossing the North Atlanticaltogether. It does, however, leave unequippedaircraft unable to access the most efficient trackswith the reduced separation (similar to the altituderestrictions imposed on US operators who fail tomeet RVSM standards). EASA’s FANS mandates willnot impact operators who won't be crossing theAtlantic in the course of their operations (at least inthe foreseeable future).

The same cannot be said for AutomaticDependent Surveillance-Broadcast (ADS-B).The majority of the world's business aircraft face afuture in which air traffic authorities require ADS-Bto access most airspace. ADS-B is the future of air-traffic surveillance and is already required in muchof the world, even though the FAA gives aircraftowners until 2020 to comply.

Automatic Dependent Surveillance—Contractmode (ADS-C) meanwhile provides precisionposition reports using an approved referencetechnology – WAAS GPS is the most common –that reports to ATC via an Inmarsat or Iridiumsatellite link. Like ADS-B, it requires virtually nohuman interaction once powered-up.

Position Reference and MoreThe Technical Service Order (TSO) that makes aposition source legible for use in most of thesecases is the FAA's TSO-C 166b and its internationalcounterparts. US operators that never fly aboveFL180 have a second option under TSO-C 154c.

The system used most commonly in Europe andNorth America is a TSO-C 166b-compatible WAASGPS, which provides position data accurateenough to support precision instrumentapproaches. For operators with the need forprecision position data under multiple mandates,installing WAAS GPS is a first priority.

While many modern business turbine aircraftsport Flight Management Systems with GPS (evenWAAS GPS), given advances in the TSO operatorsshould determine whether their current FMS fulfillsthe requirements for the systems planned. If not,an upgrade is needed; how and what will vary withthe equipment already installed – and future plans.For aircraft lacking such modern navigationequipment, it may be a good time to examine theaircraft, its panel and your future plans.

Next PrioritiesAvionics shops counsel owners and operators toweigh their plans for the company airplane:whether it will remain as is, get upgraded, or betraded - and at what point. Most will advise againstsinking funds into an airplane that won't be keptlong enough to be impacted by a mandate, or onenearing the end of its useful life.

For some owners, complying with mandatesmay require more than the installation ofequipment. For example, there are issues of crewtraining to be considered. Furthermore, if the



“...operators

should

determine

whether their

current FMS

fulfils the

requirement for

the systems

planned...”


airplane regularly ventures beyond US borders,assuring its legality in those foreign destinationsshould be paramount (as mentioned above, FANS1/A has little importance to an operator that neverflies the Atlantic, although the Controller/PilotDataLink Communications (CPDLC) hardwarerequired for FANS 1/A may be desirable due toexpected mandates in Europe).

When and How?Where, exactly, an aircraft receives upgrades tohelp it meet various mandates is one of thosechoices best made after consulting with variousshops about needs, costs and schedules. Timingthe work to coincide with other major maintenanceneeds offers an opportunity to save both time andmoney, according to various shops and the AircraftElectronics Association.

A business turbine aircraft due for expendeddowntime should be examined in light of thepending mandates the operator must meet. Even ifthe mandate itself is years out – such as the 2020deadline for ADS-B Out in US airspace – installingthe needed systems during other maintenanceobviates the need for more aircraft downtime.

Are you thinking of converting that analog panelto glass? What better time to make the neededupdates for looming mandates? Is the airplanegoing in for new interior or engine work? Youwould be wise to also consider what work could beundertaken to meet mandates that will ultimatelyimpact your flight operations.

The Do-Nothing OptionOf course, operators may choose to procrastinate– and face the prospect of frustrations, worry and alengthy delay as they wait for overbooked shops tofind a vacant slot to take the aircraft in andundertake the necessary work. Some operatorsmay opt to ignore most of these mandatesaltogether. But there will be consequences!

As noted before, NATS users face the loss of themost-efficient, most-favorable crossing tracks ifthey fail to comply with the FANS 1/A requirementof EASA. The costs come in the form of longer legsthat consume more fuel and flight time.

Ignoring the ADS-B Out mandate in the US,meanwhile, essentially locks operators out ofairspace in which Mode C transponders are nowrequired. Even the business pilots of high-performance piston aircraft want access to airspacehigher than that available in most of the countrywithout ADS-B Out. And if those aircraft needaccess to airports in today's Bravo and Charlieairspace, ADS-B Out is the answer.

The Clock is Ticking...Consult with aviation professionals on need andtiming; finance resources on costs; tax expert on

making the most of the upgrade work; then, pickthe shop you’re most comfortable using (preferablyone that knows your aircraft and its panel, see ourMRO guide overleaf). Start planning now!

And remember, it’s better to take advantage ofbenefits beyond meeting some regulatorydeadline. In the US alone, using a navigationWAAS GPS to comply with ADS-B Out opens upabout 3,500 runway ends to precision approachesunavailable via an ILS. And eventually operatorswill want to access the approaches available onlyto aircraft that can meet Required NavigationalPerformance (RNP) standards.

Better tracking, improved pilot/controllercommunications and a safer, more-efficient ATCenvironment holds benefits for both those makingthe mandates and those who meet therequirements. �



AAIIRRCCRRAAFFTT OOEEMM GGRROOUUPPSS TTYYPPEESS Embraer Phenom 100/300 Embraer Legacy 450/500/600/650 Embraer Lineage Cessna Jet Light All CJs Cessna Jet Medium Citation X/Sovereign Gulfstream Medium G100/150/200/280 Gulfstream Large GII through G650 Dassault Medium Falcon 10/20/50/200 Series Dassault Large Falcon 900/2000 Series & 7X Bombardier Medium Challengers Bombardier Large Globals Bombardier Learjet All Learjet Models Hawker Series All Hawker Models Beechjet All Variations Astra, Galaxy, Westwind All Variations Airbus ACJ All Variations Boeing BBJ All Variations

Rockwell Collins All Honeywell All Garmin All Universal Datacom, ADS-B, PBN GoGo (Aircell) Datacom ICG Datacom FreeFlight ADS-B L3 including ACSS All Satcom Direct Service Provider

Embraer Phenom 100/300 Embraer Legacy 450/500/600/650 Embraer Lineage Cessna Jet Light All CJs Cessna Jet Medium Citation X/Sovereign Gulfstream Medium G100/150/200/280 Gulfstream Large GII through G650 Dassault Medium Falcon 10/20/50/200 Series Dassault Large Falcon 900/2000 Series & 7X Bombardier Medium Challengers Bombardier Large Globals Bombardier Learjet All Learjet Models Hawker Series All Hawker Models Beechjet All Variations Astra, Galaxy, Westwind All Variations Airbus ACJ All Variations Boeing BBJ All Variations

AAVVIIOONNIICCSS OOEEMM TTYYPPEE OOFF AAVVIIOONNIICCSS ((MMaannddaatteess))

Rockwell Collins All Honeywell All Garmin All Universal Datacom, ADS-B, PBN GoGo (Aircell) Datacom ICG Datacom FreeFlight ADS-B L3 including ACSS All Satcom Direct Service Provider

MRO Aircraft & Avionics Capabilities Tables

To view our non-exclusive MRO Aircraft and Avionics referenceguide as prepared by Jetcraft’s Ken Elliott, see overleaf.


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Dassault Aircra Serv. KLIT X X X X X X X X X X XDassault Service Worldwide X X X X X X X X X X XDrabpol EPMO Avionics & Instruments X X X XDuncan Avia!on KLNK KBTL X X X X X X X X X X X X X X X X X X X X X X X XDuncan Avia!on 16 US Loc's Avionics & Instruments X X X X X X X X XEllio" Avia!on KMLI X X X X X X X X X X X X X XEmbraer Worldwide X X X X X X X X X X X XEpps Avia!on KPDK X X X X X X X X X X X X XExecujet Maintenance Worldwide X X X X X X X X X X X X X X X X X X X X X X XField Avia!on KYYZ X X X X X X XFieldTech KFTW Avionics & Instruments X X X XFlightstar KCMI X X X X X X X X XFlying Colours CYPQ KSUS X C X X X X X X X X X X X X X X X X X XGate V LOWW X X X X X X X X XGDC Technics KSAN X X X X X X X X X XGreenpoint KDTO X X X X X X X X X X X X X X XGulfstream KSAV X X X X X X X X XGulfstream KBQK X X X X X X X X XGulfstream Serv. Centers X X X X X X X X XGulfstream Serv. Center KWPB X X X X X X X X X X X X XHaggan Avia!on KAPA X X X X X X X X X X X XHarrods Avia!on EGGW X X X X X X X X XHawker Beech KICT KIND X X X X X X X X X X XHawker Pacific Worldwide X X X X X X X X X X X X X X X X X X X X X

Speciality work

Worldwide


MRO Aircraft & Avionics Capabilities TablesA thru h

MRO LOC 1 LOC 2 Gulfstream Medium

Gulfstream Large

Bombardier M

edium

Bombardier Large

Bombardier Learjet

Dassault Medium

Dassault Large

Embraer Phenom

Embraer Legacy

Embraer Lineage

Cessna Light

Cessna Medium

Hawkers

Beechjet/Nextant

Astra, Galaxy, WW

CRJ

BBJ

ACJ

Rockwell Collins

Honeyw

ell

Garm

inUniversal

GoGo

(Aircell)

ICG

FreeFlight

L3 ACA

SSSatcom

Direct

ABC Comple ons Mobile CA X X X X X XAbelag Technics EBAW EBBR X X XAbelag Technics EBKT X X XABS Jets LKPR X X X X XAero Dienst EDDN X X X X X X X X X X X X XAES WSSS Avionics & Instruments X X XAir Service LFSB X X X X X X X X XAMAC Aerospace LFSB X X X X X X X X X X X X XAstronic Industria SBGL Avionics & Instruments X X X X X X XAustralia Avionics YBCS Avionics & Instruments X X X X X X XAvionicare EGMC Avionics & Instruments X X X X X X X X XAvionics Services SBSP Avionics & Instruments X X X X XAvjet KBUR X X X X X X X X X X X XBanyan Air Service KFXE X X X X X X X X X X X XBizjet KTUL X X X X X X X XBombardier (YUL) KYUL X X X X X X X X X X XBAS Service Centers X X X X X X X X X X X XCapital Avia on KPWA X X X X X X X XCapital Avia on Inst. Av. KMNZ Avionics & Instruments X X X X X X X X XCarpenter-Momentum KMQY Avionics & Instruments X X X X X X X X XCE Avionics KSFB Avionics & Instruments X X X X X X XConstant Avia on KCLE KBHM X X X X X X X X X X X X XChicago Jet Group KARR X X X X X X X X X X X X X X X XCessna Cita on KICT X X X X X X X X X X XCessna Cit. Serv. Centers Worldwide X X X X X X X X X X X

Worldwide

AIRCRAFT AVIONICS



J thru w

MRO LOC 1 LOC 2 Gulfstream Medium

Gulfstream Large

Bombardier M

edium

Bombardier Large

Bombardier Learjet

Dassault Medium

Dassault Large

Embraer Phenom

Embraer Legacy

Embraer Lineage

Cessna Light

Cessna Medium

Hawkers

Beechjet/Nextant

Astra, Galaxy, WW

CRJ

BBJ

ACJ

Rockwell Collins

Honeyw

ell

Garm

inUniversal

GoGo

(Aircell)

ICG

FreeFlight

L3 ACA

SSSatcom

Direct

Jet Avia on LFSB LSGG X X X X X X X X X X X X X X X X X X X X XJet Avia on KCPS X X X X X X X X X X X X X X X X X XJet Avia on KBED KTEB X X X X X X X X X X X X X X X X X X XJet Avia on WSSL X X X X X X X X X X X X XJet Avionics SBGL Avionics & Instruments X X X X X X X X XLandmark Avia on KGSO X X X X X X X X X X X X X X XLandmark Avia on KINT X X X X X X X X X X X XLandmark Avia on KSDL X X X X X X X X X XLu!hansa Technik Worldwide X X X X X X X X X X X X X XMarshalls EGSC X X X X X X X X X X X X X X XMayday Avionics KGRR Avionics & Instruments X X X X X X XMid Canada Mod Center CYYZ Avionics & Instruments X X X X X X X X XMjets VYYY X X X X X XNa onal Airways Corp FALA X X X X X X X X XNavy Aerospace SBGR Avionics & Instruments X X X XNextant Aerospace KCGF X X X X XPentastar KPTK KOXC X X X X X X X X X X X X X X X X XPrivate Sky KRSW X X X X XPro Star Avia on KMHT X X X X X X X X XRose Aircra! KMEZ X X X X X X X X X XRUAG EDMO LSGG X X X X X X X X X X X X X X X X X XRUAG LSZA LSZB X X X X X X X X X XScandinavian Avionics Worldwide Avionics & Instruments X X X X X X X X XSkyservice CYYZ CYYC X X X X X X X X X X X X X

AIRCRAFT AVIONICS

Standard Aero Associated KDAL X X X X X X X XStandard Aero KSPI KAGS X X X X X X X X X X X X X X X X X X X X X X XStandard Aero KLAX KIAH X X X X X X X X X X X X X X X X X XStarport KSFB X X X X X X X X X X X X X X X X X X X X XStevens Avia on KGYH KBJC X X X X X X X X X X X X X X X X XStevens Avia on KBNA X X X X X X X X X X X X X X X X X X X X XStevens Avia on KGSP KDAY X X X X X X X X X X X X XTAG Avia on LSGG X X X X X X X X X X X XTaikoo Aircra! Services ZSAM X X X X X X XTAM SBJD X X X X XThe Maintenance Group KPDK X X X X X X X X X X X X X X XToledo Jet Center KTOL KFXE X X X X X X X X X XWestern Aircra! KBOI X X X X X X X X X X X X X X X XWest Star Avia on KALN KGJT X X X X X X X X X X X X X X X X X X X X X X

This is a non-exclusive list of primary business jet Maintenance Repair Organizations and Avionics facilities worldwide, focus-ing on those facilities that are capable of supporting business jet upgrades and completions applicable to avionics mandatesfor communication, navigation and surveillance. Where known, aircraft types serviced by the MROs are included. Avionicsfacilities that are not primarily MROs are shown as ‘Avionics & Instruments’. These facilities indicate their ability and approvalto work on business jets and where known, their avionics capability is listed. �




Jetbroker's January_Layout 1 15/12/2014 15:39 Page 1

Jetbroker's January_Layout 1 15/12/2014 15:39 Page 2

f you aim low enough you are not likely to bedisappointed. It is surprising how many lead-ers unintentionally set their sights too low fortheir Business Aviation services. How do you

know that you are not one of them? Here are a fewquestions to test whether your corporation is gettingthe greatest value from its aviation services:

1. Have you explicitly shared with others in the aviation department and the corporation as awhole why your firm has Business Aviation services? If not, how can staff clearly focus on, and emphasize delivering the right stuff in theright ways? If you simply tell the personnel with-

in your department what to do (when andwhere the passengers want to go, for example)how can your aviation professionals offer alter-natives and suggestions that enhance theimpact of your company’s efforts? Staff solutionscan be as simple as reducing your door-to-doortravel time by selecting airports that shortendriving time or avoid detectable surface trafficdelays.

2. Do you, the aviation manager, report to a C-suite executive? If not, it is harder for you to bein touch with the strategic direction of the com-pany. Most companies continuously adapt their

Aviation Services: Are you Aiming Too Low?

FLIGHT DEPARTMENT � MANAGEMENT


I

As a leader, one of your most important responsibilities is to set loftyexpectations, notes Pete Agur. Are the goals high enough for the

value your Business Aviation services can create for your employer?

FD M 1_Finance 16/12/2014 12:11 Page 1

strategies to take advantage of market shiftsand opportunities. The airport is naturally isolat-ed from the pulse of the business. Having theaviation manager reporting to a senior executivehelps to close that gap, allowing aviation servic-es to adjust their offering more proactively. Forinstance, it can take weeks to prepare for andset up the logistics for a trip into third worldcountries where large market opportunities aregreatest. This task can be done discretely andeffectively, given some lead-time. Alternatively,imagine the company inaugurates a cost man-agement initiative involving transportation andlogistics. Allowing the aviation department tobecome a leading participant can greatly reducethe political pressure that invariably comes frommore operationally-focused sources.

3. Is it obvious that aviation services are dramati-cally impacting the success of the enterprise?Are aviation services instrumental in stretchingthe reach of key executives, capturing newmarkets, seizing spontaneous opportunities,connecting intimately with valued customers(old and new), responding to critical threats,etc.? Those strategic trips more than pay forthe investment in aviation assets. Be sure thataviation services receive the credit they are duefor these successes. Your audience can be otherdepartment heads within the corporation;C-suite executives; or employees company-wide, depending on your company’s cultureand the situation. You are likely to need suchgoodwill when your firm’s use of BusinessAviation is challenged. Conversely, don’t impede the aviation depart-ment’s ability to create leveraged impact by asking your staff to operationally do more with less.Business Aviation is a strategic business unit. The net benefit of cutting into the meat of their activities can easily be a negative return.

4. Are employees getting the most out of theirtravel time? Their hundreds of hours en route isthe last major opportunity to improve key travel-ers’ productivity. Many companies are takingadvantage of better and cheaper connectivityon-board business aircraft. You can do morethan that, though. Some companies are addingan executive assistant to the passenger mix toassist executives to achieve more while travel-ling. Others are conducting trip-independentmeetings in-flight. I meet with time-stressedleaders in the back of their aircraft. When weland I simply catch a flight home.

5. Are you and your aviation professionals able tosupport other parts of the company? Does thedepartment play a lead role in the selection of charter services for the entire company? Remote managers without aviation knowledge often

assume the FAA assures that any charter compa-ny is safe, so they buy charter flights based onprice. The results can be ugly. The US charterindustry has an accident rate 4-5 times that ofan internal aviation department. Some chartercompanies are very good. Some are not. Youshould be in a position to help the companychoose wisely.

A Core Part of the Company?An easy test to determine how well your aviationservices are strategically integrated is to ask thedepartment’s members what business are they in. Ifthey say “aviation” or “safe transportation” theyare focused on playing at the airport rather thanbeing a key part of the core company. Thatparochial perspective constricts their ability to con-tribute more effectively to the value they can cre-ate for the entire enterprise. Even if you seek a lowpublic profile, the aviation department needs to beincluded in the corporate brand.

These are only a few of the areas in which avia-tion services can do more with what you alreadyhave. If your primary aim for aviation services is“each departure should end in a safe landing”, youare shooting far too low. Next month we will focuson ‘standards’. �

MANAGEMENT � FLIGHT DEPARTMENT


Peter Agur Jr. is managing director and founder of The VanAllen

Group. He is an NBAA CertifiedAviation Manager. Contact him via

www.VanAllen.com.

YOUR SERVICES SHOULDPRESENT PLENTIFUL OPPORTUNITIES TO THE CORPORATION

“If yourprimary aim for aviationservices is

‘each departureshould end in a safe landing’,

you areshooting far

too low.”

FD M 1_Finance 17/12/2014 12:26 Page 2

s such, the aviation unit benefits frompersonnel who are educated and expe-rienced in their trade of managing afirm’s need for on-demand transporta-

tion by air. Throughout the nearly 70 years followingits founding in 1947, the National Business AviationAssociation (nee’ National Business AircraftAssociation and before that Corporate AircraftOwners Association) has been true to its Mission offostering an environment that allows BusinessAviation to thrive in the USA and around the world.

Leaders within NBAA have consistently supportedthe premise that relevant knowledge and skill in themanagement and operation of business aircraft are

core values in achieving greater acceptance forBusiness Aviation as well as enhancing productivityfrom this unique form of transportation.

The Association’s first full-time president, JohnWinant, launched a series of educational seminars inconjunction with a leading aviation magazine in the1980s. His successor, Jonathan Howe, encouragedthe Association’s Board of Directors to formalize anin-house educational program that eventuallybecame, in 1998, NBAA’s Professional DevelopmentProgram (PDP), an organized means for advancingthe knowledge of aviation managers and those pro-fessionals who aspire to hold managerial positionswithin flight departments.

PHO

TO C

OUR

TSEY

OF

NBA

A

Certified Aviation Manager:What is it, and Why’s it Valuable?



A

Gone are the days when individuals were selected to run company flight departments because they were the firm’s best pilot,

notes Jack Olcott. Even for small corporations, Business Aviation is woven into the fabric of the enterprise.

FD M 2_Finance 16/12/2014 12:16 Page 1

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The Association also has a long history support-ing the good work of universities, colleges and tech-nical schools with curricula designed to prepare anindividual for a career in aviation management.

Professional RecognitionUnlike other professions such as accountants, cityplanners, medical personnel or engineers, BusinessAviation did not have a formal program of accredita-tion for individuals who pursued a career associatedwith business aircraft. Thus the Association launchedits Certified Aviation Manager (CAM) program in2001 specifically to honor individuals who acquiredthe knowledge and practical experience that unique-ly qualified them for management within flightdepartments, as determined by a committee of theirpeers. The first test for achieving CAM designationfrom NBAA was conducted at the Association’sAnnual Meeting and Convention in 2003.

Based upon education such as provided throughPDP and academe, it was possible to specify a gridof knowledge and experience that prepares an indi-vidual to achieve CAM recognition as a qualifiedprofessional in aviation management. Certification,however, requires a process that is structured andadministered by one or more national boards.

To complete the process for achieving accredita-tion, NBAA’s CAM Governing Board created andsubmitted more than 700 pages of supporting docu-mentation to meet the accrediting community’s stan-dards. NBAA applied to the Institute forCredentialing Excellence (ICE), a body within theNational Organization for Competency Assurance(NOCA), to have its CAM program accredited. Twoyears later, in 2013, NBAA’s Certified AviationManager program received the distinction of beingthe first accredited program in Business Aviation.

Steps to be a CAMNBAA’s website (nbaa.org/cam) contains documentsthat fully describe the Association program forbecoming a Certified Aviation Manager. Start withthe CAM Candidate Information Handbook, whichdescribes the process completely in terms that areeasily followed.

To sit for the exam, which is computer-based andadministered under contract by an external testingcompany, an applicant must have education, experi-ence and licensing that is valued by NBAA’s CAMGoverning Board to be equal to 100 eligibilitypoints. Formal education can account for up to 45points (e.g., an Aviation Trade School programamasses 15 points while a Master’s Degree accountsfor 45 points); licensing and pilot certification cantotal 30 points; continuing education such as cours-es within NBAA’s Professional Development Programcan total a maximum of 45 points; and years ofemployment in Business Aviation are valued up to90 points. Thus the professional aviator should havelittle difficulty demonstrating the 100 eligibilitypoints required.

Two letters of recommendation and a check for$100.00 (non-NBAA Members $125.00) mustaccompany the candidate’s completed application,which is reviewed by NBAA’s CAM ProgramAdministrative Director. If the applicant’s request isapproved, a fee of $975.00 (non-NBAA Members$1,250) is required to sit for the test. A CAM StudyGuide can be obtained for $150.00 (non-NBAAMembers $200.00). Up to three retests are includedin the application fee - although approximately 78percent of applicants pass on their first try.

Credentialing is based upon the satisfactory com-pletion of 175 multiple choice questions that mustbe completed within 3.5 hours (the passing grade isapproximately 70 percent depending when theexam is taken).

Valuable CredentialBeing designated a Certified Aviation Manager is aworthy accomplishment that places aviation profes-sionals with the ranks of others who have achievedrecognition within their career fields. Designed morefor the aspiring manager rather than someone whohas achieved his or her goal of running a flightdepartment, CAM certification distinguishes theholder as a person committed to excellence andprofessional progress within the field of BusinessAviation.

As we see more employers stating preference forCAM holders, NBAA’s first-of-its-kind certificationprogram is gaining respect within the BusinessAviation community and among those who seek arewarding career with this important form oftransportation. �


“NBAA’s

Certified

Aviation

Manager

program

received the

distinction of

being the first

accredited

program in

Business

Aviation.”


PHO

TO C

OUR

TSEY

OF

NBA

A

FD M 2_Finance 16/12/2014 12:16 Page 2

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Complacency: The Silent Killer

FLIGHT DEPARTMENT � SAFETY


Complacency is a silent killer. In the Flight Department, routine operational procedures can be taken for granted and short-cuts may lead to unacceptable risks. So what causes complacency and

how can it be counteracted, asks Mario Pierobon.

Safety 1_Finance 17/12/2014 11:24 Page 1

ithin aviation safety management,the causes of ‘complacency’ are notalways clear. Complacency can oftenbe equated to ‘overconfidence’ or

‘lack of situational awareness’. Nevertheless, there isa common contributing thread: aviators can becomecomplacent when they lose a healthy sense ofrespect—better yet, let’s call it fear—toward theirroutine operations.

Fear often carries negative connotations, butrarely is it equated with the protective values it canfoster - namely an internal response that triggers anatural instinct to protect oneself. As long as fearremains at a healthy level within an aviator, it can beharnessed for the purpose of taking due care withinroutine operations.

Make no mistake: complacency is ever present,and systems need to be in place to guard againstthe subtle dangers it presents. So how should FlightDepartment Managers seek to guard against com-placency in their own operations?

Preventative MeasuresComplacency prevention is an inherently difficulttask. Those who are complacent are generallyunaware of being so. Nevertheless, over the pastthree decades many segments of the aviationindustry have become more familiar with theconcepts and precepts of human factors.

The basic training curricula on human factors inaviation is modelled around the so-called ‘dirtydozen’, a list of recurrent issues that impair humanperformance in the work place, as originally com-piled by Transport Canada. ‘Complacency’ featuresprominently, so aviation professionals should alreadybe informed of its existence, and be guardedagainst its negative effects.

In order to remain alert to the possibility of com-placent operating behaviours, it’s important that per-sonnel performing functions - especially simple, rou-tine tasks, or when fatigued – learn to maintain anoptimum level of diligence; for example, the appro-priate mind set should be expecting to find a fault.

Following written instructions and adhering toprocedures can provide suitable stimuli. In addition,optimized time management on long flight seg-ments (when alertness tends to be lower and com-placency higher) can be achieved by using ‘empty’time slots to review technical and operational docu-mentation, including recent revisions in order to staycurrent. These additional stimuli will help to managetime efficiently and prevent complacency by keepingfocus sharp.

Remember: To prevent complacency means tomaintain a healthy fear about the things that couldpotentially go wrong. Complacency comes from alack of reinforcement. It starts small but grows to apotentially life-threatening measure. Although we donot need to become obsessed with ‘Murphy’s Law’,we should always be vigilant, and recognise warningsigns that things could go wrong if strict procedureis not followed.

Recognizing ComplacencyPreventative measures – whether through training orincorporating appropriate stimuli when operating inconditions that are prone to complacent behaviour –should be accompanied by training on ‘complacen-cy’ recognition (e.g., learning to spot the warningsigns).

One such sign is a sense of excessive ease on theflight-deck: is the flight crew reclining, absorbed withthe cloud formations or star constellations outsidethe cockpit window, or are they alert - fully focussedon their situation?

If a single pilot or a crew realizes they have beenguilty of complacency and inadvertently lower theirvigilance, it is advisable that the crew re-sharpentheir focus on their flying duties rather than simplyenjoying the beauty of flight.

Pilots should always be examining “what if”situations. Keep in mind the adage, “know what youhave to do before you have to do it”. For singlepilot operations, it is highly recommended to men-tally revise emergency procedures, regularly. If in amulti-crew operation the pilot-in-command shouldrequire the crew to review emergency procedurestogether. This should include covering engine lossscenarios; loss of pressurisation; electrical failures,etc.

Managing Complacency-Aware OrganizationsThe operation may have an exemplary safety record,but it takes only one moment of gross complacencyto blot that clean record forever. Complacency pre-vention and recognition is not the task of one indi-vidual, and it does not only affect pilots. Aircraftmaintenance is also subject to complacency. Aircraftmaintenance technicians can perform many short-cuts in their duties, too, deviating fromstandard/approved operating procedures. If thesetransgressions or omissions go unnoticed, they candevelop into serious breaches of safety. So theabove considerations on identifying and preventingcomplacency are equally applicable to technicians.

Business aircraft operators and organizationsshould guard against slipping into complacency intheir practices - from airworthiness managementtasks, to maintenance, to flying.

Additional strategies to prevent complacencyinclude:

• Avoid working from memory;• Never assume that something is OK without a

thorough check;• Sign-off work only after ascertaining that it has

been completed.

From an organizational perspective, managementcan exercise additional complacency countermea-sures by emphasising teamwork and encouragingmutual cross-checking during operations. Thesemechanisms will also provide adequate stimuli whenfatigue might be a factor. �

SAFETY � FLIGHT DEPARTMENT


W

Mario Pierobon works as a Safety ManagementConsultant and Content

Producer. He is currentlyinvolved in a major airsidesafety research project atCranfield University in

the UK. Contact him [email protected]


eather at the departure airport thatfateful February morning was good:visibility 10 miles, skies clear, windscalm. The captain of the Challenger

600 was experienced, with over 16,000 total flighthours and nearly 3,400 hours in type. Yet what wasanticipated to be a routine charter from TeterboroAirport (KTEB), near New York City, to ChicagoMidway (KMDW) with eight passengers ended in arejected takeoff at excessive speed, a demolishedaircraft and extensive injuries as the CL600 overranKTEB’s Runway 06, careened through the airport’sperimeter fence and across a busy highway, slam-ming into the loading ramp of a nearby warehouse.

The cockpit crew as well as two occupants of acar struck by the Challenger were seriously hurt.All eight passengers plus a cabin attendant and awarehouse worker received minor injuries.

The crew arrived at KTEB about 0520 to conductpre-flight duties and oversee FBO personnel asthey fulfilled the pilots’ written order to “top off”all tanks on the Challenger, thereby bringing theaircraft’s fuel load to approximately 16,634 poundsand its calculated takeoff weight to 41,320 pounds(about 70 pounds above the allowable takeoff limit,but not dangerously excessive considering theperformance capabilities of the Challenger on acold winter day). Passengers were boarded by 0705and the aircraft taxied toward Runway 06.

Takeoff clearance was issued at 0717, powerlevers were advanced and the aircraft acceleratedquickly through its takeoff decision speed (V1 was127 knots), and within the blink of an eye throughits rotation speed, Vr, of about 135 knots. With bothhands on the yoke, the captain applied back pres-sure to achieve the takeoff attitude, but the aircraft’snose wheel did not lift off the runway. Rather, theaircraft continued to accelerate through 160 knotswithout achieving its takeoff attitude.

At that point, estimated to be roughly five sec-onds after accelerating through Vr and with about

2,100 feet of runway remaining, the captain abortedthe takeoff, reversed thrust, applied maximumbraking and deployed spoilers. The NTSB estimat-ed that the Challenger ran off the departure end ofKTEB’s Runway 06 at about 110 knots and wastravelling 85 knots shortly before striking the ware-house loading ramp.

Probable CauseAs stated in its Accident Report issued October 31,2006, “The National Transportation Safety Boarddetermines that the probable cause of the accidentwas the pilots’ failure to ensure the airplane wasloaded within the weight-and-balance limits andtheir attempt to take off with the center of gravity[cg] well forward of its forward takeoff limit, whichprevented the airplane from rotating at the intend-ed rotation speed.”

Why, we need to ask ourselves, would an experi-enced captain fail to determine balance prior to thischarter flight, a procedure required by the FARs anddemanded by safe practices? The crew calculatedthe Challenger’s weight, but neglected to note theaircraft’s center of gravity was positioned at 12.47percent Mean Aerodynamic Chord (MAC), whichexceeded the allowable forward limit of 16 percentMAC by one-fifth of the aircraft’s allowable cgrange!

Although the accident in question triggered anextensive examination of FAR Part 135 operationsby the Federal Aviation Administration and theDepartment of Transportation that resulted inunique regulatory changes regarding OperationalControl, the role that complacency played in thissingular tragedy unfortunately is all too common.

How many takeoffs had the accident pilot con-ducted in his thousands of flight hours? Probably anumber approaching 8,000. Without strict attentionto procedures, best practices and a professional’sdedication to process, the risk of tragedy stalksthose who take safety for granted. - JWO �

Complacency: A Subtle and Constant Concern

FLIGHT DEPARTMENT � SAFETY


W“Why, we

need to askourselves,would an

experiencedcaptain fail

to determinebalance prior

to thischarter flight?”

Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any

carelessness, incapacity or neglect – Anonymous.


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

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

After hours contact Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 • Ralph Lacomba +1 803 822-5578

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

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

2013 CITATION XLS+, S/N 560-6140

1982 CITATION II, S/N 550-0343

1999 EXECUTIVE 328 JET, S/N 31211982 CESSNA 414A, S/N 414A-0844

2014 CITATION M2, S/N 525-0822

2002 CITATION EXCEL, S/N 560-5249 2004 CITATION CJ2, S/N 525A-0203

1995 CITATION ULTRA, S/N 560-0284

ALSO AVAILABLE: 1982 CESSNA 414A, 414A-0844

Eagle January 17/12/2014 11:08 Page 1

he average Large Cabin and Ultra-Long-Range airplanes share more in commonthan they differ, with similar cabin sizesand comparable cruise speeds ranging

roughly between 450-500kts. For the purpose ofthis month’s focus, we’ll categorise Large Cabin andUltra-Long-Range jets under the generic categoryof ‘Large Cabin jets’, on the basis of their sharedcharacteristics, and MTOWs that generally rangebetween 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and intothe 6,000nm range, making these effective non-stop continent and ocean-crossing machines. Thefewer the stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets haveover their smaller Light and Medium jet kin is theirneed for runways longer than 6,000ft, whichrestricts the number of airports they can use bycomparison. Nevertheless, for the trans-oceanictraveller, the advantages offered by these airplanesfar outweigh the negatives.

Where the Large Cabin airplanes really excel (asthe name would suggest) is in their cabincapacities. A cabin will typically stretch from 30-40feet or more, enabling operators to enjoy a widerarray of finishing options and office capabilities thanjets in the smaller segments can provide. Cabinheights in excess of six feet guarantee stand-upcabin comfort, while seating capacity of 8-18is typical.

Naturally, the size and range capabilities of LargeCabin jets don’t come cheaply, and you’ll need alarger fuel budget, more hangar space and a largermaintenance budget. Yet for the company with theneed, the Large Cabin jet will rarely prove toosmall, and only occasionally be too large for anairport you’d prefer to access. In these situations,supplemental charter is the answer.

Large Cabin Jet Price GuideThe following Large Cabin Jets’ Average RetailPrice Guide represents current values published inthe Aircraft Bluebook–Price Digest. The study spansmodel years from 1995 through Winter 2014. Eachreporting point represents the current average retailvalue published in the Aircraft Bluebook by itscorresponding calendar year.

For example, the Falcon 2000EX EASy valuesreported in the Winter 2014 edition of theBluebook show $18.9m for a 2009 model, $18.0mfor a 2008 model and so forth.

Aircraft are listed alphabetically. With thereader’s knowledge of aircraft, equipment, rangeand performance, the following Guide allows thereader to determine the best value aircraft forconsideration.

Business Aircraft Values: The Large Cabin Choice

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


T

Note: We have includ-ed 39 aircraft models

in the following LargeCabin average price

guide, and for addition-al assistance, Conklin

& de Decker’sPerformance and

Specifications data forthese models can be

referred to, beginning on page 74

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

Values Intro_Finance 16/12/2014 11:28 Page 1

Jetblack October_Layout 1 22/09/2014 16:34 Page 1

LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE

BOMBARDIER CHALLENGER 850ER 21.0 19.0 18.0 17.0 16.0 15.0 14.0

BOMBARDIER CHALLENGER 605 28.5 23.0 20.0 17.5 16.5 15.5 14.5 13.5

BOMBARDIER CHALLENGER 604 12.0 11.0 10.0

BOMBARDIER CHALLENGER 350 25.5

BOMBARDIER CHALLENGER 300 24.9 20.0 17.5 16.5 15.0 14.0 13.0 12.0 11.5 11.0

BOMBARDIER GLOBAL 6000 62.0 51.0 45.0

BOMBARDIER GLOBAL 5000 50.1 39.0 35.0 31.3 29.3 28.3 26.3 23.3 21.3 19.3

BOMBARDIER GLOBAL EXPRESS XRS 41.2 37.2 35.2 33.2 31.3 28.1 26.5 25.0

BOMBARDIER GLOBAL EXPRESS 22.8

DASSAULT FALCON 7X 52.8 48.0 43.0 40.0 37.0 33.0 31.0 29.0

DASSAULT FALCON 2000S 27.7 25.5

DASSAULT FALCON 2000LXS 32.9 30.5

DASSAULT FALCON 2000LX 30.5 25.0 22.5 21.5 19.5 19.0 17.7

DASSAULT FALCON 2000DX EASy 17.5 15.5 14.5

DASSAULT FALCON 2000EX EASy 18.9 18.0 16.5 15.3 14.7

DASSAULT FALCON 2000EX

DASSAULT FALCON 2000 11.0 10.5 10.0

DASSAULT FALCON 900LX 42.2 36.5 33.5 31.5 29.5

DASSAULT FALCON 900EX EASy 28.0 26.0 23.5 22.5 21.5 20.5

DASSAULT FALCON 900EX

DASSAULT FALCON 900DX 21.0 20.0 19.0 18.0 17.0 16.0

DASSAULT FALCON 900C 14.5

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E 53.0

EMBRAER LINEAGE 1000 44.0 40.0 39.0 38.0 37.0

EMBRAER LEGACY 650-135BJ 31.6 26.0 22.0 21.0 19.0

EMBRAER LEGACY 600-135BJ 26.0 21.0 18.1 15.4 12.8 11.0 10.0

EMBRAER LEGACY 135BJ 9.0 8.5

EMBRAER LEGACY 500 19.995

GULFSTREAM G650 73.0 71.0 69.0

GULFSTREAM G550 57.0 51.0 46.0 42.0 41.0 39.0 37.0 35.0 33.0 31.0

GULFSTREAM G500 38.0 36.0 35.0 32.0 31.0 28.0 25.0 23.0

GULFSTREAM G450 42.2 35.0 31.0 28.0 26.0 25.0 24.0 21.0 18.0 17.0

GULFSTREAM G400

GULFSTREAM G350 26.0 23.0 21.0 20.0 19.0 16.0 13.0 12.0

GULFSTREAM G300

GULFSTREAM G280 25.0 24.0 22.0

GULFSTREAM GV

GULFSTREAM GIV-SP

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

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values_RPG 16/12/2014 11:31 Page 1

WINTER 2014 What your money buys today2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

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

MODEL

YEAR OF MANUFACTURE$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

9.1 8.1 7.4 6.7 6.4 5.9 5.7 5.4 5.0 BOMBARDIER CHALLENGER 604


10.5 10.250 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000


BOMBARDIER GLOBAL EXPRESS XRS

20.4 18.8 18.0 16.5 16.0 15.5 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LXS

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASy

13.8 DASSAULT FALCON 2000EX EASy

12.0 11.0 DASSAULT FALCON 2000EX

9.8 8.7 8.0 7.7 7.2 6.5 6.0 5.7 5.4 4.8 DASSAULT FALCON 2000


19.5 19.0 DASSAULT FALCON 900EX EASy

16.0 15.5 13.750 13.0 12.750 11.5 11.250 10.5 10.0 DASSAULT FALCON 900EX

DASSAULT FALCON 900DX

13.5 12.5 12.0 11.0 10.5 9.5 9.0 DASSAULT FALCON 900C

11.0 10.0 9.5 9.0 8.5 8.0 DASSAULT FALCON 900B

EMBRAER LINEAGE1000E

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

8.0 7.5 7.2 EMBRAER LEGACY 135BJ

EMBRAER LEGACY 500

GULFSTREAM G650

29.0 28.0 GULFSTREAM G550


16.0 GULFSTREAM G450


11.0 GULFSTREAM G350


GULFSTREAM G280

20.0 18.0 16.5 15.5 14.8 14.4 13.8 13.5 GULFSTREAM GV

10.4 9.5 8.9 8.2 7.7 7.2 6.8 6.6 GULFSTREAM GIV SP

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values_RPG 16/12/2014 11:31 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 - Ultra

Long Range & Large Cabin Jets – appears over-leaf, to be followed by Medium Jets next month. Please note that this data should be used as

a guide only, and not as the basis on which buy-ing decisions are taken. The data presents air-craft aged below 20 years of age only, butConklin & de Decker provides details of olderairplanes too.If there are any other ways in which we can

improve 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

Ultra Long Range & Large Cabin Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs IntroDec14_AC Specs Intronov06 17/12/2014 12:52 Page 1

Boutsen January_Layout 1 15/12/2014 15:50 Page 1


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.






BOMBARDIER GLOBAL EXPRESS

BOMBARDIER GLOBAL EXPRESS XRS



DASSAULT FALCON 2000


ULTRA LONG RANGE & LARGE CABIN JETS

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

$3,349.10

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

470

459

459

2

HTF 7000

$3,333.51

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

3600

4853

3850

-

-

470

459

459

2

HTF 7350

$3,915.62

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,639.28

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

$3,808.69

6.08

8.17

48.42

1964

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

3096

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,748.79

6.25

8.17

48.35

2002

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR710-A2-20

$5,720.46

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR710-A2-20

$5,470.92

6.25

8.17

42.47

1889

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

$5,531.75

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR710-A2-20

$4,111.01

6.2

7.7

31

1028

5.6

2.6

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B

AircraftPer&SpecJan_PerfspecDecember06 17/12/2014 13:01 Page 1

DASS

AULT

FAL

CON

200

0DX


DASS

AULT

FAL

CON

200

0EX

DASS

AULT

FAL

CON

200

0EX

EASy

DASS

AULT

FAL

CON

200

0LX

DASS

AULT

FAL

CON

200

0LXS

DASS

AULT

FAL

CON

200

0S

DASS

AULT

FAL

CON

900

B

DASS

AULT

FAL

CON

900

C

DASS

AULT

FAL

CON

900

DX

DASS

AULT

FAL

CON

900

EX

SPECIFICATIONS � FLIGHT DEPARTMENT



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

$3,399.11

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3440

5300

4333

4575

490

482

459

442

2

PW308C

$3,489.14

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3378

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,372.57

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,310.04

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42800

39300

24750

16660

1590

4950

3864

4186

5850

4450

4350

490

482

459

442

2

PW308C

$3,310.04

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42800

39300

24750

16660

1590

4950

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,379.59

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42100

39300

24750

14600

1850

4950

3432

3673

5310

4450

4350

490

482

459

442

2

PW308C

$4,347.69

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

1C

$4,151.90

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

1C

$3,904.44

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4290

4890

3633

3880

796

482

459

430

3

TFE 731-60

$4,172.75

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4725

5215

3750

3880

755

482

459

430

3

TFE 731-60

January 2015 – AVBUYER MAGAZINE 77Advertising Enquiries see Page 8 www.AvBuyer.com


DASSAULT FALCON 900EX EASy




DASSAULT FALCON 7X

EMBRAER LEGACY 600

EMBRAER LEGACY 650

EMBRAER LINEAGE 1000

EMBRAER LINEAGE 1000E

GULFSTREAM

G280

GULFSTREAM

G300

GULFSTREAM

G350




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

$3,843.07

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4725

5215

3750

3880

703

482

459

430

3

TFE 731-60

$3,766.66

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

5000

5215

3833

3880

703

482

459

430

3

TFE 731-60

$4,176.26

6.2

7.7

39.1

1506

5.6

2.6

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5870

5600

3583

-

615

-

488

459

3

PW307A

$4,021.16

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

49604

40785

30081

18170

1507

5193

3091

3485

5440

3835

2639

761

455

447

424

2

AE 3007A1E

$4,157.95

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1910

4939

3661

3980

5840

3910

3022

757

459

447

425

2

AE 3007A2

$6,257.33

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

71044

48217

1330

9423

4198

4592

6076

3402

2464

720

472

459

455

2

CF34-10E7-B

$6,257.50

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70748

48217

1626

9719

4242

4629

6076

3402

2464

720

471

459

-

2

CF34-10E7-B

$3,352.91

6.25

7.2

32.25

888

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3420

3735

4800

5083

5000

846

482

470

459

2

HTF 7250G

$5,299.51

6.2

7.3

45.1

1658

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8

$5,174.92

6.2

7.3

45.1

1658

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C


GULF

STRE

AM G

IV-S

P


GULF

STRE

AM G

400

GULF

STRE

AM G

450

GULF

STRE

AM G

V

GULF

STRE

AM G

500

GULF

STRE

AM G

550

GULF

STRE

AM G

650

GULF

STRE

AM G

650E

R

SPECIFICATIONS � FLIGHT DEPARTMENT



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

$5,476.72

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4458

3640

701

500

476

445

2

TAY 611-8

$5,302.49

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$5,172.95

6.2

7.3

45.1

1658

5

3

169

-

2

14

74600

66000

43000

29281

2719

6000

4070

4425

5615

4417

3760

712

500

476

445

2

TAY 611-8C

$5,670.94

6.2

7.3

50.1

1595

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6675

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

$5,024.83

6.2

7.3

50.1

1812

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5991

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$5,051.63

6.2

7.3

50.1

1812

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6360

6975

6170

3667

3650

594

508

488

459

2

BR 710-C4-11

$5,443.19

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

6520

7130

6285

4167

3570

467

516

-

488

2

BR 725 A1-12

$5,447.77

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

103600

83500

54000

48200

1800

6500

7095

7685

6765

4167

-

-

516

-

488

2

BR 725 A1-12 �



1984 Hawker 800A • 258008

Aircraft Sales & Acquisitions

888.703.3060South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1985 Citation SII • S550-0036

2003 Falcon 900C • 197

1986 Citation SII • S550-0111

1998 Citation Ultra • 560-0477

2007 Falcon 7X • 7X-007

1981 King Air B200 • BB-8941991 Learjet 31ER • 31-033

Aircraft Sales & Acquisitions

2006 Piper Meridian • 46972511983 King Air F90-1 • LA-205

888.703.3060South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1999 Citation CJ • 525-03182007 Citation CJ3 • 525B-0147

ver the following paragraphs, we’ll consider the produc-tivity parameters (payload/range, speed and cabin size)and cover current and future market values. Exclusive toour online content at www.avbuyer.com, we’ll also

review the Maintenance Equity, as provided by Asset Insight, Inc.for the Learjet 60/60XR. The field in this study includes the Hawker750 and Gulfstream G150.

Brief HistoryThe original Learjet 60 was announced in October 1990 as thereplacement for the mid-size Model 55C, from which it is derived.A proof of concept airframe flew for the first time on October1990, while the first Learjet 60 made its maiden flight in June

1991. By mid-1991, Learjet claimed to have sold the first full-year'sproduction to customers across seven countries. Certification andearly deliveries followed at the end of 1992.

The Learjet 60 - a mid-size cabin, medium-range business jet -is the largest of the certified Learjet family to date and incorpo-rates new fuel-efficient engines, a wider, stretched fuselage, aglass cockpit and steer-by-wire nose wheel. Thrust reversers andsingle-point refueling are also standard equipment, and the aircraftfeatures a full galley together with an aft toilet. Production of theLearjet 60 ended in 2007 after 316 aircraft had been built.

The Learjet 60XR, meanwhile, launched in 2005, and offersLearjet 60 shoppers an upgraded cabin, Rockwell Collins Pro Line21 advanced avionics suite and three disc steel wheel brakes.

LEARJET 60XR

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

O

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on aselection of New and Pre-Owned business jets in the $4.0-15.0m price range for the

purpose of valuing the New and Pre-Owned Bombardier Learjet 60/60XR series.

Aircraft Comparative Analysis: Bombardier Learjet 60 Series

GULFSTREAM G150 HAWKER 750


AirCompAnalysis A_ACAn 17/12/2014 15:51 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

2005 Embraer Legacy 600 s/n 145-009393950 hours TSN, Engines on Rolls Royce Corporate Care,APU on Embraer EEC Program, Aircell ATG 5000 Wi-Fi,Original paint & interior in good condition, Maintained Part135, One owner since new

1997 Gulfstream V s/n 52412 passenger, fwd & aft lavs, crew rest w/small galley, aft galley,Engines on RR Corporate Care, APU on MSP, Avionics onHAPP, Electronic flight bags, Aircell ATG 4000 Wi-Fi, Ads BOut, 24, 48, 96, mo. + 192 mo. landing gear insp. c/w 6/2013

1995 Gulfstream IVSP s/n 1269Engine O/H’s 4/2013-eligible for Corporate Care-may bepurchased enrolled or not, Avionics on HAPP, -150G APUUpgrade on MSP, EVAS, Triple IRS, Aircell Axxess II IridiumSATphone, Operating Part 135

1999 Gulfstream IVSP s/n 1383Engines on RR Corporate Care, APU on MSP, Avionics onHAPP & MAPP, Ads-B-Out, Satellite Direct TV and Int’l TV,HUD, Triple Navs, IRS and VHF Comms, MCS7000 SatCom,Operating Part 135

2008 Challenger 605 s/n 5740In service 5/2008. C of A 11/2007. On Smart Parts, Engineson GE OnPoint, APU on MSP, Collins ProLine 21 System,ATG 5000 Wi-Fi, EVAS, Capable of WAAS/LPV approaches,88 parameter FDR

2008 Gulfstream G450 s/n 412214 passenger, Forward and aft lavs, Forward galley, Engineson Rolls Royce Corporate Care, PlaneView cockpit,HUD/EVS, Swift 64 internet, Wireless LAN, JAR Ops

2007 Challenger 300 s/n 20121FOR SALE OR LEASE, Engines & APU on MSP, RecentBombardier pre-buy, Collins ProLine 21, Dual IFIS, AircellGoGo Wi-Fi, New woodwork, 4000 hr. & fuel nozzlereplacement c/w 6/2014

1990 Gulfstream IV s/n 1137Engines 600 hrs TSML, New -150G APU upgrade on MSP,72-mo. insp. 10/2013, Direct TV, Hnywl DL-950 Dataloader,Dual auto throttles, New carpeting, side panels & divanfabric 11/2011, Dual iPod docking stations

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

Price $22,750,000

Price $13,995,000

Price $11,295,000

2000 Citation X s/n 750-0122Engines on RR Corporate Care, APU on Cessna AuxAdvantage, 9 yr. airframe insp. c/w 8/2011, Document3,4,7,16,23,27 c/w 4/2014, 4500 hr. insp. c/w 8/2008, singlepoint refuel, Improved TR’s, Maintained Part 135

Price $4,495,000

Price $6,995,000

Price $7,845,000

Price $4,395,000

Price $6,995,000

LEAS Single January_LEAS 17/12/2014 17:49 Page 1

Payload & RangeThe data contained in Table A(left) is sourced from Conklin &de Decker and B&CA’s May2014 issue. A potential operatorshould focus on payloadcapability. The ‘AvailablePayload with Maximum Fuel’ forthe series ranges from 944 lbs(Learjet 60XR) to 1,068 lbs(Learjet 60), which is greaterthan the Gulfstream G150 (850pounds). The Hawker 750 at2,200 lbs has the largest pay-load capability of the field.

Cabin Cross-SectionAccording to Conklin & deDecker, the cabin volume of theLearjet 60 series (447 cubic feet)is less than the Hawker 750 (551cubic feet) and the GulfstreamG150 (521 cubic feet). The dif-ferences can essentially befound in the cabin length: theHawker 750 series offers thegreatest length of the studygroup at 21.30 feet compared tothe Learjet 60/60XR at 17.67feet and 17.70 for the Hawker750. Chart A offers a Cabinvolume for each jet.

Range ComparisonAs depicted by Chart B, usingWichita as a starting destina-tion, according to Aircraft CostCalculator (ACC) the Learjet 60shows slightly more range cov-erage than the Hawker 750.

Note: For jets and turbo-props, ‘Seats-Full Range’ repre-sents the maximum IFR rangeof the aircraft at Long-RangeCruise with all passenger seatsoccupied. ACC assumes NBAAIFR fuel reserve calculation fora 200nm alternate. The linesdepicted do not include windsaloft or any other weather-related obstacles.

The Learjet 60/60XR arepowered by two PW305Aengines, each offering 4,600pounds of thrust (lbst). TheHawker 750 offers a pair ofHoneywell TFE 731-5BRengines with 4,660 lbst each,slightly greater than theLearjet 60/60XR. TheGulfstream G150, meanwhile,offers a pair of HoneywellTFE 731-40AR engines with4,420 lbst each.

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)

Learjet 60

Learjet 60XR

Hawker 750

Gulfstream G150

23,500

23,500

27,000

26,100

7,910

7,910

8,500

10,300

215

200

262

205

2,228

2,104

2,200

2,400

1,068

944

2,200

850

2,418

2,398

2,200

3,130

1,742

1,752

1,978

2,335

200

Hawker 750

Gulfstream G150

Learjet 60/60XR

551

521QQ 447

Q 400 Cubic Feet

Chart B - Range ComparisonBombardier Learjet 60 2131.25 NmBombardier Learjet 60XR 1992.9 NmHawker 750 2000.0 NmGulfstream G150 2691.0 Nm

Table A - Payload & Range

Chart A - Cabin Volume

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




Cost Per MileUsing data published in theMay 2014 B&CA Planning andPurchasing Handbook and theAugust 2014 B&CA OperationsPlanning Guide we will com-pare our aircraft. The nation-wide average Jet-A fuel costused from the August 2014edition was $6.18 per gallon atpress time, so for the sake ofcomparison we’ll chart thenumbers as published.

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

Chart C details ‘Cost perMile’ and compares the Learjet60 series to its competition fac-toring direct costs and with allaircraft flying a 1,000nm mis-sion with an 800 pound (fourpassengers) payload. The origi-nal Learjet 60 shows the costper nautical mile from $4.29,which is less than the Hawker750 ($4.49). The Learjet 60XRmodel has a slightly loweroperating cost per mile at$3.65 compared to theGulfstream G150 at $3.69, andcosts the least per mile ofthe field.

Total Variable CostThe ‘Total Variable Cost’ illus-trated in Chart D is defined asthe Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense.The Total Variable Cost for theLearjet 60 series shows a highof $1,852 per hour (Learjet 60)to a low of $1,600 (Learjet60XR) compared to the Hawker750 at $1,863 and theGulfstream G150 at $1,561.

Aircraft Comparison TableTable B contains the averageretail prices from Vref for eachaircraft. The average speed,cabin volume and maximumpayload values are fromConklin & de Decker, while thenumber of aircraft in-operationand percentage ‘For Sale’ areas reported by JETNET.

Both the Learjet 60 andLearjet 60XR have more than10 percent of their respectivefleets currently ‘For Sale’ tradi-tionally representing a seller’s

$0.00 $2.00 $4.00

Hawker 750

Learjet 60

Gulfstream G150

Learjet 60XR

U $ per nautical mile

$4.49

$4.29Q

QQ $3.69

$3.65

Q

Chart D - Variable Cost

Source: Data courtesy of Conklin & de Decker, JETNET; Vref; Operations planning guide B&CA* New & Pre-owned full sales transactions in the past 12 months; Source: JETNET

Chart C - Cost Per Mile*

Table B - Comparison Table

Long RangeSpeed(kts)

CabinVolume(cu ft.)

Vref (New/Used)

Price $m

In-Operation % For Sale Sold*Model

MaxPayload

w/avail fuelrange (nm)

Learjet 60

Learjet 60XR

Hawker 750

Gulfstream G150

423

423

402

430

447

447

551

521

1,742

1,752

1,978

2,335

$4.00

$7.90

$6.00

$15.00

311

114

48

107

11.6%

12.3%

8.3%

12.2%

54

33

5

26

* 1000NM MISSION, 800LBS PAYLOAD


AIRCRAFT COMPARATIVE � FLIGHT DEPARTMENT


market. Evidently they make anattractive proposition with acombined total of 87 units soldover the past 12 months(approximately 7.25 unitsmonthly).

Depreciation ScheduleAircraft that are owned andoperated by businesses areoften depreciable for incometax purposes under theModified Accelerated CostRecovery System (MACRS).Under MACRS, taxpayers areallowed to accelerate thedepreciation of assets by takinga greater percentage of the

deductions during the first fewyears of the applicable recoveryperiod (see Table C, above).

In certain cases, aircraft maynot qualify under the MACRSsystem and must be depreciat-ed under the less favorableAlternative DepreciationSystem (ADS) where deprecia-tion is based on a straight-linemethod meaning that equaldeductions are taken duringeach year of the applicablerecovery period. In most cases,recovery periods under ADSare longer than recovery peri-ods available under MACRS.

There are a variety of factors

that taxpayers must consider indetermining if an aircraft maybe depreciated, and if so, thecorrect depreciation methodand recovery period thatshould be utilized. For exam-ple, aircraft used in commercialservice (i.e. Part 135) are nor-mally depreciated underMACRS over a seven yearrecovery period or under ADSusing a twelve year recoveryperiod.

Aircraft used for qualifiedbusiness purposes, such as Part91 business use flights, aregenerally depreciated underMACRS over a period of five

2014 BOMBARDIER LEARJET 60XR - PRIVATE (PART 91)

Full Rate Price - Million

Year

Rate (%)

Depreciation (M)

Depreciation Value (M)

Cum. Depreciation (M)

$7.90

1

20.00 %

1.6

6.3

1.6

2

32.00 %

2.5

3.8

4.1

3

19.2 %

1.5

2.3

5.6

4

11.5 %

0.9

1.4

6.5

5

11.5 %

0.9

0.5

7.4

6

5.8 %

0.5

0

7.9

2014 BOMBARDIER LEARJET 60XR - CHARTER (PART 135)

Full Rate Price - Million

Year

Rate (%)

Depreciation (M)

Depreciation Value (M)

Cum. Depreciation (M)

$7.90

1

14.3 %

1.13

6.77

1.1

2

24.5 %

1.93

4.84

3.1

3

17.5 %

1.38

3.45

4.4

4

12.5 %

0.99

2.47

5.4

5

8.9 %

0.71

1.76

6.1

6

8.9 %

0.70

1.06

6.8

7

8.9 %

0.71

0.35

7.5

8

4.5 %

0.35

0.00

7.9

TABLE D - MACRS Depreciation Schedule

years or by using ADS with asix year recovery period. Thereare certain uses of the aircraft,such as non-business flights,that may have an impact on theallowable depreciationdeduction available in a givenyear.

Table D (below left) depictsan example of using theMACRS schedule for a 2014model Bombardier Learjet60XR aircraft in private (Part 91)and charter (Part 135) opera-tions over five and seven-yearperiods, assuming a Vref Newretail value of $7.9m.

Asking Prices vs AFTT, Age& Engine ThrustChart E (opposite), sourcedfrom the Multi-dimensionalEconomic Evaluators Inc. (www.meevaluators.com), shows aValue and Demand chart forthe pre-owned Learjet 60/60XRseries, Hawker 750 andGulfstream G150. The currentpre-owned market for these air-craft shows a total of 68 aircraft‘For Sale’ with 28 displaying anasking price, thus we have plot-ted those 28.

The equation that wederived from these askingprices and other criteria usedshould enable sellers and buy-ers to compare, and perhapsadjust their offerings if neces-sary. Demand and Value are onopposite sides of the samePrice axis.

The Demand Equation forthese vehicles is Price $m =9.2–0.639*Qty. This linear equa-tion is very well correlated, withan adjusted R2 of 98.0%, aPearson’s2 of 98.5% a P-Valueof 0.08% and a Standard Errorof $0.337m.

The Linear Equation describ-ing Value Equation is AskingPrice =-190,600 YearsOld+688,100 Cabin Length(Feet) +5054*Range (nm)+57,230,000*Thrust/MTOW-39236513.

We find that the ValueEquation for these aircraft iswell correlated, with anAdjusted R2 of 92.5%; aPearson’s2 of 93.6%; and aStandard Error of $0.549m(with P-Values of 2.00E-06,

MACRS SCHEDULE FOR PART 91

Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135

Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

TABLE C - Part 91 & 135 MACRS schedule

Source: NBAA

Source: Vref




0.02%, 0.02% and 0.17% andfor Years, Cabin Length, Rangeand Thrust/MTOW, respective-ly). Put another way, this groupof aircraft loses $190,600 invalue for each year they age.

Thus, the market for usedLearjet 60s, 60XRs, GulfstreamG150s and Hawker 750srespond to at least six features:Years, Cabin Length, Range,Thrust/MTOW, Price andQuantity.

Productivity ComparisonsThe points in Chart F are cen-tered on the same group of air-craft. Pricing used in the verti-cal axis is as published in theB&CA 2014 Purchase PlanningHandbook and Vref. The pro-ductivity index requires furtherdiscussion in that the factorsused can be somewhat arbi-trary. Productivity can bedefined (and it is here) as themultiple of three factors:

1. Range with full payload andavailable fuel;

2. The long range cruisespeed flown to achieve thatrange;

3. The cabin volume availablefor passengers andamenities.

The result is a very large num-ber so for the purpose of chart-ing, each result is divided byone billion. The examples plot-ted are confined to the aircraftin this study. A computed curvefit on this plot would notbe very tight, but when all busi-ness jets are considered the “r”squared factor would equal anumber above 0.9. Others maychoose different parameters,but serious business aircraftbuyers are usually impressedwith Price, Range, Speed andCabin Size.

After consideration of thePrice, Range, Speed and CabinSize, we can conclude that theLearjet 60 series as shown onthe productivity index is wellpositioned with the Hawker750 and Gulfstream G150business jets.

The Learjet 60 series offers alower cost per mile. In otherareas, the Hawker 750 (higher

Chart E - Value & Demand

$1.2 M

$2.4M

$3.6M

$4.8M

$6.0M

$7.2M

$8.4M

The Market for Used Learjet 60s, (Blue

Cubes), Learjet 60XRs (Blue Spheres),

Gulfstream G -150s (Pink Octahedrons)

and Hawker 750s (Yellow Spheres)

Value Plane for 2400 nm Range,

0.400 Thrust/MTOW

available payload with full fuel)and the G150 (cabin volumeand variable operating cost)nudge the Learjet 60 series.However, considering that aLearjet 60 series aircraft costsapproximately $7million lessthan the G150, operatorsshould weigh up their missionrequirements precisely whenpicking which option is the bestfor them.

SummaryWithin the preceding para-graphs we have touched uponseveral of the attributes thatbusiness aircraft operators

value. There are other qualitiessuch as airport performance,terminal area performance, andtime to climb performance thatmight factor in a buying deci-sion, too, however.

The Bombardier Learjet 60series continues to be verypopular in the pre-owned mar-ket today. Those operators inthe market should find the pre-ceding comparison of value.Our expectations are that theBombardier Learjet 60 seriesaircraft, which started deliver-ing in 1992, will continue to dovery well in the pre-owned mar-ket for the foreseeable future.

Meanwhile, the Learjet 85which is planned to replace theLearjet 60 series has beendelayed until 2016. �

Index

Pri

ce

(M

illio

ns)

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

0.2000

$20.0

$16.0

$12.0

$8.0

$4.0

$0.0 0.4000 0.6000 0.8000

LJ 60

LJ60XR

Gulfstream G150

H750

Chart F - Productivity

Michael Chase ispresident of Chase

& Associates,Tel: 214-226-9882;

Email: [email protected]; www.mdchase.com

View the latest pricesfor jets for sale at

AVBU Y E R .C O M


AIRCRAFT COMPARATIVE � FLIGHT DEPARTMENT


ritical path items, which affect the entirecompletion schedule if not completedon time, range from engineering draw-ings, to timely procurement of parts, up

to and including aircraft certification. Completionschedules have four levels: Tier I through Tier IV. TierI schedules provide a basic overview of the work tobe accomplished, while Tier IV schedules deal withdetail that is often several hundred pages in length.Understanding how the various tasks listed on theseschedules relate and depend on one another is keyto keeping the critical path items on track and themodernization project on time.

CommunicationCustomer responsibilities include understanding andcommunicating to the completion center preciselywhat they are seeking by way of specification,design and options. Without such specificity, com-pleting the desired program on schedule and onbudget is unlikely.

It is the customer’s responsibility to know what iswanted before meeting with the completion center,and a detailed discussion with the center must beheld to avoid “change orders” and other redirec-tions that result in delays and usually higher costs.

Beware, change orders can also occur because an

FLIGHT DEPARTMENT � MAINTENANCE


C

Kevin Hoffman concludes our series on modernizing and upgrading business aircraft with an examination of the primary drivers that

affect schedule and timely delivery of the completed aircraft.

Modernizing Your Aircraft: Part 3 - Schedule

Upgrading Bizjet_Finance 16/12/2014 12:33 Page 1

unanticipated option surfaced after the specificationwas drafted. Initially engaging experts who are ableto review all available options, including the latesttechnology, and advise upon which completion cen-ters are best qualified to execute the desired specifi-cation is a strategy worth considering. While thetrade-off is the time required for the expert to edu-cate the customer, the exercise is usually well worththe investment.

CapacityCompletion center capacity has a huge impact onschedule. If the facility has too many aircraft in workat one time, no one benefits. The completion centeris spread too thin, risking the quality of the product,and the customer is disappointed.

Capacity can be determined easily by the cus-tomer’s experts during the process of selecting acompletion center. It is also vital that the customerunderstand what is included in the overall schedule,since the time in completion may not include otherstages of the overall business aircraft modernizationprocess, such as the infrastructure stage, or the timeto complete required aircraft maintenance prior tobeing placed in service.

FlowWork flow improvements have occurred over thepast few years to positively affect schedule. Forexample, the pre-fit of the aircraft interior may becompleted in a mock-up (rather than on the aircraft)to decrease the amount of adjusting when cabinetsare installed in the aircraft.

In addition, exactly when the aircraft is painted orwhen the wiring harness is installed are tasks thathave been optimized to improve schedule. This is anarea where the major business jet OEMs usually havea better understanding and capability than smallercompletion centers, but such capabilities may carryadditional costs.

Penalties and non-excusable delays rarely have apositive effect on the schedule. In fact, the sales andcontract departments usually have no communica-tion with the completion center regarding these mat-ters so, although written into some contracts, thismechanism is unlikely to have an aircraft completedany faster.

Customers may insist on obtaining such languagein their contract documents, but they should realizethe minimal weight such clauses carry with respect tothe aircraft completion process. Better to establish arealistic schedule with few, if any, change orders thanto seek redress due to the contract’s language.

CustomizationCustomization and flexibility are sought by most cus-tomers modernizing their aircraft. They want theirown unique style or brand that often requireschanges to the baseline interior and influences the

project’s completion timeframe—how much longerdepends on the level of sophistication orcustomization.

Problems often arise when appointing an interiordesign firm. Not selecting an experienced interiordesigner can drastically affect the schedule.

It is also important to understand that a highlycustomized, one-of-a-kind interior will take longer tobuild than a production interior, as well as takelonger to certificate since many issues (e.g., emer-gency egress, fire retardant material, smoke andevacuation, etc.) will need to be evaluated andaddressed.

SizeConsider the size of the aircraft. A mid-size CitationSovereign (for example) has less physical space, andhence less flexibility, when compared to a large air-craft, such as a Global Express, Gulfstream G650,Airbus ACJ or Boeing BBJ.

Large aircraft can be a “designer’s dream”, offer-ing great latitude to create a unique interior. Whatmight look good on paper, however, may be a chal-lenge to accomplish in terms of time and money, andit is the customer’s responsibility to decide whatvalue, if any, a particular specification or option hasto offer.

First of their Kind?Finally, the customer needs to understand the mod-ernization journey they are about to take. Has theclient’s designer created an aircraft equipped withstate-of-the-art features that are “the first of theirkind”? The first time a Cabin Management System(CMS) is installed in an aircraft often requires thecompletion house to address unanticipatedproblems.

If your aircraft has new avionics, a new seat designor new technology features that have no history, orig-inal engineering drawings and procedures will berequired to complete your aircraft - with a significantimpact on the schedule. Additionally, if the certifica-tion basis has been altered, the completion centermay need to re-certify the systems, seats, and/orburn tests.

If the interior is to be equipped with all-new tech-nology, you would be wise to expect a longer com-pletion cycle, no matter what estimates and assur-ances you receive at the start of the project. �

MAINTENANCE � FLIGHT DEPARTMENT


Kevin Hoffman is President &CEO, Aerospace Concepts.

More [email protected]

“Better toestablish a

realisticschedule

with few, ifany, changeorders than

to seekredress due

to thecontract’slanguage.”

Upgrading Bizjet_Finance 16/12/2014 12:34 Page 2

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Year Model Serial No.1998 Astra SPX 91

1990 Challenger 601-3A 5066

1994 Citation Ultra 560-0260

1997 Citation X 750-0016

2000 Citation X 750-0121

2001 Citation X 750-0169

1979 Falcon 20F-5BR 392

1998 Falcon 2000 75

1988 Falcon 900B 30

1999 Falcon 900B 174

2014 Global 6000 9541

2008 Gulfstream G150 256

1987 Gulfstream GIV 1021



2005 Hawker 400XP RK-407

1997 Hawker 800XP 258317

2004 Hawker 800XP 258695

1995 King Air 350 FL-126

2000 Learjet 45 079

2009 Learjet 45XR 385

2001 Learjet 60 229

2007 Learjet 60XR 320

2002 Premier I RB-31

2010 Bell 427 56080

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Jeteffect Inventory January 15/12/2014 16:46 Page 1

BOARDROOM � CASE STUDY

ith experience in Alternative Invest-ment Market listings, acquisitions,mergers and joint ventures (predomi-nantly in the financial services sector,

general insurance and aviation), Captain JulianTelling established the Bristol, UK-based FalconGroup (Sumus Plc.) in the early 1980s. The businesswas predominantly involved in the retail financialservices market, focussing on personal investmentmanagement. “I floated my business in 2005 andsold-out in 2008 having set it up in 1983,” Tellingelaborates.

He has a portfolio career in both private andpublic companies, having also chaired a number ofaudit and remuneration committees. He has inter-ests in a variety of small businesses, ranging from

aviation to food manufacturing – but all of this is inaddition to being an experienced commercial pilot,flying corporate jets. Telling is the head of trainingat Bristol Flying Centre and its charter companyCentreline Air Charter, where he is an instructor onCitation Jets and King Air aircraft.

Having flown airplanes since he was 16, Telling’spassion is for corporate aviation. “I sent myselfback to college in 1989 and obtained a profes-sional license in 1990. I then worked as a flyinginstructor at weekends.”

Practicalities of Business AviationThe whole area of Business Aviation will always becontentious as there are always some people whosee it as an extravagance, Telling observes. “The

Julian Telling is an investor, non-executive director and a professional pilot.His time, and that of his clients is of the essence, thus he extols the virtues of

Business Aviation in a recent interview with Rani Singh.

The Virtues of Business Aviation


�

W

CAPTAIN TELLING WITH A CITATION

Case Study_Layout 1 17/12/2014 15:00 Page 1

CASE STUDY � BOARDROOM


Rani Singh writes about aviation. She

reports on news, foreign affairs, politicsand business with the

world’s largest news organization.

reality is, of course, something quite differ-ent. There are so many unlauded advan-tages - some of them not only criticallyimportant but potentially lifesaving.” Hehighlights that every night there is a wholeworld of medical flights carrying transplantorgans to hospitals for patients.

In addition - and drawing from the arrayof case studies he has observed in hiswork with Centreline Air Charter - he out-lines the tight schedules of those who findBusiness Aviation beneficial, from engi-neers flying spare parts aboard businessjets to business people and evenentertainers.

“Business Aviation is often a necessityfor picking up or delivering supplies re-quired to prevent a production line frombeing disrupted,” he notes. Not everythingcan wait to fit around the schedule of anAirline. “And just have a look at some ofthe punishing schedules of those who useBusiness Aviation; they work in one Euro-pean City one evening, and they need tobe in another by the following day. Thesepeople could not manage their pressingschedules without private aviation.

“Last month I flew one well-known busi-nessman who squeezed in five meetings infive European cities within one day,”Telling elaborates. “He could not haveachieved this if he had used the scheduledAirlines.

“So why wouldn't you use Business Avi-ation? Your jet operates to your schedule,travelling to the airport of your choice;often to places not served by the airlines.One of the many advantages of privatejets is that you can, within reason, chooseyour airport - perhaps ones that only pri-vate jets can get into.”

Captain Telling talks of CEOs like the

one he mentioned above, visiting a mini-mum of five different stores in five differentlocations a day, at least two days a week.“This is not untypical,” he notes. “If, forexample, a company is looking to opennew outlets in a country, they may spendmonths researching locations and suitableproperties. Once the list has been reducedto a few possibilities they will visit and canget a lot done in a day if everything isproperly organized.

"The recent announcement of theclosure of under-fire UK retailer Tesco’sbusy flight department following thecorporation’s over-stated profits seems tohave been a knee-jerk reaction to placateshareholders rather than a reasoned busi-ness decision.”

Flying in AmericaCaptain Telling has completed a numberof transatlantic crossings to and from theUnited States, delivering airplanes via thenorthern routes - Iceland, Greenland andCanada. Having flown around the US, henotes some marked differences betweenthe US and Europe. “Fuel is a great dealcheaper in the US,” he elaborates. “Manyprivate jets are also made in the US, soissues with spares and delivery prove tobe more economical.

“Overall,” he adds, “the US seems a lotmore aviation-friendly with many airportswhich have very small or no landing fees.In the UK, landing fees at airports such asBirmingham, Bristol, Cardiff, etc. are over£120 [$190]. Then you usually havemandatory handling fees, so on average,the fees can range between £300 and£1,200 ($470-$1,900]. In the US there ismuch more competition for the business,and far more choice.” �

“So why wouldn't you use BusinessAviation? Your jetoperates to your

schedule, travelling to the airport of

your choice; often to places not served

by the airlines”.

SELLING BUTCHARTERINGThe bottom line is that the corporateor private jet is an essential part of21st century business infrastructure,Telling concludes. “Whilst manycorporations may have offloadedtheir flight departments all that hap-pens is that, quite rightly, they justcharter.” (This is obviously goodnews for Centreline.)

Captain Telling is a busy individualand his company is known for itsgood service. “We believe the actualflight is only the bit in the middle,”he adds. “We try to ensure thesmooth transfer from arrival todestination to ensure the passengerexperience is unsurpassed.”More information: www.b-f-c.co.uk

CAPTAIN TELLING WITH A CITATION

MULTIPLE MEETINGS,MULTIPLE DESTINATIONS,ONE DAY ?

Case Study_Layout 1 17/12/2014 15:01 Page 2

BOARDROOM � OWNERSHIP

new client recently approached me forguidance regarding what businessaircraft to purchase. I asked where heneeded to fly, how many people would

be carried and other questions related to the air-craft's use, and then prepared a proposal for study-ing his firm’ mission requirements.

A few days later, he called back and thanked mefor my time but said he'd made up his mind.I asked the reason for his decision as he seemedso uncertain a week prior. He stated that his goodfriend has a business jet for his company and wasreally enjoying the freedom of having his own air-craft. So he was going to order the same make andmodel…

The two men are longtime friends, but their two

companies serve different markets and have differ-ent mission needs. The guidance of a trustedbuddy is valuable, but asking whether he liked hiscompany’s aircraft is hardly sufficient research forselecting an effective business tool for your firm.Neither CEO completely understood how well thefriend’s current aircraft would be able to meet myprospect's air travel needs.

Relevant AdviceHaving Board Members (or associates) with Busi-ness Aviation experience is valuable since they canguide you to ask the right questions and help youset up the proper management oversight for theflight department. They can tell you what works forthem and their company, which is helpful in your

When choosing the right business aircraft, beware of friends bearing well-meaning advice, cautions David Wyndham.

Business Aviation: It’s a Tailor-Made Solution


�

A

BG 2 Jan15_Layout 1 17/12/2014 11:18 Page 1

1999 Gulfstream V

Serial Number: 5848Registration: VT-MKJAirframe TT: 595 Landings: 452EnginesOn GE On PointAPUHoneywell GTCP 36-150CL on MSP 830AvionicsCollins Proline 21, 4-tube EFISCom Dual Collins VHF 4000Nav Dual Collins VIR 4000ADF Dual Collins ADF 4000DME Dual Collins DME 4000Transponder Dual Collins TDR 94DFMS Dual Collins FMC 6000GPS Dual Collins GPS 4000A

Rad Alt Dual Collins ALT 4000ELT Artex 406IRS Dual Honeywell Laseref VADC Dual Collins 850EHF Dual Collins HF 9000 w/ SELCALRadar Collins TWR 850FDR L3 FA 2100CVR L3 FA2100 (120 min)EGPWS Honeywell Mk VIITCAS Collins TCAS 4000 Change 7FeaturesRVSM and MNPS compliantAutothrottle115V AC outlets in cockpit and cabinIridium satellite phone system with Datalink and 2 handsetsLife vests and life raftsSmoke googles, flashlights and crash axe in the cockpit

8.33 kHz spaced radios and FM immunityEFIS/EICAS with SynopticsLightning detection systemEnhanced maps on MFDInterior9 passenger interior in Beige leather. Forward - 4-placeclub with executive tables. Aft – 2-place club opposite a4-place berthable divan in fabric. High gloss, wood veneercabinetry. Satin Almond Gold plate accessories. Aft toiletwith vanity. LH forward storage closet and RH forwardgalley with coffee maker, microwave oven, sink with hotand cold water and storage drawers. Sheepskin covers oncrew seats. Entertainment centre includes Airshow ASXi,dual DVD/CD/MP3 player, two 21” forward and aft bulk-head monitors and individual monitorsExteriorOverall White with Blue and Gold stripes

2011 Bombardier Challenger 605

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

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

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

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

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

UK office Tel. +44 1481 233001Fax.+44 1481 233002 [email protected]

US office: Mesa Tel. +1 480 396 9086Fax.+1 480 393 7008 [email protected]

www.aradian.com

Price ex India:Make offers

Aradian September 18/08/2014 14:56 Page 1

David Wyndham isco-owner and

President of Conklin & de Decker.

Mr. Wyndham can becontacted at

[email protected]

decision-making, but their opin-ions should not be definitive.

The number one considera-tion is aligning the choice ofbusiness aircraft with the strate-gic goals of the company. Coca-Cola and Pepsi are essentially inthe same business, but theirgoals are not identical. Theirrespective flight departmentsoperate different aircraft. Bothcompanies want the right toolto meet the requirements oftheir enterprise. Aircraft selec-tion is derived from a carefulconsideration of the best usesof Business Aviation in thesupport of the corporation’smissions.

For those who are new toBusiness Aviation, just havingaccess to any business aircraft canseem to be a blessing. One seniorexecutive who used to spend aday and several hops travelingfrom the firm’s location in theSoutheastern US to its Northeastoperating location stated shedidn't mind using the beltedlavatory seat as her spot on thecorporate shuttle. Spending 2.5 hours on that seatwas far preferable to the day spent in coach! Thatwas her first exposure to business aircraft, and shewas grateful to be able to have most of her daybeing productive.

That aircraft did well as a shuttle, but that seniorexecutive’s company needed to evaluate (better)alternatives. Mission must drive aircraft require-ments. Thus knowing the key missions of the firm iscritical.• What will define the successful use of the

aircraft in supporting the corporate strategicgoals?

• What is the main reason for having this aircraft?

• Are there other missions for using the aircraft?• For what sort of travel needs will the aircraft

be used?

Mission analysis also applies if you already operate aircraft.• Is there a change in mission that dictates a

different aircraft?• Is the aircraft you currently fly getting too

costly to operate?• Does time spent awaiting maintenance

decrease the availability of the aircraft?

SummaryAnticipating future needs is critical as is getting theaircraft best suited to your air travel mission.

Ask questions about where you will be flying; howmany people will be travelling; and what will betheir baggage needs. Who will have access to theaircraft (an aircraft reserved for senior leadershipcan be a very different make/model than a corpo-rate shuttle even if both are flying similar trips).Will the travel schedule be out and back in thesame day, or will it be multi-day (or longer) trips?

Do you need access to the aircraft duringnormal business hours, or also during nights andweekends? How often will two or more users needto use the aircraft during the same timeframe?Where is the closet airport to your office location?Can that landing facility support the type of aircraftyou need? A careful mission analysis will lead tothese and more questions, and their answers willguide the development of measurable criteria foraircraft selection.

You don't want to buy too much aircraft, nor doyou want to obtain an aircraft that meets only yourimmediate needs and fails to meet your growingrequirements in a few years. Worst of all, don't buyjust to join the business aircraft owners’ club.A business aircraft is a powerful productivity toolthat allow you to make the most of your time, butonly if it fits with your needs. �

“Ask questions about where you will be flying; how many people will be travelling; and what

will be their baggage needs.”

Search for the world’s best jets at

AVBUYER.COM


BOARDROOM � OWNERSHIP


OFFICESWORLDWIDE

FT. LAUDERDALE(Invoicing/Contracting Address)

1120 NW 51st CourtFt. Lauderdale, FL 33309 USA

Tel: +1 (954) 377-0320Fax: +1 (954) 377-0300

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

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

5100 TT • TAP Elite • Jar Ops • New Paint• New Interior • Garmin 500W • Fresh Doc 10

1993 Citation Jet • s/n 29

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

2007 CL850 • s/n 8056 • OE-ISF

Only 1,055 TT • ESP Gold / MSP / PlaneParts- Fresh PPI Inspection • New Paint 2014 • New Soft Goods 2014 • Worldwide High Speed Internet and Sat Phone • Part

135 Compliant • All Trades Considered

2007 G200 • s/n 174 • N851SC

6,750 TT • Engines, APU & airframe on programs • Jar Ops equipped • FDR, ADS-B, WAAS & many other avionics upgrades • New paint • New media center & speakers

• Excellent maintenance status & pedigree • Will trade towards a CL 605

1996 Challenger 604 • s/n 5328 • XA-JCG

Only 570 TT • Dual UNS-1EW FMS’s • TCAS II • Aircell • Freon Air • Latest model 40XR in the world

2012 Lear 40XR • s/n 2133

Only 1730 TT • Dual FMS 5000 • TCAS II, • Undergoing import inspection now

2006 Hawker 400XP • s/n RK-448

12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale

1982 Falcon 20-5F • s/n 444 • LV-BIY

Only 3,400 TT • Engines on Power Advantage program • Airframe on Pro Parts • TCAS II • Fresh US import inspection underway at Cessna, Orlando

2001 Citation Bravo • s/n 961

OB R

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EWIDORLDWFFICESO

x: +1 (954) 377-0300aFel: +1 (954) 377-0320TTe

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Southern Cross January_Layout 1 15/12/2014 16:50 Page 1

BOARDROOM � BUYING & SELLING

electing the right aircraft, at the right price,with the right terms, and avoiding unpleas-ant surprises is a complex project thatrequires discipline, focus and persistent

attention-to-detail. A successful acquisition is a team-effort requiring expertise in operations, marketresearch and analysis, legal, tax, insurance, financeand project management. Unfortunately, aircraftbuyers routinely make one or more of the followingten mistakes:

1. Not considering all options. Today there are lotsof ways to fly privately—charter, jet cards, frac-tional ownership, whole ownership, and more—with new programs, aircraft and operators

regularly coming and going. Objectively com-pare all travel options to achieve the best valueand safety while meeting your requirements,budget and preferences.

2. Not selecting the right airplane for the mission.Defining operational requirements with an under-standing of real-world contingencies is necessaryto avoid costly surprises and frustrations. For ex-ample, headwinds flying west in the winter, ATCdelays on congested air routes and airports, cus-toms port-of-entry requirements, and challengingdestinations (mountainous terrain, hot/highelevations, runway length, etc.) can all adverselyimpact the optimistic ranges advertised byaircraft manufacturers, brokers and dealers.

George Dom reviews the basics for Board Members and those who seek advice in buying a suitable pre-owned business jet.

Buying A Business Jet: Ten Common Mistakes


�

S



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

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P099_Layout 1 17/12/2014 12:11 Page 1

Captain George DomUSN(Ret) is president

and founder of NFSAdvisors, representing

buyers of businessaircraft and Business

Aviation services withfactory-new and

pre-owned aircraftpurchases (whole air-

craft or fractionalshares). Contact him

via [email protected] www.nfsjets.com

3. Becoming emotionally attached. Emotionalattachment to one specific aircraft during thesearch and negotiation process would be amistake; especially in the current market, thereare plenty of other fish in the sea. When a sellerbecomes aware you have an emotional attach-ment to his or her aircraft, your negotiatingposition is substantially diminished. Keep yourego in check.

4. Not completing a thorough pre-purchaseevaluation. This is a great example of beingpenny-wise and pound-foolish. Even if purchas-ing the aircraft from a friend or colleague, in-spect the most common problem areas of theaircraft and its logs and records. The recordsmust be comprehensive and complete. Thedevil is in the details of documentation. Dam-age history, life-limited components, and con-formance with the manufacturer’s maintenanceprogram are just three key areas that couldpose high-risk to an inattentive buyer.

5. Not hiring an experienced aviation attorneyand tax advisor. These professionals will ensurecompliance with FAA and IRS regulations, oftenmisunderstood by those not familiar with avia-tion. An example of a common violation is the“flight department company” — acquiring anaircraft to operate under FAR Part 91 and plac-ing it in a single-purpose entity with no otheruse than to hold and operate the aircraft.According to the FAA, a flight department com-pany is considered a commercial operation andsubject to the rules and regulations of FAR Part135, exposing the pilots to license revocationand the owners to penalties as well as tax andinsurance consequences.

6. Not being available and responsive. It is essen-tial to be available to your advisors at milestonedecision-points with clear, concise and directcommunication. “Time kills deals”. Poor com-munication risks unpleasant surprises and mis-aligned expectations.

7. Not understanding the all-in acquisition cost.These include capital and operating costs, re-furbishment/upgrades, and upcoming sched-uled maintenance. Don’t overestimate thebenefit of chartering the aircraft to offset costs(chartering has inherent costs associated withadditional flight hours, inspections, wear andtear, Part 135 certificate management, possiblyadditional flight crew, etc.). Budget conserva-tively for upgrades and incorporation of desir-able optional service bulletins and unscheduledmaintenance. Consider enrolling the aircraft ina maintenance services program.

8. Inattention to insurance liability limits, exclu-sions and endorsements. Take the time to dis-cuss “what-if” scenarios with your insurancebroker to stress-test your coverage. Keep yourbroker informed of every contract you signregarding operations and maintenance of the

aircraft to ensure you do not inadvertently voidyour insurance coverage.

9. Not applying early for financing. If applicable,application for financing sooner is better as ittakes longer to complete the process thesedays. Many a closing has been delayed be-cause the buyer procrastinated in arrangingfor financing.

10. Rushing to complete an immediate refurbish-ment/upgrade project. When buying a pre-owned aircraft, avoid major refurbishment untilyou have flown in your new steed for a fewmonths, unless the aircraft is acquired as animmediate “refurb project”. Take time to thinkthrough all the changes/upgrades you wouldlike to make and then schedule it to achieve thegreatest financial efficiency with minimal down-time by aligning the refurbishment with anupcoming maintenance period for sufficientlead-time to acquire the necessary equipment,parts and materials.

Today’s Bonus PointNot seeking an experienced, trustworthy advisor.The opinions of those who haven’t been involvedin the aircraft market are interesting, but inade-quate and potentially misleading.

As a commercial pilot and former military fighteraviator, I have sufficient flight experience that Icould safely take off and land a Gulfstream G550,but it wouldn’t be as smooth as I’d like. That does-n’t mean I’m not a good pilot, I’m just not trainedwith recent experience in the G550. The same rea-soning applies to your relative, your friend, andeven your chief pilot if they are not trained orcurrent in the aircraft marketplace and thecomplexities of the transaction process. �


BOARDROOM � BUYING & SELLING


Hawker 800XP4561 AFTT, Engines on MSP, APU on MSP.TCAS 2000 II, Fairchild F-1000 DFDR,CVR-120, Airshow 400, 8 Passenger, NewInterior in 2013 (excluding cabinets), EGPWS

Hawker 800XP4755 AFTT, Engines on MSP, Dual UNS-1LWFlight Management System w/WAAS & LPV

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

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

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

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson 1 January 17/12/2014 15:34 Page 1

BOARDROOM � MARKET ANALYSIS

or the last year I’ve been commenting onwhat I coined “precursors” to a recovery—individual data points such as pricestabilization, more transactions and first-

time buyers entering the market. These milestonesare aligned with corporate profits rising and theglobal economy stabilizing. Inch by inch we aretransitioning from several years of downward trendsto emerging upwards shifts.

Obviously, comments of one observer are notsufficient. Improvements must be real andrecognized by a broad segment of marketparticipants. The parade of believers is gettinglonger, however, and encouraging reports of market

growth are more in sync with positive projectionsfor the overall economy. In fact ‘sustainable’ wouldbe the new word to use.

While the global news is not all sweetness andlight, overall we are seeing and hearing aboutsuccesses of the Business Aviation marketplace.Bravo!

Good NumbersEmployment in the US is an encouraging area ofthe overall recovery. Across the United States weare seeing unemployment rates decline to pre-2009levels. What effect will this have on our sustainablerecovery? Will the employment of hundreds of

As we enter the New Year, the time for waiting is over. Jay Mesinger sees positive signs that the aircraft sales marketplace is changing.

Business Aviation Market: It seems like it’s Catching On


�

F


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thousands of people monthly really trickle up tohelp support the recovering aircraft market?

I believe that the answer is yes!

When you hear the word ‘jobs’ associated withaviation, you get to the economics of our industry.In fact we have been saying for years how importantour industry is to the overall economy. While 1.2million jobs are directly attributed to the BusinessAviation industry in the US alone, countless millionsof non-aviation workers are employed by companiesthat use business aircraft. Without the reach andproductivity afforded to users of Business Aviation,our nation’s overall economy would bedisadvantaged.

Health and well-being of our US and Globaleconomy has always positively affected the buyingand selling of corporate aircraft. For several yearscorporate profits have been rising and companieshave been sitting on cash without putting theirshareholders’ money into the economy. Why havethose dots not been connected sooner to revitalizeour industry at a faster pace? Confidence and theregulatory environment are reasons most oftencited.

I believe the discussion is now changing,however. I think that corporations are not justenjoying tremendous profits, they are hiring as well.Hiring alone is not why Business Aviation is gettingstronger. Hiring is a by-product of the confidencethat corporations are exhibiting. Corporateexecutives are no longer thinking that someone maypull the rug out from under profits. Instead, thereappears to be the feeling that profits, hiring and thegrowth are real and sustainable outcomes of today’srecovery.

Incidentally, when corporations are feeling moreconfident so are stock holders and all otherindividuals who watch for positive signs and plantheir entry into the market for business aircraft.Companies appear willing to spend their dollarsnow, whereas previously they were willing to sit onthe sidelines.

The Year AheadAs we enter 2015 we can look forward to asustained growth in Business Aviation.Manufacturers, maintenance providers, the FBOservice industry and other elements of ourcommunity are positioned for growth andrevitalization. Funds for product development arebeing invested by manufacturers. FBOs arespending capital dollars again to modernizefacilities. Maintenance facilities are coping withcapacity issues that require new hires and newfacilities to be built. Our industry believes thatrecovery and growth are at hand.

How should Board Members respond to thisdrum roll of recovery? Should decisions be delayed,or should they be accelerated? Should a healthier

market with sustainable growth keep one fromentering the mix now? Is there a feeling you mightoverpay in a better market? It is better to buy in ahealthy market than to participate in a market whereno one can see a floor to prices.

As a Board Member responsible for yourcompany’s sound business practices, the emergingrecovery should be great news. Gone are the dayswhen you hoped for a crystal ball to project futurevalues. Back are the days of a more predictableannual residual depreciation.

When should you buy and sell in a recovery?The answer is basic: when acquiring or upgrading abusiness aircraft fits into the overall strategy of thecompany’s travel and operational needs. There is noneed to wait for a more secure period in our market.The time is now! �

“As we enter

2015 we can

look forward

to a sustained

growth in

Business

Aviation.”


BOARDROOM � MARKET ANALYSIS

Jay Mesinger is the CEO andFounder of Mesinger Jet Sales. Jay

serves on the Jet Aviation Customerand Airbus Corporate Jets BusinessAviation Advisory Boards (BAAB).

Contact Jay at [email protected]



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P105_Layout 1 17/12/2014 12:53 Page 1

BOARDROOM � INSURANCE

he vast majority of aircraft accidents re-sult from pilot error. I know that, and theinsurance companies know that - butmaybe aviation professionals haven’t

done a good job of educating aircraft owners ofthat fact. Many companies spare no expensemaintaining their aircraft to top mechanicalstandard, and then continually gripe about thecost and inconvenience of initial and recurrenttraining for their pilots.

We recognize that more than 85 percent ofaircraft accidents are caused by pilot error. Simple

logic should tell us that we should focus our timeand money toward making sure our pilots are themost qualified, well trained, safety-focused teamwe can put in the cockpit. Hence the need to askquestions and expect satisfactory answers whenaddressing a client’s questions about adding anadditional pilot to the list of approved aviators.

Furthermore, if coverage under an insurancepolicy can only be denied when there is a claimpresented, and if more than 85 percent of aircraftaccidents are related to pilot error, then the mostlikely area of claim denial will be an unapproved

Pilot Insurance: And the Beat Goes On


�

T

Nothing continues to amaze me more than the requests I receive to add apilot to an aircraft owner’s policy and the indignation of the person making

the request, notes Stuart Hope. ‘Why’, they ask, ‘do I have so many questions about the pilot’s experience and credentials?’

BG Insurance Jan15_Layout 1 17/12/2014 12:35 Page 1

Stuart Hope is co-owner of

Hope Aviation. Mr. Hope can be

contacted at [email protected]

pilot flying the aircraft. It is a savvy aircraft ownerwho recognizes the importance of this fact andmakes certain any pilot flying the company aircraftmeets the pilot requirements of the insurancepolicy, to the letter of the law!

Yet time and again, I can hear the exasperationin a caller’s voice at not being able to simply add apilot without having to answer a bunch of insur-ance questions or complete a pilot form. Generallythe urgent request is caused by time pressures.The boss has a trip this weekend and the regularco-pilot is sick or on emergency leave. Findingqualified pilots for a particular make and modelaircraft on short notice is difficult, particularly if theaircraft is not based in a large metropolitan area.

Typical RequestLet’s illustrate by imagining I receive the call to adda pilot, and I start asking questions that I know theunderwriter will ask me. The conversation goessomething like this:

Me: How many hours does the pilot have in thismake and model aircraft, and when did he lastcomplete simulator-based training for this makeand model aircraft?

Caller: Oh, this pilot has 200 hours in Learjets andcompleted simulator-based school earlier this year

Me: So the 200 hours in Learjets were in your makeand model, Lear 60, and the sim school was alsoLear 60?

Caller: No, it was all in a Lear 31, but this guy is anairline pilot and a guru in our area, and the FAAonly requires him to have three take-offs and land-ings to act as SIC (Second in Command), so if he’sgood enough for the FAA, he should be goodenough for the insurance company! These darninsurance companies are in cahoots with thesimulator training companies! It’s a racket. So muchbureaucracy!

And so it goes... The truth is all aircraft are dif-ferent, even within the same make and model des-ignation (different avionics, panel layout, etc.). TheFAA doesn’t have any money in the game, so theirrequirements will obviously be different from theinsurance company’s. There are a number of simu-lator training companies, all in competition witheach other. But the conspiracy theory survives.

When Parties SueConsider a plaintiff’s attorneys delight after a loss. Infront of a “jury of your peers”, he or she states, “it isconsidered best safety practice by flight depart-ments that all pilots complete annual simulator train-ing for the exact make and model aircraft they areflying, and the very best flight departments do this

drill semi-annually. Yet, this aircraft owner engaged apilot who had never even been to simulator train-ing for the Lear 60 aircraft, and now this resultingaccident has robbed my client of her husband”.

In the real world it is virtually impossible formany flight departments to always have a well-qualified, simulator-school-current (in the exactmake and model aircraft), and experienced PIC andSIC back-up pilot for every flight. This situationrequires us to walk a legal tight-rope when itcomes to the pilots we use.

In the end, our best option might possibly be touse the legal “reasonable man” theory. Can youconvince a jury that the pilot you used would beconsidered a reasonable back-up pilot by any flightdepartment? �

“In the end, our best option might possibly beto use the legal ‘reasonable man’ theory.”


BG Insurance Jan15_Layout 1 17/12/2014 12:36 Page 2


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P108_Layout 1 17/12/2014 16:28 Page 1

BIZAV REVIEW � COMMUNITY NEWS

his new period definitely ranks up therewith the beginning of other new eras - likethe memorable one that began in 1986,when single engine piston airplane

production virtually ceased due to the overwhelmingthreat of product liability litigation. Or the new erathat dawned with the passage of the General AviationRevitalization Act and the return to small pistonaircraft production in 1996.

It’s not far behind important milestones like 1962,when Learjet joined the Wichita aircraftmanufacturing ranks and introduced business jets intothe local product mix; or 1934, when Cessna revivedits post-Stock Market crash production with theAirmaster. Beech Aircraft, which had actually rentedfactory space from its rival while keeping its doorsopen during the Depression, continued with limited

aircraft production. Of course, there was the wartimemilitary build-up of the 1940s and the post-wartransition back to civilian products in the 1950s, too.

New BeginningThis latest chapter in Wichita’s aviation historydebuted with a bit less fanfare than the launch ofLearjet or even the 1972 premier of the Citation line,but it’s certainly not “business as usual,” either. In theintervening decades since then, while the city wasproducing more airplanes than anywhere else onearth, things settled into a familiar, if not alwayscomfortable cycle. But that situation has definitelychanged.

For starters, the two most familiar names in thenews are not generating headlines or jobs in this newera. Beechcraft and Cessna are subordinate entities

The coming of 2015 marks the beginning of a new era in Wichita, notes Dave Franson. It actually began to take shape in 2014 as some predicted

events played out and others, not as anticipated, came to pass.

NEW ERA LOOMS: Cautious Optimism in Wichita

T


Community News_Layout 1 17/12/2014 17:13 Page 1

COMMUNITY NEWS � BIZAV REVIEW

Dave Franson is a veterancommunications executiveand is today the Principal

of the Franson ConsultingGroup and Executive

Director of the Wichita Aero Club.

Contact him via [email protected]

on the lighted signs that now identify the facilities ofTextron Aviation on Wichita’s east and west sides.And, the numbers of people employed in theirrespective plants and in the aviation industry inWichita as a whole are not expected to growsignificantly in the coming year, probably no morethan 1.4% according to Wichita State University’sCenter for Economic Development and BusinessResearch. The “Big Three” in Wichita has becomethe “Right-sized Two”, and they’re learning to domore with less when it comes to employment.

At the same time, Boeing – formerly the 800pound gorilla in Wichita’s aerospace economy andemployment arena – is gone completely, leavingbehind nearly 2 million square feet of manufacturingspace. The company completed its departure fromthe site it had occupied for 83 years in 2014. SpiritAeroSystems, which acquired Boeing’s CommercialDivision in 2004 remains, but thousands of jobs werelost and acres of empty manufacturing space remain,as yet, unclaimed. What becomes of it will certainlyimpact the future of the local aviation community.Spirit is trying to decide what to do with theGulfstream wing fabrication business it currently has.The learning curve on this segment has proven to besteep – and costly – and it’s a candidate fordivestiture.

Meanwhile, the market for the products producedby Textron Aviation and Bombardier AerospaceLearjet will have a great deal to do with how the nextera of Wichita’s aviation story unfolds. BombardierLearjet is proceeding with development of its Learjet85, but the pace of the program is being influencedby the company’s focus on its C-Series airliner whichis, in the words of Bombardier CEO Pierre Beaudoin,a “greater priority, given market demand and wherewe are in the program.” The Wichita-based Learjet

programs anticipate a decline in total deliveries forthe calendar year assuming a mid-year introductioninto service for the Learjet 85 in 2015.

Textron took an aggressive approach to updatingand developing new models of its Citation jet lineduring the downturn and will have four recently-certified and one soon-to-be approved modelavailable as the New Year dawns. The CitationSovereign+, the Citation X+, certified in June of2014, the CJ3+, which earned its FAA ticket inSeptember and the M2 will be joined by the Latitudeduring the second quarter of 2015. While bothcompanies have seen their backlogs grow during thepast year, the year ahead won’t be considered thelaunch of a bona fide recovery until delivery numbersincrease and keep going up annually for several yearsin a row.

At the other end of the spectrum, the singleengine piston airplanes and turboprops face anuncertain future. The piston engine airplanes mustdeal with a transition away from 100LL fuel andpurchase prices that make them extremely difficult tojustify for flight training or recreational use. Theturboprop workhorses, the Caravans and King Airs,still have great potential for special missionapplications and remain attractive possibilities indeveloping markets. Their proven versatility andruggedness transcend a lot of the obstacles faced bycustomers who operate where infrastructure hasn’tcaught up with technology. Those aircraft can fill avariety of roles, and the combined Beechcraft andCessna service network is global and extensive.

Still, after a half dozen years of weathering apersistent storm in a town that is certainly familiarwith severe weather, it’s not hard to understand whythere’s a hint of caution in the wind as the nextchapter of Wichita’s aviation story unfolds.

“...the year

ahead won’t

be considered

the launch of

a bona fide

recovery until

delivery

numbers

increase

and keep

going...”THE PACE OF THE LEARJET 85 DEVELOPMENT IS INFLUENCED BY THE C-SERIES PROGRAM



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

Aircraft Interiors Middle East (AIME) Feb 2 – 3 Dubai World Trade Centre, UAE www.aime.aero

NBAA: Schedulers & Dispatchers Conf. Feb. 3–6 San Jose, CA, USA www.nbaa.org

Abu Dhabi Air Expo Feb 8 – 10 Abu Dhabi, UAE www.abudhabiairexpo.com

NBAA: Leadership Conference Feb 24 – 26 Tucson, AZ, USA www.nbaa.org

NBAA: Business A/C Finance Conf. Mar 1 – 3 Bonita Springs, FL, USA www.nbaa.org

HAI HELI-EXPO Mar 3 – 5 Orlando, USA www.heliexpo.rotor.org

Women in Aviation Conference Mar 5 – 7 Dallas, TX, USA www.wai.org

GSE Expo Worldwide Mar 10 – 11 Las Vegas, NV, USA www.gseexpo.com

Business Airport World Expo Mar 18 – 19 Farborough Airport, UK www.businessairportworldexpo.com

Business Jet Interiors Mar 18 – 19 Farborough Airport, UK www.businessairportworldexpo.com

NBAA: International Operators Conference Mar 23 – 27 San Antonio, TX, USA www.nbaa.org

NAFA: Conf. & Aircraft Education Seminar Mar 24 – 27 Scottsdale, AZ, USA www.nafa.aero

European Corporate Aviation Summit Mar 25 London, UK www.aeropodium.com

AEA (Aircraft Electronics Association Con) Apr 8 - 11 Dallas, TX, USA www.aea.net

ABACE: Asian Bus. Aviation Conf & Exh. Apr 14 – 16 Shanghai, China www.nbaa.org

Aircraft Interiors Europe Apr 14 – 16 Hamburg, Germany www.reedexpo.com

NARA; Spring Meeting Apr 29 Savannah, GA, USA www.naraaircraft.com

David Bond is a new addition to the BellHelicopter European team. With immediateeffect, Bond will assume the role of regionalsales manager responsible for overseeingsales activity in the UK and northern Europe.

Neil Gibson becomes president ofBermuda-based Longtail AviationInternational Limited. Gibson has served asCEO of TAG Aviation’s UK, Australia andAsia businesses and most recently as COOof Hongkong Jet.

Matthew Hasik was named executive vicepresident of Bell Helicopter commercialsales, marketing and programs. He succeedsDanny Maldonado, who was promoted topresident and CEO of Textron Financial.

Peter Leonard-Morgan is the latestmember to join the sales team at Jeteffect,one of the world’s most successful businessaircraft brokers. Since moving to the UnitedStates in 2001, he has been brokering thesale and acquisition of corporate jets andVIP helicopters, primarily from the businesshe founded following his arrival in the US.

David Longridge takes over from Steve

Taylor as president of Boeing Business Jets.Longridge will lead a team responsible forthe sales, support and operations of Boeingcommercial products in VIP, government andmilitary service.

Aoife O’Sullivan a London-based partner atinternational law firm Kennedys, has beennamed to the board of directors of AerionCorporation to participate in strategyformulation and the overall governance ofthe company.

Rick Townsend is the new vice president forbusiness development at BizJetInternational, responsible for developingnarrow-body airframe MRO business as wellas assisting with BizJet’s narrow-bodycompletions sales.

Karel van Meekeren is European directorof marketing and sales for DACInternational, a Greenwich AeroGroupcompany.

Robert van Riper was recently selected byFort Lauderdale-based Banyan Air Service assales manager for HondaJet Southeastcovering an eight-state territory.

Peter Leonard-Morgan David Longridge Aoife O’Sullivan Bob van Riper

BIZAV REVIEW � COMMUNITY NEWS

Headlines from MEBA, DubaiAMAC Aerospace received a reconfig-uration project for a BBJ, coming froman undisclosed Middle Eastern cus-tomer - www.amacaerospace.com.

Bell Helicopter sold a Bell 429 and re-ceived an order for two Bell 505 JetRanger X helicopters to Wallan Avia-tion - www.bellhelicopter.com.

Boeing Business Jets expects the MERegion to claim about 35% of itsglobal sales, but cautioned that fallingoil prices could affect its customers inthe region - www.boeing.com.

Bombardier announced the recent ad-dition of Arabasco as an AuthorizedService Facility for Challenger 605 ustomers based in, or flying to SaudiArabia - www.businessaircraft.bombardier.com

Comlux America signed its first wide-body fit-out contract and will take de-livery of the customer-owned AirbusA330 in 3Q 2015 - www.comluxaviation.com.

Gama Aviation plans to increase itspresence at Sharjah (FZE) with height-ened engineering capability and a newhangar - www.gamaaviation.com.

Nextant had a strong presence inconjunction with its regional salesrepresentative, Dubai-headquarteredJetHQ, with plans to announce alaunch customer for its Nextant 400XTiand upcoming turboprop, the G90XT -www.nextantaerospace.com.

Rockwell Collin’s Venue HD cabinmanagement and entertainmentsystem, Airshow Moving Map andaudio/video on-demand streamingsolution was selected by anundisclosed customer for a wide-bodyAirbus A340 business jet -www.rockwellcollins.com.

Royal Jet joined with Boeing andBombardier to celebrate recent ordersfor two BBJs, a pair of Learjet 60XRsand a duo of Global 5000s -www.royaljetgroup.com. �

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Aerosmith Penny 1999 Gulfstream V December 16/12/2014 16:35 Page 1

SHOWCASE

Serial Number: 560-5244Registration: N898PPAirframe TT: 7278Landings: 7049

Airframe & EnginesPRATT & WHITNEY 545ALEFT: TSN 7107 TSMOH 2221RIGHT: TSN 6747 TSMOH 2016 (204 SHOT)

APUHONEYWELL RE-100XL 1,479 TT

AvionicsFLT DIR: HONEYWELL PRIMUS 1000 IFCS

W/8.33EFIS: HONEYWELL PRIMUS 1000 3 TUBERADAR: HONEYWELL PRIMUS 880 COLORCOMMS: DUAL HONEYWELL RCZ-851NAVS: DUAL HONEYWELL RNZ-850ADF: DUAL HONEYWELL DF-850ELT: ARTEX 110-406EGPWS: HONEYWELL MARK V

w/WINDSHEARFMS: UNIVERSAL UNS-1CSPHF: HONEYWELL KHF-950 PROVISIONSCVR: L3 FA-2100 TCAS: HONEYWELL CAS-67A TCAS IIRMU: DUAL HONEYWELL RM-855AHRS: LITEF LCR-93

AdditionalHAPPREMOTE CABIN TEMP CONTROLSEAT TRACKSEXTERNAL LAV SERVICECABIN 110V OUTLETSDOUBLE WIDE PEDESTALRVSMCESCOM MAINTENANCE TRACKINGAV 300 SYSTEM WEATHER

Interior2013- SOFT GOODS REPLACED- INTERIORREVITALIZED. NEW CARPET, NEW SIDEPANELS, NEW SHEEPSKINS IN COCKPIT,WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACERH DIVAN, OPPOSITE REFRESHMENTCENTER. MID CABIN FOUR PLACE CLUBAND TWO FORWARD FACING AFT SEATS.SATCOM PHONE, CERTIFIED FOR 9PASSENGER. BELTED SEAT IN LAV

ExteriorOVERALL SNOW WHITE, WITH BEIGE, RED,AND BLUE STRIPING

AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

2002 Citation Excel


Aerosmith Penny Citation Excel December 16/12/2014 16:37 Page 1

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Serial Number: 258648Registration: N483AMAirframe TT: 8,530Landings: 5541

EnginesHoneywell TFE731-5BR-1HLeft Engine: P-107849 Hours: 7031 - MSPGOLD Cycles: 4475Right Engine: P-107850 Hours: 8155 - MSPGOLD Cycles: 5315APUHoneywell GTCP36-150: 9406 TT 451 TSO –MSPAvionicsCOLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS II

- TCAS 4000Autopilot: Automatic Flight Guidance System

AFGS 3000EGPWS: Honeywell Mark V EGPWS (TAWS-A)FMS: FMS DBU 5000Automatic Direction Finder: ADF Module DF-850Cockpit Voice Recorder: Universal CVR-120

Cockpit Voice RecorderCommunications: Dual Collins VHF Distance Measuring Equipment: Dual Collins

DME-442Radio Altimeter: Collins ALT-4000Navigation: Collins NAV 4000 Digital Nav

with ADF/GS/MB

Transponder: Dual Collins TDR-94A w/ Enh.Mode S

Radar: Collins TWR-850Stormscope: Goodrich WX 1000ELT: Artex C406-2 MHz ELT w/Nav InterfaceFeaturesAirshow 400 RVSMAircell Sat Phone Dual IAPInteriorNew 2012 Eight (8) Passengers with 4 Forwardclub seats, Aft LH Forward facing seat. Aft RH 3Place DivanExteriorOverall White with 3 paint stripes consisting ofOrange, Bronze, Black. New 2012MaintenanceGear OH c/w 2012

2004 Hawker Beechcraft 800XP

Jet Sense Aviation, LLCContact: Brett Forrester

Tel: +1 (847) 550 4660Email: [email protected]


Jet Sense Aviation Hawker 800XP January_Empyrean 17/12/2014 12:36 Page 1

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Serial Number: 334Registration: N263FXAirframe TT: 4,800Landings: 3,300

EnginesP&WC305ALeft Engine Hrs: 4563 - ESP GOLD Cycles: 3183Right Engine Hrs: 4543 - ESP GOLD Cycles: 3183

APUSundstrand T-20G-10C3A APU. Hours - 1682

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

DME-442

Navigation: 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 PARTSICG ICS-100 Iridium SATCOMAirshow 410Emergency Lighting SystemEnrolled in CAMPR.V.S.M. CapableFwd and Aft Monitors (L.C.D.)SONY cabin Entertainment 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

ExteriorNew 2014

MaintenanceFresh A & B inspection c/w. All maintenance duewithin 120 days and 150 hours c/w

2008 Lear 60XR


Jet Sense Aviation, LLCContact: Brett Forrester550 N. Rand Road, Lake Zurich, Illinois 60047Tel: +1 (847) 550 4660Email: [email protected]

Very Aggressively Priced at $4,395,000

Gantt Aviation, Inc.Contact: Jay Gantt221 Stearman Drive, Georgetown TX 78628Tel Office: +1 512 863 5537Email: [email protected]

Jet Sense Aviation, LLC Lear 60XR January_Empyrean 17/12/2014 12:38 Page 1

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Serial Number: 207Registration: M-ILTDAirframe TT: 1159:42Landings: 534

*** TRANSFERABLE JET MANAGEMENT,CREW, HANGAR SPACE IN NICE,FRANCE ***Aircraft is enrolled on Plane Parts Program

EnginesPratt & Whitney Canada PW306A. Left Engine1159,7 hours TSN, 534 CSN, Right Engine1135,4 hours TSN, 526 CSNAPUHoneywell GTCP36-150, 894 TSN hours. APUenrolled on MSP ProgramAvionics

Collins Pro-Line 4 Avionics Suite• Collins 5-tube EFIS & EICAS Displays• Dual Collins FCC-4005 Autopilot (Cat II)• Dual Collins ADC-850 Air Data Computers• Dual Collins RTU-4220 Radio Tuning Units• Dual Collins AHS-3000 Attitude Heading System• Collins Radio Altimeter ALT-4000• Dual Collins VHF-4000 Communication System

(8.33 kHz spacing)• Dual Collins NAV-4000 Navigation System

(VOR/ILS/ADF)• Dual Collins DME-4000 DMEs• Dual Collins FMS-6100 Flight Management• Dual Collins TDR-94D Mode S Transponders

System

Equipment & Options• Jump Seat• Mode S Flight ID w/ Enhanced Surveillance

Modification• Maintenance Diagnostic Computer• ICG ICS-200 Iridium SATCOM (w/ Fax, Data

Ports, & AFIS interface)• Airshow 410 Passenger Flight Information

System• Dual Multi-Region DVD playerInteriorHallmark 10 passenger interior configurationhaving forward 4-place club seating, 4-placeconference group opposite a 3-place divan(certified for 2 passengers) in the aft cabin. Seatsare done in Barcelona Beige leather; divan inPaisley print fabric; woodwork is Redwood Burlwoodwork with brushed gold satin metal finish.The club seats feature executive writing tables. Apocket door isolates the forward right side galleyfeaturing hot/cold meal and beverage service,convection oven and coffee maker.ExteriorBase exterior Matterhorn White with Green andRed Striping.Passenger AmenitiesCabin entertainment sources include a Dualmulti-region DVD player and the Airshow 410Passenger flight information system. Video is dis-played on a 15” panel display mounted on thecabin forward bulkhead.

AVIATRAXContact: Hermann Reynisson

Tel: +352 621375700Email: [email protected]



aviatrax October_Empyrean 17/12/2014 11:13 Page 1

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• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,612Landings: 2,924

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,617 / Right Engine 3,625MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight

• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Imbuia gloss inlays in thecenter club. Seating is finished in Almond Crunchleather with Surfside lower sidewalls and finishedImbuia wood gloss laminate

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

Aircraft Management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]


Northern Jet Lear 40XR January 17/12/2014 15:36 Page 1

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Serial Number: 525B-0287Airframe TT: 1632Landings: 1419Aero-Dienst is pleased to present this cute CJ3for immediate sale:• Low Time• ProParts• JSSI Premium• TCAS II• Steep Approach• EU-OPS 1• One Owner Since New

Engines2 Williams FJ44-3A(on JSSI Premium Program)L/H: S/N 141643 R/H: S/N 141596TSN: 1620 hrs TSN: 1632 hrsCSN: 1405 CSN: 1419Avionics and Other FeaturesCollins Pro Line 21 Integrated Avionics System

with 3- Tube EFISCOM: Dual Collins VHF-4000 Transceivers

w/ 8.33 kHz spacingSATCOM: Iridium SatphoneNAV: Dual Collins Navigation Receivers

(NAV-4000 &NAV-4500) w/ FM ImmunityDME: Dual Collins DME-4000ADF: Single ADF Integr. in NAV-4000ADC: Dual Collins ADC-3000 Air Data

ComputersAHRS: Dual Collins AHC-3000 AHRSFGC: DUAL Collins FGC-3000

ALT: Collins ALT-4000 Radio AltimeterFMS: Dual Collins FMS-3000 w/DualCollinsGPS-4000A

FSU: Collins FSU-5010 Electronic ChartsXPDNR: Dual Collins TDR-94D Mode-S DiversityTransponders w/ Enhanced Surveillance capabilityWXR: Collins WXR-852 RadarTAWS: Honeywell Mark V EGPWS (Class A)

w/RAASTCAS: Collins TTR-4000 TCAS II w/ Change 7FDR: L-3 FA2100 SSFDRCVR: L-3 FA2100 SSCVRELT: Artex C406-N ELT w/ 406 MHz and Nav.

InterfaceAdditional EquipmentRVSM certifiedMNPS approvedJeppesen Electronic ChartsAvionics Ground Power SwitchCockpit Speaker Mute SwitchMaintenance Diagnostic Computer MDC-3110CabinTastefully finished in light and medium shades ofGrey with high gloss wood veneer cabinetry andtrim. The Executive fireblocked interior isconfigured for up to 7 passengers with 4-placecenter-club arrangement, two fwd facing seatsaft and an aft L/H belted flushing toilet sear.Very good conditionExteriorOverall White with long waved Marine Blue andGrey accent striping from nose to tail

Asking Price: US$4,950,000

2008 Cessna CJ3

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100

90411 NuernbergGermany

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: [email protected]


Aero-Dienst January_Heeren Cit Ultra sep 16/12/2014 16:42 Page 1

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Serial Number: 318Registration: N12MAAirframe TT: 998

EnginesPRATT & WHITNEY PT6A-64 (3,500 Hr. TBO)998 TSN. 771.2 Since Hot SectionPropellerHARTZELL 4-BLADE. 249 SPOH – MAY 2013AvionicsKING SILVERCROWN/GARMINNAV/COMM: DUAL GARMIN GNS-530 WAASAP/FD: KING KFC-325 (W/PRESELECT)XPNDR: GARMIN GTX-327 & GTX-330DME: KING KN-63 (w/OUTPUT TO EHSI)R/ALT: KING KRA-405BALTIMETER: AM-250 ENCODINGAUDIO: GARMIN GMA-340GPS: DUAL GARMIN GNS-530 WAASEFIS: TWO-TUBE BENDIX EFS-40MFD: KING KMD-850 (w/TAS & TAWS)TAWS: KING KGP-560RADAR: KING RDR-2000 (ON KMD-850)S/SCOPE: BF WX-500TRAFFIC: KING KTA 870 Active trafficFeaturesONLY 998 HOURS AND TWO OWNERS SINCENEW, NO DAMAGE HISTORY, RVSMEQUIPPED, GPSS ROLL STEERING, GARMIN330 TRASPONDER UPDATED WITH ADS-B,CONNECTED TRAFFIC OUTPUT TO #2GARMIN 530 FOR BACKUP TRAFFIC,GASEOUS OXYGEN SYSTEM, SHADIN ETM

700 ENGINE TREND MONITOR, ON TRENDMONITORING, PULSE LIGHT ANTICOLLISIONSYSTEM, FULL CO-PILOT INSTRUMENTS:KING KI-525 HSI, AIRSPEED & VERTICALSPEED INDICATORS, ALTITUDE INDICATOR,ELECTRIC ARTIFICIAL HORIZON, ELECTRICTRIM CONTROL, ALTIMETER AND AIRSPEEDINDICATOR. FREON AIR CONDITIONING,KNOWN ICING (DE-ICE BOOTS, ELECTRICPROP, WINDSHIELDS, PITOT/STALL, INERTIALSEPARATOR), HOUR METER, ELT, AND OATGAUGEInteriorEXECUTIVE CLUB SEATING FOR FOUR (SEATBEHIND PILOT IN STORAGE) PLUS TWOPILOTS. HIGH COMFORT ASH GREYLEATHER SEATS WITH NEW (MAY 2014)GREY CARPET, RH STORAGE CABINET WITHCD PLAYER & LH REFRESHMENT CABINET(IN STORAGE), WOOD VENEER OVERHEADPANEL WITH A/C VENTS AND READINGLIGHTS AND EXECUTIVE WRITING TABLEExteriorTOP HALF COMPLETED IN PEARLESCENTWHITE WITH BOTTOM HALF COMPLETED INBLACK WITH SILVER AND GOLD STRIPINGMaintenanceANNUAL INSPECTION COMPLIED WITH JUNE2014, LANDING GEAR ON LONG LIFEPROGRAM

2005 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 January 16/12/2014 16:44 Page 1

Serial Number: 1406Registration: LN-PILAirframe TT: 115Landings: 139

EnginesPratt & Whitney PT6A-67PSerial Number: PCERY0419Manufacturer TBO: 3,500Hours Since New: 115Cycles Since New: 139

Prop(s)Propeller Type & Model: Hartzell HC-E4A-3D/EManufacturer TBO: 4,000 HoursHours Since New: 115 Hours

Avionics/RadiosHoneywell Primus Apex Avionics Suite ElitePackage

SmartView Synthetic Vision SystemDual WAAS GPSDual Mode S Transponders Electronic Checklist FunctionHoneywell ChartLink RVSM EquipmentCoupled VNAV

Additional EquipmentAdditional Air ConditioningPulsing Recognition Lights406 MHz ELT

Satcom (Iridium) Antenna3 Power Outlets 110V AC,Dual NiCad BatteriesLarge Oxygen System

ExteriorSilver and grey metallic paint with black and redaccent stripes

InteriorExecutive Platinum 6-seat Interior London Interior PackagePrivate LavatoryForward Refreshment Cabinet

SHOWCASE

Aviation Advisors International Inc8191 N. Tamiami Trail, Sarasota, Florida,

34243-2032

Tel: +1 (941) 351-5400Tel: +1 (210) 490 1883 - San Antonio officeEmail: [email protected]

2013 Pilatus NG


Aviation Advisors January 17/12/2014 12:32 Page 1

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Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

1998 Falcon 900B Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

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

Serial Number: 4108Registration: N227RHAirframe TT: 3,145 Landings: 1,672

• JSSI airframe and avionics coverage• Rolls Royce Corporate Care engine coverage• FANS 1A/CPDLC compliant• ADS-B out• ASC 910 (Cert G)• Enhanced Nav Package• Synthetic Vision 2.0

EnginesRolls Royce Tay MK 611-8CEngines on Rolls-Royce Corporate Care#1 S/N 85223 3,145 Hours 1,672 Cycles#2 S/N 85218 3,145 Hours 1,672 Cycles

APUHoneywell GTCP36-150. Enrolled on MSPS/N P222. 1,796 Hours. 2,879 CyclesAvionicsHoneywell Primus EpicHoneywell GP-500 Flight Guidance PanelKollsman Enhanced Vision System (EVS)Honeywell Head Up Display / Visual Guidance SystemDual EGPWS with Windshear DetectionTriple Honeywell AZ-200 Air Data ModulesTriple Honeywell AV-900 Audio PanelsTriple MC-850 Multifunction Control Display UnitsTriple VHF Navigation SystemsTriple VHF Communications SystemsDual Honeywell RT-300 Radio AltimeterAdditional Installed Equipment• Multi Region Direct TV

• Gulfstream Broad Band Multi Link – BBML with VOIP• Enhanced Soundproofing• SecuraPlane External Camera System w/ 3 Cameras• SecuraPlane 500 Security System• Wireless LAN Local Area NetworkInteriorUniversal Fourteen (14) passenger executive interior. Theforward cabin features a forward four (4) place club withpull out tables. The mid cabin area offers a two (2) placeclub with fold out table across from a four (4) place divan.The aft cabin features a four (4) place conference groupopposite a credenza which incorporates the cabinentertainment system, printer and miscellaneous storage,and an aft passenger vacuum lavatoryExteriorAirframe overall Matterhorn White with Gold and BlueAccent striping

2008 Gulfstream G450 Brian ProctorCell: +1 (817) 307-7720E-mail: [email protected]

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909

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

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

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


1 Mente January 16/12/2014 16:46 Page 1

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Serial Number: 5018Registration: N818RFAirframe TT: 3589Landings: 1075

• Only one owner since new• Extended cabin without crew rest• Automatic Flight Guidance System• Visual Guidance System• Triple VHF Communications 8.33 kHz• 18 seats Certified for Taxi, Take-Off and Landing• Avionics modification completed inDecember 2013:•Communications - CPDLC FANS 1/A•Navigation (ATA 34) - TCAS 7.1 Installation•Enhanced Navigation Cert Fox

Airframe & Engines3589 Hrs & 1075 Cycles. Rolls-Royce:BR710C4-11. S/N: 15139/15138, 3375/3375Hrs, 1067/1067 Cycles. Next major check: 4000hrs. APU: Honeywell RE220GV, S/N: P-328, onMSP, The next inspection in Dec 2014 is a 1C +1A. Last major check: Dec. 2013, Next majorcheck: Dec. 2014

AvionicsAutomatic Flight Guidance System, Triple InertialReference System, Two 24-channel GlobalPositioning System (GPS), Visual Guidance System- Heads-up Display (HUD), Enhanced VisionSystem (EVS) - Forward Looking Infrared Camera,Data Transmission and Auto-Calling: FacsimileSystem, MCS-7000 SATCOM system, DualEnhanced Ground Proximity Warning System

(EGPWS), 60 Hertz Power System, Dual HFTransceivers, Triple VHF Communications 8.33kHz, Dual ATC transpondeurs / TCAS 2000, TrafficCollision Avoidance System / TCAS 2000,Color Weather Radar, MagnaStar C-2000 radiotelephone system, Flight Management System -FMS, Flight Data Recorder System and CockpitVoice Recorder

Additional EquipmentOne main galley/bar that includes a coffee maker,micro-wave oven, thermal oven and hot cup. Aforward L/H coat closet and entertainmentcabinet. Fwd cabin club 4 seats. Mid cabin club 2seats and a 4 place divan. A dining area with 2double seats. 3 Place divan in aft cabin with asingle seat and console table. Vanity and toiletlavatories, with sink, soap dispenser, shelves andmirror. 17», 14» and 5.6» LCD monitors, DVD &CD player, Cabin Stereo Equipment, Display cabin- Airshow 400, Wireless LAN network systemwith shared network printer

InteriorOnce again, the cabin atmosphere created byGulfstream Aerospace shows the main aim of itsconception: the permanent consideration of thepassenger and his comfort. Great care have beentaken in selecting and matching finishes andcolors to highlight the interior. Soft forms havebeen used to increase the feeling of warmnessproduced by the mix of beige colors of seats andthe wood

ExteriorWhite with a black belly and several stripes on thefuselage

Available for viewing in Basel upon request

The price has been reduced to$25.5M


GLOBAL JET MONACOFlorian Van Der Cruyssen, Aircraft Sales Director,L'UNION / 27 BOULEVARD DES MOULINS,

98000 MONACO

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@

globaljetmonaco.comwww.globaljetconcept.com


This is the most exceptional price on the market!

Global Jet Gulfstream G550 January 16/12/2014 17:01 Page 1

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Serial Number: 145770Registration: N53NAAirframe TT: 3,732Landings: 2,064

EnginesRolls-Royce - AE3007A1E

s/n TSN Cycles ProgramLeft CAE 312520 3,732 2,064 RRCCRight CAE 312455 3,732 2,064 RRCCAPUHamilton Sundstrand - APS 500R / T-62T-40C14

Cabin EntertainmentAirshow 400Two 15.1”MonitorsDual multi-regional DVD playersRemarksUpgraded A1E engines enrolled on Rolls-RoyceCorporateCare

Avionics enrolled on HAPPDual NZ-2000 FMS 6.0One U.S. owner since newCurrent part 135Internally Serviceable Fwd Crew LavFwd flight attendant jump seatEmpty Weight: 29,290 lbs.IRIDIUM Aircell ST-3100 SatCom w/ twohandsets

Documented damage during jacking procedure in2007

Interior13 PassengerFwd GalleyFwd Crew LavFwd Cabin – 4 Place Club Grouping withStowable Executive Tables

Mid Cabin – 4 Place Conference Grouping withOpposing Credenza

PartitionAft Cabin – 3 Place Berthable Divan withOpposing 2 Place Club Grouping with StowableExecutive Table

Aft Full LavAdditional Seating – Fwd Observer Jump Seatand Fwd Flight Attendant Jump Seat

The Interior has been updated periodically andshows very well

The veneer is a Myrtle Burl woodExteriorBase white with black striping on fuselageTwo-tone brown striping on vertical stabilizerMetallic sliver striping on engine cowlingsPainted 2008Maintenance SummaryTracked on FlightdocsL12/72 month inspection c/w January, 2010Major maintenance performed at Aero Air inHillsboro, OR and/or Embraer in Little Rock, AK

Ask PriceUSD$6,995,000

Hagerty Jet Group, LLC100 Bull Street, Suite 200Savannah, GA 31401 USA

Tel: +1 (912) 236-8500 - OfficeTel: +1 (912) 695-5579 - MobileE-mail: [email protected]


2004 Legacy 600

Hagerty Jet Group January 16/12/2014 17:05 Page 1

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Airframe TT: 9486Landings: 685

Avionics/RadiosThe Aircraft is equipped with the RockwellCollins Pro Line Fusion avionics suite,complete with four 14’’*11’’ landscape activematrix liquid crystal displays (AMLCD). The Cockpit Controls consist of the following:Two Cursor Control Panels (CCP), on theCenter Pedestal.Two Multifunction Keyboard Panels (MKP) onthe Center Pedestal.Two Glareshield mounted Control TuningPanels (CTP) offering complete heads-up radiotuning and mode control, display control andstandby NAV.Glareshield mounted Flight Control Panel(FCP) with LCD readouts.Radio tuning can be performed via thefollowing:Tuning multi-tasking window.Selecting a Navaid or Waypoint on the map.Control Tuning Panel (CTP).The Integrated Processing System (IPS) is acabinet architecture that hosts much of thecentral processing to support the operation ofthe system. Three single channel IntegratedProcessing Cabinets (IPC) host the followingfunctions:Automatic Flight Control System (AFCS).Flight Management System (FMS).Onboard Maintenance System (OMS).Integrated Flight Information System (IFIS).

Terrain Awareness Warming System (TAWS).Synthetic Vision System (SVS).Enhanced Vision System EVSThree air data computersTriple IRS. Dual ADF. Dual WAAS GPSDual radio altimeterGraphical flight planningOnboard Maintenance SystemAdditional equipmentExterior paint. With 2 colors and 2 linesPolish (Latches of Engine Cowlings, CockpitWindshield Frame, Rear Bay Door Handle,Surround of Main Door, Baggage Door Handle)One multi-purpose ladder. XM Graphical weather3rd IFIS. 2nd Datalink. 2nd SVS15 Seats Interior:LH entrance enclosure, main entry door,RH galley annex, RH galleyForward bulkhead, manual pocket doorMid cabin left conference groupForward large lavatory, vacuum toilet, sink, vanityForward cockpit flight observer seatAft right lavatory, vacuum toilet, sink, vanity, storageCustomizationFlight Attendant Galley Flight Seat34-42-4401 SMS-5000 SurfaceManagement System44-30-4005 CNX Data Acceleration 2 dual Blu-ray/CD/DVD/MP3 disc playersGalley touch screen control monitorSpeaker and subwoofer arrangementBaggage compartment accessible in-flightInterior LED lightingDual channel Iridium telephone system

2013 Global 5000 Vision

WAKED JAYYOUSIGreece

Tel: +306947379572E-mail: [email protected]


Waked December 16/12/2014 17:08 Page 1

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Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale. Make youryear-end deal now!G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements.AvionicsAircraft equipped with G280“Intercontinental Package”

EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfiguration

Forward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pendingcertification)

Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


2014 G280

CAAP G280 January 16/12/2014 17:11 Page 1

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Serial Number: 258531Registration: N81SFAirframe TT: 5357Landings: 3944EnginesEngine 1: 5269 TSN, 3890 CSNEngine 2: 5269 TSN, 3890 CSNEngines on MSP GoldGTCP 36-150W APU, On MSPFresh 48mo/12yr/Gear OH May 2013On CAMPAvionicsHoneywell SPZ-8000 Primus II Avionics Packageon HAPP

AFIS: Honeywell GlobalAutopilot: Dual Honeywell DFZ-800 AFCSFlight Director: Honeywell SPZ-8000SATCOM: Aircell Axxess II Iridium SystemNav Radios: Dual Honeywell RNZ-850 w/ FMImmunity

Comm Radios: Dual Honeywell RCZ-851 w/ 8.33spacing

HF Radios: Dual King KHF-950 w/ SELCALEFIS: Dual Honeywell EDZ-818 5-tubeTransponder: Dual Honeywell RNZ-850 w/ Mode SGPS: Dual 12-channel GPSFMS: Dual Honeywell FMZ-2000 w/ 5.2 SoftwareCVR: Universal CVR-120FDR: DFDRRMI: Dual ED-800 EHSI DisplaysTCAS: Honeywell TCAS-2000 w/ Change 7TAWS: Honeywell Mark VII EGPWSRadar Altimeter: Honeywell RT-300

Weather Radar: Honeywell Primus 880 ColorAir Data Comp.: Dual Honeywell ADZ-810Data Loader: Honeywell USB950InteriorBeautiful nine passenger executive interiorconsisting of a forward 4-place club with twotables, aft 3-place divan opposite a single chairwith table and belted lavatory seat. The seats arefinished in beige leather and complemented bywalnut cabinetry and coordinating beige woolcarpet, ultra leather headliner, champagne fabricaccents, brushed nickel hardware and high glossWaterfall Bubinga woodwork. The forward L/Hgalley features, lighted display, ice drawer, chinastorage, slide-out work surface, microwave ovenand Nespresso coffee makeFeatures/EquipmentHawker Beechcraft WingletsAircell GoGo Biz WiFi SystemLong Range 02Thrust ReversersGenesys Airshow w/ Cabin BrieferBelted Lavatory SeatAudio & Video Entertainment SystemAerosonic Cabin Alt/Rate/Differential PressureIndicatorFwd & Aft 13.8” Bulkhead Mounted LCD MonitorsDual Davtron Clocks(5) 110 volt AC OutletsDVD & CD PlayerRVSM CompliantLopresti “Boom Beam” LightsTail Logo Lights

Maintenance StatusOn CAMP

Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

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

2001 Hawker 800XP


Florida Jet Hawker 800XP January 16/12/2014 17:13 Page 1

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

[email protected]

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

Cessna Citation Ultras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us ontwitter@HopkinsonAssoc

19 Sold 6 Remaining that Must Be Sold!

J Hopkinson 2 December 18/11/2014 12:44 Page 1

London’s most exclusive jet-set lifestyle event

www.TheEliteEvents.com

8TH - 9TH MAY 2015LONDON BIGGIN HILL AIRPORT

Featuring over 100 luxury lifestyle brandsChampagne reception . Fine cuisine . Supercar test drives

MEDIA PARTNER

Abu DhabiAir Expo

Abu Dhabi December_Layout 1 19/11/2014 09:53 Page 1

DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.

The 2015 NBAA Regional Forum brings current and prospective business aircraft owners,

manufacturers, customers and other industry personnel together to get critical business

done. At the West Palm Beach Regional Forum, attendees will have access to:

Over 80 exhibitors showcasing their latest products and services

Nearly 20 business aircraft on static display

Education sessions on topics relevant to aircraft owners and operators

Networking with peers, along with new and existing vendors and suppliers

SAVE THE DATE: www.nbaa.org/forums/avbuyer

NBAA REGIONAL FORUM FEBRUARY 19, 2015 • WEST PALM BEACH, FL PALM BEACH INTERNATIONAL AIRPORT (PBI)

PRODUCTS NEWS & SERVICES

ABS Jets, has received Russian aviation approval to allowthe Prague-based company to perform maintenance onRussian RA-registered aircraft. The approval allows thecompany to carry out maintenance and other technicalservices on the Embraer Legacy 600 and 650 and Phenom100 and 300. The MRO is an EASA Part 145 approvedmaintenance organization and an Embraer-authorizedservice center. www.absjets.cz

ABS Jets

BizJet International Sales and Support, has signed asupplier agreement for engine maintenance services withGulfstream Aerospace. The three-year agreement willprovide Gulfstream with options for engine maintenanceand customer support for the Gulfstream II, GIII, GIV, G350and G450. BizJet has serviced more than 375 Rolls-RoyceSpey and Tay engines since 2004. www.bizjet.com

BizJet International

Albinati Aeronautics announced that they have now ob-tained a Maltese Air Operator Certificate (AOC) throughAlbinati Aviation Ltd, its Maltese subsidiary, in addition toits longstanding Swiss AOC. This now means thatcustomers have the opportunity to register their aircraft forcommercial operations within the European Community atthe attractive conditions offered to Maltese companies.www.albinati.aero

Albinati Aeronautics

Jet Aviation Basel, recently received CAR-145 approvalfrom the Directorate General of Civil Aviation in India, toprovide line and base maintenance services to Indian-registered Dassault Falcon 7Xs, Falcon 900s and Falcon2000s. Jet Aviation Basel is a factory-approved servicecenter for Airbus, Boeing, Bombardier, Dassault andGulfstream. www.jetaviation.com

Jet Aviation Basel

AMAC Aerospace, a leading provider of corporate aviationmaintenance and completion services has been appointedby Pilatus as the exclusive Sales Distributor for the all-newPC-24 light jet in the Middle East. The new appointment,extends AMAC’s existing exclusive agreement with Pilatusas a fully Authorized Service Center and Sales Distributorfor the PC-12 NG in the region which it has held since 2012. www.amacaerospace.com

AMAC Aerospace

Jet Support Services, Inc. (JSSI), and the African BusinessAviation Association, AfBAA, have signed a memorandumof understanding for the Business Aviation community toraise awareness of the importance of adopting bestpractices in aircraft maintenance. This strategic agreementwill see both parties cooperating in promoting awareness ofprogram options to enable best practice across the aviationmaintenance sector. www.jetsupport.com

Jet Support Services, Inc.

Banyan Air Service, the newest dealer in the HondaJet salesand service network, recently welcomed the HondaJet to itsfacility at Fort Lauderdale Executive Airport (FXE) fordemonstration flights of the world’s most advanced light jet.The HondaJet is in the final phase of certification testingwith the Federal Aviation Administration. www.banyanair.com

Banyan Air Service

JetBrokers, leading US & European business jet, turbopropand helicopter sales and acquisition specialists recentlyannounced a common brand and refreshed corporateidentity, for their US and European operation centers tofurther their already substantial global sales activities. Itsaffiliate operations in Europe will merge brand andmarketing activities worldwide. JetBrokers.com is now thenew web and brand identity for all exclusive business jet,helicopter and turboprop sales and acquisition.www.JetBrokers.com

JetBrokers

Sean advertorial - Products & Services_Layout 1 17/12/2014 14:32 Page 2

2015

Join thousands of top business

aviation leaders, entrepreneurs,

and other purchase decision-makers

for the Asian Business Aviation

Conference & Exhibition (ABACE2015).

Save the date and visit the

ABACE website to learn more.

www.abace.aero/avbuyer

Marketplace


Milenium Air Servicios Aereos Integrados SA de CV

Price: USD$4,200,000

Year: 1988

S/N: 1059

Reg: N271PS

TTAF: 8843:45

Location: Mexico

Airframe:8843:45 Total airframe time.3523 Total airframelandings. Engines:Model: Rolls Royce TAY MK 611-8Left: Serial number 16621 8650:21 Total time.3418 Totalcycles. Right:Serial number 16238.8617:15:00 Totaltime.3401 Total cycles. PLAN: JSSI. APU. Model:HoneywellGTCP 36-100G.Serial number: P399.6150 Total time.Interior Fourteen passenger fire blocked interior wasupdated in 2003. A mid‐cabin double club arrangement iscomplimented by a forward right hand curved 3-place divanopposite

Gulfstream IV Tel: +52 1 554 880 2924 E-mail: [email protected]

Milenium Air Servicios Aereos Integrados SA de CV

Price: USD$650,000

Year: 1984

S/N: 518

Reg: XA-CMT

TTAF: 7691:07

Location: Mexico

Total airframe cycles since new: 5526, A,B,C & D Checkscomplied on July 2014. All SB´s & AD´s up-to-date, Maxoperating speed: 265 knots (up to 24 300 feet) Range: 1938NMI (2231 MI, 3591 KM) With six occupants, at 26 000 feet,Rate of climb: 2650 ft/min, Passenger capacity:8 passenger + 2 crew members, 9 passengers + 1 crewmember, Perfect Condition, No damage history since new,All maintenance accomplished by authorized servicecenters

Fairchild F300 Tel: +52 1 554 880 2924 E-mail: [email protected]

Capital Jet GroupPrice: $1,550,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5975

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors.Landings: 5154

Hawker 800SP Tel: +1 (703)-917-9000 E-mail: [email protected]

Capital Jet GroupPrice: $19,900,000

Year: 2001

S/N: 640

Reg: N600JD

TTAF: 6136

Location: USA

2 U.S. corporate owners since new, RR CorporateCare,PlaneDeck cockpit upgrade w/FMS 6.1 software, electroniccharts, WAAS, ADS-B out, & XM-WX. Dual lavs, forwardcrew rest area, HUD/EVS, DFDR, 2010 paint & 13 paxfireblocked interior

Gulfstream V Tel: +1 (703)-917-9000 E-mail: [email protected]

RebelJetPrice: Please call

Year: 2004

S/N: 4004

Reg: N4500X

TTAF: 3407.3

Location: USA

Operated Part 135 (Very selective)Engines on Corporate CareAPU on MSPHangared Was showcased in feature films and advertisements

Gulfstream G450 Tel: +1 (310) 431 8400 E-mail: [email protected]

www.4500x.info

P133-136 17/12/2014 17:18 Page 1

Marketplace


Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: US $3,875,000

Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

International Jet Markets, Inc.Price: Make Offer

Year: 1992

S/N: 259010

Reg: N52SM

TTAF: 5400

Location: USA

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9Pax Interior, Well maintained, 2 Corporate Owners,Replaced & excess to needs

$2,450,000.00 but Make Offer

Contact: Bill PilkerMobile 1-770-330-2691

Hawker 1000A Tel: 1 (850) 213 3218 E-mail: [email protected]

P133-136 17/12/2014 17:19 Page 2

Marketplace


Dipas Aviation LtdPrice: USD$1,750,000

Year: 2005

S/N: RB125

Reg: VQBEP

TTAF: 2114

Location: Germany

SAME OWNER FOR THE LAST SEVEN YEARS, SECONDSINCE NEW.

Hawker Beechcraft Premier 1 Tel: +306949445099 E-mail:

Arrigoni AviationPrice: EURO 440,000

Year: 1979

S/N: 094

Reg: N500

TTAF: 6307

Location: France

Airframe: AFTT: 6307hrs. Landings: 5380. Left Engine:PT6A-28 SMOH: 2768hrs SHSI: 914hrs cycles:2421 SPOH:30hrs. Right Engine: PT6A-28 SMOH: 3845hrs SHSI: 30hrscycles:3355 on MORE SPOH: 30hrs Interior: 6 PAXconfiguration. Leather seats and carpets refurbished in2008. Side panels repainted and new alcantara overlinerfitted in 2012. Avionics: Major upgrade in 2012. GarminGTN750, GNS530, GMA340, GTS330D, Avydine EX600 wcharts, Aspen EFD1000, Shadin AMS-2000, WX500. EUVAT paid

Piper Cheyenne II Tel: +33 (0) 650 875 383 E-mail: [email protected]

Wilga Aviation

Price: $1,290,000

Year: 1988

S/N: 760342

Reg: N76XX

TTAF: 4902

Location:

Avionics/Radios/Other: 2 Garmin 796 GPS mounted tocockpit panel/ Universal FMS (UNS-1FW) / Alternate StaticSource / Tail Rotor Servo Shut off valve / Dual Static Inverters/ Retractable Boarding StepsExterior: White with blue, red, and gold striping. Repainted2008, Interior: Neutral tone interior with Royal blue carpeting;Refurbished: 2008, Inspection Status:The following inspections were completed on September,2014: 25 hr.; 50 hr.; 100 hr.; 300 hr.; 12 month airframe.

Sikorsky S76-B Tel: +1 [email protected]

MNM Intertrade Price: Make offer

Year: 2013

S/N: TBD

Reg: TBD

TTAF: 0

Location: Switzerland

AS350B3E Zero Hour TT since new Radio Alti AHV016/ ELK406 / GNS430 Garmin/ VHF Garmin / VHK King KX165A /TB GMA 340 / Turbomeca ARIEL 2D Maximum weight 2250Kg Cable cut system Inside Camera Sand Filter Dart StepsCargo kit

Eurocopter AS 350B-3 Tel: +41 (0) 793 664 516 E-mail:

Beechcraft GmbHPrice:

Year: 2008

S/N:

Reg:

TTAF: 1220

Location: Austria

Austrian Commercial Certification Kit. Total Time: approx.1220 hrs. Engine Type: PW615F. 4-place Club Seating.Garmin G1000 avionics system. Enrolled in CESCOM.ProParts. PowerAdvantage + Program

Citation Mustang Tel: +49 (0)821-7003-100Email: [email protected]

P133-136 17/12/2014 17:19 Page 3

Marketplace


Advertiser’s Index21st Century Jet Corporation ...............................138

ABACE.......................................................................132

Abu Dhabi Air Expo.................................................129

Aero-Dienst ...............................................................118

AeroSmith/Penny............................................112-113

AIC Title Services.......................................................29

Amjet .............................................................................45

Aradian Aviation..........................................................95

Aviation Advisors .....................................................120

Aviatrax.......................................................................116

Avjet Corporation.................................................50-51

Avpro ......................................................................10-14

Bell Aviation ..........................................................80-81

Bombardier..................................................................39

Boutsen Aviation ........................................................75

CAAP..........................................................................125

Central Business Jets.............................................139

Charlie Bravo ..............................................................33

Conklin & de Decker ...............................................105

Corporate AirSearch Int’l .......................................119

Corporate Concepts .................................................55

Dassault Falcon Jet Europe....................................2-3

Duncan Aviation..........................................................31

Eagle Aviation .............................................................69

EFA .............................................................................136

Elite London ....................................................128, 137

Elliott Jets .............................................................34-35

Florida Jet Sales.......................................................126

Freestream Aircraft USA....................................19-21

General Aviation Services ........................................47

GKG Law ..................................................................108

Global Jet ..................................................................122

Hagerty Jet Group...................................................123

Intellijet International ..........................................FC,6-7

Jet Support Services (JSSI) ....................................25

JetBlack ........................................................................71

JetBrokers .............................................................58-59

Jetcraft Corporation.....................................48-49,BC

Jeteffect ........................................................................91

Jet Sense Aviation/Gantt Aviation...............114-115

John Hopkinson & Associates......................101,127

Leading Edge Aviation Solutions............................83

Lektro ............................................................................99

Mente Group ............................................................121

Mesinger Jet Sales ..............................................26-27

NBAA Regional Forum...........................................130

NFS Advisors ...........................................................108

Northern Jet Management .....................................117

OGARAJETS........................................................40-41

Par Avion......................................................................99

Rolls-Royce .................................................................65

Royal Saudi Air Force.............................................103

Southern Cross Aviation...........................................97

Survival Products.....................................................105

Tempus Aircraft Sales & Service ............................63

The Jet Business ........................................................43

VREF Aircraft Values.................................................99

Waked Jayyousi........................................................124

Wentworth Aviation.................................................105

Wright Brothers Aircraft Title...................................90

AvBuyer (USPS 014-911), January 2015, Vol 19, Issue No 1 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.

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Copy date for the February 2015 issueWednesday 14th January 2015

Beechcraft GmbHPrice:

Year: 2004

S/N:

Reg:

TTAF: 3010

Location:

EU-reg, Pro Line 2-Tube EFIS-84, C406-2 ELT, Garmin GPS-400, 2x COM 8.33 KHz + VIR-32 NAV, 2x TDR-94 Elem.Mode-S XPDR (ID), TCAS/TAS, Raisbeck Exhaust StackFairings - top condition!

Beech King Air C90B Tel: +49 (0)821-7003-100Email: [email protected]

P133-136 17/12/2014 17:20 Page 4

Organised by the companies:

PRAGUEKBELY AIRPORT

@EFAPrague /EFAPrague

www.EFAPrague.com

PRAKBEL

GUEAORTAIRPYLLY

EFA January_Layout 1 16/12/2014 16:17 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 900BWANTED: FALCON 50 WITH-3D-1D ENGINE UPGRADE

21st Century December 18/11/2014 16:03 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

FALCON 900B SN 67Spectacular Honeywell EPIC Cockpit Upgrade, MSP

Gold Engines, Upgraded Interior, Owners New GlobalExpress Arriving Shortly

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,

Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EXInterior New 2010

GULFSTREAM G200 SN 1991960 TT / 1040 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

www.cbjets.com

CITATION X SN 37Single Midwestern Owner, Chairman Flown, CitationFactory Services, Rolls Royce Corporate Care, Aircell

AGT-5000 with WIFI, New Replacement AircraftHas Arrived

CITATION SOVEREIGN SN 156Trades will be considered, Meets all US and EASA/JAR

OPS Requirements, On Cescom, 9 Place Interior tastefullyappointed

Celebrating 30 Years!

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

FALCON 50 SN 177Just over 5000 Hours TT, Upgraded 3D MSP Gold

Engines, Recent New Interior from Window Ledgesdown including Seats, Cabin Switching, Carpet,

Airshow 4000, External View Cameras, etc.

FALCON 20F SN 470 - FALCON 900CENGINES & APU MOD

7827 TT / 5009 Landings, MSP Gold, Collins Proline IIEFIS Cockpit, Dual Collins Radio Tuning Units,

Dual Universal 1L’s w/WAAS, ETC

FALCON 900B SN 155Always US Owned, 6400 TT, MSP Gold, Forward

& Aft Lavs, Dual Aft Couches

CBJ December_CBJ November06 18/11/2014 16:05 Page 1

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File Photo

Just because you no longer have connecting flights

DOESN’T MEAN

you no longer need connections.The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots. www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

2002 Airbus A320VIP2007 Boeing BBJ2010 Challenger 6052008 Challenger 8502003 Citation CJ22013 Citation XLS+2001 CRJ 200LR2007 Falcon 2000EX EASy2011 Falcon 2000LX

2010 Falcon 900LX2009 Global 50002010 Global XRS2006 Gulfstream 4502010 Gulfstream G5501998 Gulfstream IVSP2007 Lear 45XRQ4 2015 Legacy 5002007 Legacy 600

2015 GLOBAL 6000 - SN 96202015 Delivery - Trades EncouragedA Natural Transition from your Long Range Aircraft

2009 FALCON 2000LX - SN 167Engines Enrolled on ESP Gold, APU on MSP GoldWill be Delivered with EASy II Provisions & C-Check

2005 GULFSTREAM G550 - SN 5078 Impeccable Interior – 9 of 10!One Experienced Gulfstream Owner Since New

2010 LINEAGE 1000 - SN 19000243 Airframe Enrolled on Embraer Executive Care (EEC)High Capacity 19 Passenger Interior

2014 GLOBAL 5000 - SN 9618Completed Delivery - December 2014Over $1.5M in Options - 14 Passenger Seating

Download the Jetcraft AppScan this QR code to

download to your Apple or Android device.

- Search aircraft listings- Sort listings by manufacturer- Download aircraft brochures

FEATURED INVENTORY

- Read recent Jetcraft news- View Jetcraft’s upcoming event schedule- Receive notifications about new listings

1-2015_Back Cover_Connections.indd 1 12/8/14 4:31 PM

avbuyer magazine january 2015

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