avbuyer magazine july 2016

BOMBARDIERYOUR FIRST CHOICE FOR PRE-OWNED GLOBAL, CHALLENGER AND LEARJET AIRCRAFT SEE PAGE XX TO DISCOVER OUTSTANDING PRE-OWNED AIRCRAFT LIKE THIS 2010 GLOBAL EXPRESS XRS S/N 9251

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

™

July 2016

Aircraft ComparativeAnalysis – Falcon 7X

Financing OlderAircraft

Part-NCCand CAMO

THIS MONTH

www.AVBUYER.comSEE PAGE 9 TO DISCOVER OUTSTANDING PRE-OWNEDAIRCRAFT LIKE THIS 2010 GLOBAL EXPRESS XRS S/N 9251

Bombardier FC July 2016.qxp_FC December 06 22/06/2016 10:55

D

DON’T SHARE. OWN.PROVEN. AFFORDABLE. YOURS.

Visit falconjet.com/preowned I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556

Imagine being able to fly wherever you want. Whenever you want. Enjoying the flexibility and comfort that only a Falcon can provide. Freedom like this is within your reach. Not only is a pre-owned Falcon a smart business decision. When you purchase one from Dassault, you can be confident that your aircraft has been maintained by the people who know it best. To deliver maximum performance and efficiency. Now and for years to come.

18:38

Project2_Layout 1 28/06/2016 11:11 Page 1

Falcon 50EX 2001 • s/n 315 • 4,026 hrs. total time • 9 passengers configuration• Proline 21 cockpit• Like new in and out condition• EUOPS1 compliant• Dual Satcom (iridium and Inmarsat)• Ipeco crew seats• Belly 4 view camera

Falcon 2000LX

2009 • s/n 193 • 1,803 hrs. total time• 10 passengers • EUOPS1 compliant • Fresh C Check • ESP, MSP • EASy II baseline • Iridium Satcom • 3 VHF, 3 IRS, 1 EFB, Dual external camera

Falcon 2000

1997 • s/n 037 • 4,684 hrs. total time• Very low time Aircraft• 8 passengers with Fwd and Aft lavatories• EASA / EUOPS1 compliant• Engines and APU on CSP / MSP• Sept 2015 C, 3C, 1B inspection• One owner one operator since new• 7.1 TCAS, Collins Sat-906-4 Satcom

Falcon 2000LX

2012 • s/n 230 • 800 hrs. total time• 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out)• EASA / EUOPS1 compliant• February 2018 C check• Engines on ESP, APU on MSP• 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s• Dual Satcom, Iridium & Aviator 300

2011 • s/n 109 • 1,885 hrs. total time

• 14 seats / 12 passengers, no crew rest• FalconCare enrolled• EASy II (Base line, ADSB-out, CPDLC ATNB1)• HUD, EFB, 3 FMS, 3 IRS, 3 VHF• Cabin Humidifier• Iridium Satcom 4 Channels with DIU

Falcon 7X

2007 • s/n 184 • 3,638 hrs. total time

• 13 passengers with forward and Aft lavatories• Engines and APU on MSP Gold• Aircraft on FalconCare, 2C due August 2019• EASy II, LPV, ADS-B out, SVS, Dual Jeppensen

Charts, CPDLC ATNB 1 & FANS 1A• Iridium Satcom with DIU• 3 FMS, 3 IRS, 3 VHF

Falcon F900EXy with Winglets


vBuyer articles are researched andwritten to serve the informationalneeds of our readers, which includeowners and operators of business

aircraft globally as identified by JETNET. We arededicated to providing you with data andperspectives that you can use to further yourinvolvement with Business Aviation. Our straplineis Business Aviation Intelligence, and that is whatwe strive to offer.

Because your need for intelligence drives ourselection of articles, the editorial team atAvBuyer keeps its fingers on the pulse of theBusiness Aviation community. In addition tostaying in touch with users of business aircraftand their professional advisors throughout theyear, periodically we conduct reader research toexplore the obvious and latent informationalneeds of our readers. We seek and heed whatyou tell us about the areas where we can bemost helpful. Thus it is with sincere appreciationthat we thank our many readers who respondedto our recent request for their opinions.

We are heartened by reader support for oureditorial menu, which is organized in fourareas—BizAv Intelligence, Boardroom, FlightDepartment and Community News. The vastmajority of AvBuyer readers (over 75%) tell usthey regularly read the magazine as part of theiroverall coverage of Business Aviation and to stayabreast of what is happening within thecommunity. You tell us that we are providingmeaningful material that you use to conductyour activities more successfully, efficiently andsafely.

We are also encouraged by reader responseto our survey questions regarding anticipatedtransactions during the next 12 months. Over45% of respondents anticipate purchasing anaircraft, which is approximately equal to thereaders (41%) who said they expect to sell theirbusiness aircraft in the next year. Such responsereflects an active marketplace for businessaircraft, at least among AvBuyer readers.

We pledge to you, however, not to rest onour laurels. Email us your thoughts, and we willrespond. Please communicate with me([email protected]) with your reaction to whatyou read and your suggestions for additionalcoverage. AvBuyer pays attention to what yousay. Reader input adds to the richness and valueof AvBuyer’s Mission to provide Intelligence thatthe Business Aviation community can use.

In This IssueRollie Vincent leads AvBuyer’s coverage ofcurrent market activity and transactionalmovements. Other contributors, recognized fortheir expertise in specialized areas of marketdynamics add to our BizAv Intelligence section –and this month we conclude the section with theperspectives of OGARAJETS’ Johnny Foster.

In the Boardroom section, David Wyndhamlaunches a three-part series on aircraftvaluations, examining the fundamental positionof utilization and discussing the factors thatinfluence preservation of asset value, whileJeremy Cox addresses the subject of valuationfrom the viewpoint of a Senior Certified AircraftAppraiser.

Attorney Jessica Pownell dissects the latestEU regulation affecting owners operating inairspace overseen by EASA, cautioning that thenation of registration doesn’t negate followingthe impending mandates for Part-NCC. RaniSingh reviews passenger use of SmartAir’sEmbraer Legacy 450 – the first Legacy 450delivered into Europe by the OEM, while SturtHope offers advice that address FAR violationsand insurance exclusions.

Addressing the needs of Flight DepartmentManagers, contributors Jörg Rumstedt andMatthias Büttner of Lufthansa BombardierAviation Services provide useful perspectives forAviation Managers facing Part-NCC compliance.

Ken Elliott discusses Performance BasedNavigation (PNB) as part of his ongoing series ofavionics mandates and equipage issuesassociated with NextGen. Dave Higdoncontinues his series on the practical aspects ofoperating in different regions throughout theglobe, thus offering a contrast between the AirTraffic Management systems of various countries,this month focusing on South America, withparticular reference to Brazil.

Andre Fodor reflects on integrating a newaircraft into a flight department, and MarioPierobon discusses the risks of confirmation biason flight operations. Mike Chase concludesAvBuyer’s Flight Department editorial sectionwith his signature feature, Aircraft ComparativeAnalysis—this month featuring the DassaultFalcon 7X.

Enjoy, and stay informed!

Jack Olcott - Editorial Director & Publisher. AvBuyer -Your source for Business Aviation Intelligence

AWe’re Listening

4 AVBUYER MAGAZINE – July 2016 Aircraft Index see Page 161www.AVBUYER.com

WelcomeEditor’s EDITORIAL

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ContentsVolume 20, Issue 7July2016


� BizAv Intelligence18 Business Aviation Market Summary:

Market trends, indicators, assess-ments and forecasts, introduced by Rollie Vincent

30 Financing Older Aircraft: MartinOrmon has been financing olderaircraft few lenders will considersince before 2008. What’s AircraftFinance Corp’s secret to success?

36 Used Aircraft Sales Trends: Mostbrokers enjoyed a good Q1 whilethose reporting sluggish activity stillsaw growth… Fletcher Aldredgegives the lowdown

40 Business Aviation Market Insights:Discover the perspectives andthoughts on the BizAv Market ofOGARAJETS’ Johnny Foster

� Boardroom46 High Flyer’s Case Study: Captain

Cédric G. speaks to Rani Singhabout the enhanced service hiscompany can offer with Europe’sfirst Legacy 450

50 BizJet Asset Management (1 of 3):What is the key to maintaining youraircraft’s value? David Wyndhambegins a new series to discuss

52 A Discussion of Aircraft Values:Senior certified aircraft appraiserJeremy Cox offers perspectives onvaluing business aircraft for resale

56 FAR Violations & InsuranceExclusions: When can a BusinessAviation claim be denied? StuartHope offers guidance for businessaircraft operators

62 Attention EASA NCC Operators:Attorney Jessica Pownell examinesthe EU’s latest mandate for compa-nies operating not-for-hire businessaircraft…

� Flight Department68 CAMO: A Simple Fix to Part-NCC

Confusion? With Part-NCC looming,Jörg Rumstedt & Matthias Büttnerhighlight how CAMO could be astraight forward solution foroperators…

74 2016 NextGen Update (Part 2 of 2):Ken Elliott provides an update onNextGen concluding this monthwith a summary of PerformanceBased Navigation…

82 Int’l Business Aviation Operations(Part 3): South America is a complexregion for flight planning, whileBrazil’s airspace has the added com-plexity of the Olympics this summer.

88 Developing a Relationship With YourNew Jet: It’s like getting to know anew child, reflects Andre Fodor,Aviation Director, JohnsonvilleSausage. Here’s why

92 Flight Department Safety: Confirma-tion bias can thrive within in theflight department with potentiallydeadly outcomes. Mario Pierobonhighlights with a case study

94 Retail Price Guide: 20-year Entry-Level & Light Jet price guide fromThe Aircraft Bluebook

98 Specifications: Entry-Level & Lightjet performance and specificationscomparisons

108 Aircraft Comparative Analysis –Falcon 7X: How does Dassault’sFalcon 7X square up againstBombardier’s Global 5000? Findout here…

� Community118 BizAv Review: News; OEM Bites;

Arrivals & Events

Contents Layout July16.qxp 22/06/2016 10:53 Page 1

BOMBARDIER BUSINESS AIRCRAFT PRE-OWNED AD 2016 JUNE (V40)

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

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

Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. ©�2016 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

Challenger 300 2011S/N 20331 | Hours 994 | Engine program

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

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1997 SIKORSKY S76C+ VVIP3715 TT, Engines, Gear Box & Avionics on Programs, 6 Pax.DEAL PENDING

1998 EUROCOPTER EC 135T16500 TT, SBH, PBH, EMSMake Offer

1991 EUROCOPTER AS 350B-29800 TT, SBH, PBHMake Offer

2012 AGUSTA WESTLAND AW139 VIP272 TT, ESP, DEICING, 7 PassengersMake Offer

1994 EUROCOPTER AS 355N9200 TT, SBH, PBH, EMSMake Offer

2007 MD 520N256 TT, Strong Avionics Equipment, Like NewMake Offer

avbuyer_listing_july2016.indd 1 20/06/16 18:57

1997 DASSAULT FALCON 900EX S/N 128650 TT, CAMP, MSP Gold, HAPP, 14 PassengersMake Offer

2007 EMBRAER LEGACY 600 S/N 10023900 TT, EEC, JSSI, 13 PassengersMake Offer

2000 DASSAULT FALCON 50EX S/N 2973600 TT, CAMP, MSP, 8 PassengersMake Offer

2007 CITATION CJ1+ S/N 6442410 TT, ProParts, Power Advantage, 6 PassengersMake Offer

2005 DASSAULT FALCON 900DXy S/N 6013800 TT, Falcon Care, MSP Gold, 13 PassengersMake Offer

2006 CHALLENGER 300 S/N 200975450 TT, Smart Part Plus, JSSI, 9 Passengers$7,950,000

2002 CESSNA CITATION CJ2 S/N 1083350 TT, Tap Advantage Blue, 7 Passengers$2,750,000

2006 EMBRAER LEGACY 600 S/N 9791525 TT, 13 SeatsFor ACMI Lease

avbuyer_listing_july2016.indd 2 20/06/16 18:57

BIZAV INTELLIGENCE � MARKET INDICATORS


t 854 units, whole retailtransactions of pre-ownedbusiness jets through the end ofMay 2016 year-to-date (YTD) wereoff by just a handful of units from

the same period last year, according to thelatest JETNET records.

Business jet cycles (one takeoff and landing),while not available on a global basis from asingle reliable source, were up just 1% YTD inthe US through the end of May 2016, accordingto FAA, while business jet cycles in Europe weredown about 1% YTD, according to WingXAdvance, based on an analysis of Eurocontrolreports. In 2016, it is certainly fair to say “flat isthe new up”.

With volatility in emerging markets,mounting consternation and sporadic violencesurrounding the UK’s Brexit vote on June 23(just after we go to press with this magazine),and the build-up to what will be a closelywatched and no doubt divisive US federalelection in November this year, there are many‘big picture’ distractions that face businessleaders and others in the Business

Aviation community. These distractions, inconcert with economic outlooks that have beenconsistently ratcheted downwards over the pastseveral quarters, have muddied the investmentwaters and caused many a C-level executiveand high net worth individual to reconsideraircraft purchase decisions.

Aircraft Purchase InhibitorsBased on responses to the Q1 2016 JETNET iQSurvey of 505 business aircraft owners andoperators in 60 countries, the primary inhibitorto the purchase of a new aircraft is thatowners/operators have no need for additionalor replacement lift at this time.

This has been the leading ‘top of mind’purchase inhibitor amongst aircraftowners/operators in each JETNET iQ Surveyconducted over the past 5+ years. In Q1 2016,‘Do not need additional aircraft’ (see Chart A,opposite) was once again the most-oftenmentioned inhibitor, with a weighted averageresponse of 20.5% globally, and an even higher23.2% for respondents based in North America(USA and Canada).

Concerns about the economic andregulatory environment, about decliningbusiness activity, and challenges associatedwith high trade-up costs and the sale of anexisting aircraft all factor into the currentlysluggish purchase outlook.

By many measures, the business jet market issimply oversupplied. Transaction prices for newand pre-owned jets continue to be relativelysoft, as overall supply exceeds demand, and asnew/newer entrants like Honda and Embraeraccelerate their battles for market share.

With incumbent OEMs aggressivelyprotecting their customers from encroachment,aircraft buyers are increasingly being teased byremarkable value for the dollar as they considertheir next aircraft, whether new or pre-owned.Falling pre-owned prices, aggressive deal-making for new aircraft sales, higher inventoryfor sale (almost 12% of business jetsworldwide as of this writing), and lowerutilization levels per aircraft despite a growingfleet all point to the fact that we are not atan equilibrium.

Midway through 2016, the global market for Business Aviation products and servicesis about as flat as the Kansas prairie, notes Rollie Vincent, Editor, Market Indicators.

ARollie Vincent is President ofRolland Vincent Associates.His aviation market analysis issecond to none, and he is the creator/director of theJETNET iQ program. With a solid background in marketresearch, economics andstatistics, he has more than 30years of experience in business,regional and internationalaviation, including positionswith Bombardier, Cessna,Learjet, Flexjet, and ICAO.Contact him [email protected]

Business Aviation Market SummaryFlat is the New Up

BUSINESS AVIATION MARKET LIKENED TO THE KANSAS PLAINS AT MID-YEAR 2016

MarketIndicators July16.qxp_Layout 1 21/06/2016 15:17 Page 1

Utilization RatesOf note is a trend that we are watching closely –there appears to be a growing divergence inutilization rates by aircraft age category, withnewer aircraft flying extensively and olderaircraft flying little (if at all). Although aircraftdatabases like JETNET report that the size ofthe business jet fleet has recently exceeded20,000 units worldwide, there are many olderaircraft that are simply sitting around.

With diminished customer supportinfrastructure as organizations increasingly lookto the OEMs and third-party service providersfor even the most basic of maintenanceresponsibilities, we may well be quietlywitnessing a long-expected wave of business jetretirements that have yet to be categorized assuch on the various aircraft registries.

Book-to-Bill RatiosAt the OEMs, book-to-bill ratios (measuring thevolume of net new orders being written, dividedby the number of new aircraft that are beingdelivered) have slipped below 1.0 over the pastyear or more, drawing down order backlogs.

At the end of 2015, total jet backlog valuewas about $37bn at the ‘Big Five’ OEMs –Bombardier, Dassault, Embraer, Gulfstream, andTextron - representing more than 18 months ofproduction at recent delivery rates. While thismight seem adequate and a buffer against thecurrent headwinds facing the manufacturers, it isimportant to note that backlog value was down18% over the prior year.

Our current outlook for 2016 is that theindustry will deliver 681 new business jets(excluding twin-aisle airliners like the B787)valued at about $20bn in 2016, which will bedown 4% in units and 10% in value over the

results of 2015. With more than 40 business jetmodels in production or announced for deliveryin the next few years, there is no doubt thatbuyers have a tremendous variety of choice intoday’s market.

Although we believe that OEMs areoverproducing for the current level of demand,they are facing difficult choices, and thepotential risks and costs associated with slowerproduction rates are enormous. These includeconceding market share to an aggressivecompetitor, disappointing Wall Street investors,releasing employees and shuttering productionlines and facilities, while slowing down thesupply chain.

With white-hot commercial airliner markets –especially for the popular 150-200 seat single-aisle and 250-350 seat twin-aisle segments –suppliers might think twice about re-allocatingassets and capital back to business aircraftprograms in the light of diminished demandfrom a business jet OEM.

SummaryFor business aircraft buyers, these are the bestof times to find value in a purchase. It is hard toimagine a time when a dollar bought more inthe business aircraft marketplace. For those whocan bridge the gap between the offer they canaccept on their existing aircraft and the sweetdeal they can negotiate on their new or pre-owned purchase, it is a good time to step upinto a more capable aircraft.

For concept buyers considering their firstforay into Business Aviation, now is a great timeto take action. Just like Kansas in the summer,the days are long, the breezes are warm, andthe fields of gold are abundant.MI www.rollandvincent.com

July 2016 – AVBUYER MAGAZINE 19Advertising Enquiries see Page 4 www.AVBUYER.com

continued on page 22

“Although webelieve thatOEMs are

overproducingfor the current

level ofdemand, they

are facingdifficult

choices, andthe potentialrisks and costs

associatedwith slowerproduction

rates areenormous.”

CHART A:


Elliott July.qxp_Layout 1 20/06/2016 15:36 Page 1

Elliott July.qxp_Layout 1 20/06/2016 15:36 Page 2



BizAv Activity -EuropeThere were 73,687 Business Aviationdepartures in Europe in May 2016, a-0.1% YOY decline in activity. A 2%growth in business jet activity was offsetby a decline in turboprop and pistonflights, while the Year-To-Date (YTD)trend is now at -1.2%, notes WingX.A weak growth trend was sustained inWestern Europe, bolstered by 6%increase in flights from France thismonth. Other leading Business Aviationmarkets declined, especially in Spainand Turkey.Most of the decline in the top

markets came from turboprop activity,with jet activity slightly growing in UK,Switzerland and Italy. Countries with thehighest growth in all Business Aviationactivity in May included Sweden,Greece, Belgium and Netherlands.Germany continued to see significant

decline, averaging 242 fewer flights permonth this year. Declines in both Russiaand Turkey are trending at more than-10%. YTD, France is Europe‘s strongestmarket, slightly up compared to lastyear.Arrivals into Europe from the Middle

East were up 7% in May, withtransatlantic arrivals up 2%; inboundfrom Africa down -1%; and flights fromChina to Europe up almost 70%. Flightsfrom Europe to the CIS region weredown -3%.MI www.wingx-advance.com

BizAv Activity - US & CanadaMay Business Aviation flight activityposted an anticipated Month-over-Month (MoM) increase from April toMay, finishing up 3.5%, notes ARGUSTRAQPak. Year-over-Year (YoY) flightactivity (May 2016 vs. May 2015)increased 2.2%; the third straight YoYincrease for the month of May…Results by operational category wereall in the black MoM in May, notablyfractional operators posted the largestmonthly increase, up 5.3%. The Part135 and Part 91 sectors recorded asolid rise from April, up 5.2% and 1.9%respectively.

Aircraft categories saw gains as wellwith the turboprop market leading theway for the largest monthly increase,up 7.4% from April. The small andlarge cabin markets followed, postingincreases of 2.3% and 1.9%, in thatorder.

Mid-size cabin aircraft posted aslight 0.9% increase for the month.The largest monthly change, for anindividual segment, occurred in thefractional turboprop segment, up anastounding 33.3% from April.

Year-over-YearThe results by operational categorywere all positive for the month withthe Part 135 market recording thelargest YoY increase, up 2.6%. The Part91 market followed in a close second,up 2.1% from May 2015. TheFractional market continued its

see-saw trend in 2016, posting anincrease of 0.9%.

Flight activity for the aircraftcategories was mostly positive, withturboprops recording the largest YoYincrease, up 4.0%. Large cabin aircraftfollowed with an increase of 3.6%, andsmall cabin aircraft rose 2.3% for theperiod. Mid-size cabin aircraftrecorded the only YoY decrease, down-0.8% from May 2015. The largest gainfor an individual segment occurred inthe fractional large cabin segment,which saw an increase of 15.9%.MI www.argus.aero


Charlie Bravo June.qxp_Layout 1 20/06/2016 15:37 Page 1

continued on page 28



New Frost Study ReleasedThe global Business Aviation market issoftening, according to various sources.But is there opportunity for lighteraircraft? A new study by Frost tacklesthat question...Providing detailed market forecasts,drivers and restraints as well as marketshares and competitive analyses ofparticipants from 2015-2020, Frost’s studycovers the ‘heavy aircraft’, ‘mediumaircraft’, ‘light aircraft’, and ‘turbopropaircraft’ sectors. Additionally, this studypresents some technological changes tothe market and the companies marketingthose changes.Beyond the delivery of new aircraft, this

study examines the modification programsof aircraft and the MRO for existing fleets.This research looks at the market from

2015 through 2020, in terms of aircraftdeliveries and potential aircraft sales. Keyquestions the study addresses are:

• Have cessations of business activitiesreached a logical conclusion?

• Can aircraft manufacturers expect togain additional sales?

• Will price points drive lessfunctionality?

• Do very light aircraft have much of afuture?

• Will production of new aircrafteliminate most modificationoperations?

• What effect will the reduction inoriginal equipment manufacturers(OEM) have on the aircraft price point?

MI www.frost.com

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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

Asia-Pacific BizJetFleet ReportThe Asia-Pacific business jet fleet stoodat 1,134 aircraft by year end 2015, a6.2% increase over the prior year, and inline with most market forecasts. AsianSky Group elaborates…Overall, Asia-Pacific added 140 aircraft –66 new and 74 pre-owned – but also saw74 aircraft leave. China remains thelargest market in the Asia-Pacific regionwith 300 business jets, though its growthrate was just 3.8% in 2015, reflecting asignificant deceleration from previousyears.After China, the next two largest

markets in the Asia-Pacific region areAustralia with 184 aircraft (7% growth in2015) and India with 145 aircraft (4%growth in 2015). Hong Kong saw thelargest number of aircraft added to itsfleet in 2015, an increase of 16 businessjets, which was partly a reflection ofongoing changes in the China market.Taken together, the key territories of

China, Hong Kong, Australia and Indiarepresent over two-thirds of the region’sbusiness jet fleet.

By OEM: The top three OEMs in theAsia-Pacific region by market share areBombardier, Gulfstream and Cessna,with 27%, 23% and 19% of the fleet,respectively. Examining only fleetadditions in 2015, Bombardier saw thelargest increase with 51 additionalaircraft (28 new and 23 pre-owned),while the most popular model addedacross the region was the Global 6000.

By Operator: The top 20 operators inthe Asia-Pacific region fly 35% of thefleet, with nine of the top 10 beingoperators in Greater China. Australia andIndia have the most operators, but these

markets are extremely fragmentedwhere 70% and 67% of the operatorsrespectively have just a single aircraft.

By Aircraft Age: From an ageperspective, the Asia-Pacific region’saircraft fleet remains one of the world’syoungest, with 63% of fleet being lessthan 10 years old (Hong Kong has theyoungest and Australia the oldest fleet,on average).The US aircraft (N) registration is still

the most popular in the Asia Pacificregion, and is currently being utilized inat least 15 countries.MI www.asianskygroup.com


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Eagle June.qxp 26/05/2016 10:11 Page 1

O'Gara Jets July.qxp_Layout 1 22/06/2016 08:31 Page 1

O'Gara Jets July.qxp_Layout 1 22/06/2016 08:31 Page 2



Global Jet Capital: 1 In 9Large Jets ‘For Sale’

Global Jet Capital has launched an aircraft sales division at atime that new research reveals 11.5% of the world’s midsizeto heavy business aircraft (1,500 jets) are currently available‘For Sale’…Recognizing that the large number of pre-owned aircraft onthe market gives buyers opportunity to be increasinglydemanding, Global Jet Capital believes that the combinationof its experience and the caliber of aircraft it is bringing tothe market, along with including maintenance and trainingsupport with the purchase of an aircraft, will have unrivalledappeal to prospective owners.

The aircraft available through Global Jet Capital’s aircraftsales division are those for which it has previously providedfinancing, and therefore the company has detailedknowledge of the aircraft’s ownership and maintenancehistory, technology and refurbishment requirements.

The company has partnered with JSSI to provide a six-month comprehensive unscheduled maintenance packagewith worldwide technical support, and with FlightSafety toprovide initial pilot and maintenance training programs.

According to Dave Labrozzi, COO, Global Jet Capital,“With a relatively large number of large business aircraft onthe pre-owned market, anybody wanting to sell an aircrafthas to present the best possible package to prospectivebuyers.

“Our new aircraft sales division does just that, and we areconfident that what we can offer is unmatched by anyone inthe industry. Our aim is to become the first port of call foranyone looking for a pre-owned business aircraft.”MI www.globaljetcapital.com

In-Service AircraftMaintenance Condition & PriceAn Asset Insight Analysis conducted on May 31 covered 91fixed-wing models, and 1,957 aircraft listed for sale, revealing:Excellent Asset Quality; record low average Ask Price (3.4%lower than last month); higher average Maintenance Exposurevalue; and, a 3.1% higher average Maintenance Exposure to AskPrice Ratio. Specifically…

Asset Insight Quality Rating (AIQ Rating): The Asset InsightQuality Rating was virtually unchanged, rising to 5.349 from lastmonth’s 5.344, on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):Maintenance Exposure(an aircraft’s accumulated maintenance financial exposure)worsened 1.4% over the past month, increasing $14k to $1.44mfrom $1.42m. By aircraft group, the Asset Quality Rating andMaintenance Exposure figures were as follows:

• Large Jets: ‘Outstanding’ asset quality (consistently the bestamong all groups) at 5.516, a 1.5 AI2 basis point improvementover last month; Maintenance Exposure worsened slightly,increasing from $3.033-3.061m.

• Medium Jets: ‘Excellent’ asset quality at 5.389 (versus lastmonth’s 5.376), a 12-month best figure, but insufficient tomove the group into second place; Maintenance Exposureimproved slightly, falling to $1.251-1.262m.

• Small Jets: Barely edged out Medium Jets to retain secondplace with an ‘Excellent’ asset quality rating at 5.393, versuslast month’s 5.385; Maintenance Exposure worsened $11k,increasing to $721k – but was only slightly higher than lastmonth’s 12-month best figure.

• Turboprops: ‘Very Good’ asset quality at 4.986, but the thirdconsecutive monthly asset quality drop since February’s5.146; Maintenance Exposure worsened $11k, climbing to$567k, equalling the group’s 12-month average.

Maintenance Exposure to Ask Price (ETP) RatioSpread in the ETP Ratio (the aircraft’s Maintenance Exposuredivided by its Ask Price) increased slightly since last month.Concurrently, the average ETP Ratio worsened, increasing to52.9% from 51.3%, with all four groups losing ground for a



second consecutive month. Higher MaintenanceExposure figures for all but Medium Jets and arecord low average Ask Price were the primarydrivers. Asset Insight considers any ETP Ratio over40% to represent excessive Exposure in relation toAsk Price, and the Ratio shows no signs ofsignificant improvement.

• Large Jets: ETP Ratio – best among the fourgroups – worsened, increasing to 37.4% from35.4%. Ask Price fell to $14.15m from $14.89m (a5% reduction and another 12-month low figure).While this group continues to offer great values,due to high asset quality and an average AskPrice at a 12-month low point, Sellers are findingit difficult to locate Buyers, giving the latter adistinct advantage that could lead to further priceerosion.

• Medium Jets: ETP Ratio worsened slightly,increasing to 55.2% from 54.0%, remaining justbelow the group’s 12-month 56.0% average. AskPrice decreased another 2.6% and, at $3.46m,now sits just $50k above the group’s 12-monthlow figure. Good values are available, but Buyerdemand is lacking.

• Small Jets: ETP Ratio worsened for the thirdconsecutive month, increasing to 68.2% fromMarch’s 12-month low of 66.3%. Ask Price alsopulled back a bit, averaging $2.15m versus lastmonth’s $2.20m. We previously stated our beliefthat recent price increases would not besustainable as market saturation was visible for anumber of popular models. Accordingly, we arenot surprised to witness this change.

• Turboprops: This group also incurred a doublepenalty this month, as the ETP Ratio and AskPrice worsened 6.3% and 3.2%, respectively. TheETP Ratio – which is still the second best amongall sectors – increased to 47.5% from last month’s44.7%, while Ask Price fell to a 12-month low at$1.53m. During the past year, Turboprops havenot experienced large valuation swings.Accordingly, this month’s rather significant valuechange may signify Seller desire to entice thelimited number of prospective Buyers.

Market SummaryNational election years always create businessuncertainty and negatively affect capitalexpenditures. Asset Insight believes once the USelection is over – and assuming no new instabilityappears – sufficient pent-up replacement demandexists to improve aircraft transaction numbers and,perhaps, pricing.

In the near-term, for Sellers that need to movetheir asset, prices are not in their favor. For Buyers,historical asset quality has been better by only a slimmargin, so taking advantage of current low pricescan lead to great values – unless, of course, you areone of those unlucky individuals that also has anaircraft to sell.

MI www.assetinsightinc.com �

Table A

Table B


hose with memories of the businessaircraft market in 2007-2008 willremember one of the factors thatundercut residual values: A steep

decline in financing options for aircraft aged 10-14 years, and the near-total collapse in loanopportunities for aircraft aged 15-plus.

Loans on aircraft older than 10 years requiredsignificantly higher down-payments, came withshorter terms, and commanded higher interestrates. For aircraft older than 20 the bar rose evenhigher. Overall, money to finance anything butfactory-new was scarce. For those who found anyoptions, they were expensive.

While conditions in the business aircraftmarket have improved markedly in the years thatfollowed, loans on older business aircraft didn't

return to the levels and terms before the currentmarket glut brought a slowdown in pre-ownedaircraft transactions.

Meanwhile, beginning before the downturn,through the slump and into better times, onecompany has been offering terms and rates onolder jets and propjets. Aircraft aged 10, 20 -even almost 30 years old are all part of its loanportfolio. Martin Ormon, Founder of California-based Aircraft Finance Corporation, is committedto providing clients with highly competitive rates,with highly competitive loan programs and ahighly personalized service.

The Accidental BankerAt age 27, Ormon founded a successful hedgefund in 1992 after getting started in the field

Financing Older Aircraft:


T

Martin Ormon, founder of Aircraft Finance Corp, has been financing older aircraft forclients since before the 2008 recession. Dave Higdon discusses his successful business

model centered on a niche few other lenders will consider…

BIZAV INTELLIGENCE � OWNERSHIP

Lessons from a Company Bucking BizAv Lending Trends

Finance July16.qxp_Finance 21/06/2016 10:21 Page 1

working for other people. “I went to work onWall Street but didn't really like the people,” hetold AvBuyer in a recent interview. But thosetimes opened doors, helped his practicaleducation, and put him in the company ofbusiness aircraft operators.One of his hedge-fund clients owned a

relatively new Hawker 800; they neededfinancing for a piece of property on which theywanted to build a dealership. “They got in touchwith me about some land they wanted. I sawwhat they wanted – they didn't want to tap theircredit line. So we used the Hawker as collateralon a short-term loan,” he recalled.But after 15 months, he recalled, they still

couldn’t get their act together. “The deal fellapart and I wound up taking the Hawker. Mypartners looked at me and said, ‘Ok, smart guy,what now?’” He told them they were going intothe aircraft business…! So in 2000 Ormon startedAircraft Finance Corp.Ormon found a client who leased the Hawker

800 for three years, which almost paid off thenote. “I leased it again for a while, and then soldit to a buyer for zero down - and we mademoney. It turns out that the residual value of anaircraft holds well long after it's been fullydepreciated for tax purposes.”That difference in approach works for the

buyers he finances, for the sellers able to movetheir old aircraft, and for Aircraft FinanceCorporation. In August 2000 Ormon started hissmall aircraft finance bank and let it make moneyfor him. “I didn't think much more about the

small amount of business we were doing...untilthe downturn,” he recalls.

Opportunity from Adversity“It was in 2006-2007 that pre-owned businessaircraft sales started dropping,” he recalls.“Everybody was leaving the market, with thousandsof aircraft out there and available. I saw it as a greattime to get in.”With investment funds from some of his hedge

fund clients, he ramped up Aircraft Finance Corp toa higher level, taking an approach nearlycompletely the opposite to the conventional banks.So far, he's been profitable on his terms.“So many financing companies don't want an

older airplane on their balance sheet,” Ormonreflects. “They get rid of them if they're 12-14 yearsold - but they're still viable! I based my amortizationon 20 years. And that's why I’ve created this niche.It works.“The bankers all laughed while I took on such

loans during the downturn, but throughout theslump I had no defaults. Many of the bigger bankssuffered multiple defaults.”Part of Ormon's success grew out of his

achievements as an investment banker -consequently, Aircraft Finance Corp uses relativelylittle outside money to underwrite its deals. “Weare our own bank,” Ormon stresses. “Eighty-fivepercent of our money is our own through ourpartnership with two federally chartered banks. Weguarantee our clients loans. We write the deal.”The other 15 pe rcent comes from private-equityfinancing Aircraft Finance Corp arranges.


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

“Everybody wasleaving the

market, withthousands ofaircraft outthere and

available. I sawit as a great

time to get in.”

MARTIN ORMON



BIZAV INTELLIGENCE � OWNERSHIP

“If you’re inthis market

for financingolder aircraft,you need to

want to keep yourcustomerflying andkeep yourmargin offinancial

safety there.”

Asked whether the difference in practicesstems from failing to appreciate the differencebetween residual value and depreciated value,Ormon nearly leaps off his feet. “Exactly! You canbuy a Hawker 800 for $4m that was $17m new. Ifthe airplane’s enrolled on an engine program,we’re comfortable to write the loan for 20 years.The owner won’t usually keep it for the 20 years(the average is 4.5 years).

“They sell it, pay us off, and get anotherairplane that we can lend on.

“Some of the bigger banks might give thatowner 5-7 years, and if the market goes south orfuel costs spike, the owner will walk away leavingthe bank with an expensive, inactive asset that’scosting them money...”

The Aviation RollercoasterIn a recent press release Business Aviationanalyst Rolland Vincent noted, “These aredynamic times for our industry. What had seemeda steady march toward recovery these last severalyears, has now taken a bit of a stumble. This isevident in OEM deliveries and operatorsentiment.”

He also notes that deliveries of new businessaircraft are declining and future growth forecastshave been dialed back multiple times. Thisreversal is also evident in a growing inventory ofunsold pre-owned business aircraft. “We aretremendously oversupplied in this industry. Thatoversupply is probably the biggest factor drivingprices down.”

Vincent's calculation of the US marketestimates that approximately 3,800 business jetsremain idle. A large portion of them are olderthan 10 years, meaning there's plenty ofpotential for the financing of older businessaircraft. For his part, Ormon doesn't agree that

the aviation market is “lousy” as one analystrecently told AvBuyer.

In 2015, Aircraft Finance Corp wrote almost$150m in conventional aircraft loans and another$30m in unconventional aircraft loans, Ormonrevealed. Both numbers are well above the $20-30m in business that Aircraft Finance Corp waswriting during its early years. “The average loanlast year was about $3.1m on approximately 50conventional loans. If you add the hard money,we financed about 67 aircraft.”

So far in 2016, business is even better, hehighlights. “I feel we're probably up by 6-7%year-over-year.”

Lessons in Flexible LendingThere is a lesson, Ormon acknowledged, in theproblems mortgage companies, homeownersand finance firms faced as they struggledthrough the Great Recession: It pays to keep theasset in use. “If you’re in this market for financingolder aircraft, you need to want to keep yourcustomer flying and keep your margin of financialsafety there,” he said. Keeping older aircraftfinanced, flying and financially viable is largely amatter of flexibility and sensibility.

“When you're focused on non-performingassets you don't repossess,” he explained.“When you repossess, you're left with an emptyhouse or an inactive, underused, expensive assetlike an aircraft sitting in a hangar...and it’s costingyou money.

“It’s better to renegotiate the note,” he offers.“Help the customer through the rough spot sothat when they sell everyone comes out whole.After all, in the event of repossession, everybodyloses…”

More information from www.aircraftbanker.com


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s the Business Aviation market still crazyafter all these years? We don’t think so.This marketplace, perhaps even the largereconomy, looks about as normal as

possible considering the lack of unbridledlending and unbridled spending.

That is, word for word, the opening paragraphof the 2012 Q2 Vref Newsletter. So lies themillion-dollar question: is this the ‘New Normal’?

Yes and no. Without any significant economicchanges, this is normal, but it hasn’t been “new”for quite some time. Normal is now, and hasbeen for a few years exceptionally price driven.Let’s take a look at the markets.

Piston SinglesValue has once again remained stable amongPiston Singles. With activity on the rise, a fewairplanes are starting to show a twinkle ofstrength. Inventories are good and financing ispossible.Well-equipped airplanes, if priced right, arereceiving much-deserved attention, and yes,some are selling. This combined with great fuelprices is an opportunity to realize your dream ofownership!

Piston TwinsSome piston twin markets are still a littledisappointing. But that leaves the door wideopen to purchase an indescribably convenientand safe way to travel. All that at a fantasticbargain. Let’s Go!

TurbopropsThe turboprop category, generally, is relativelyflat with essentially no change over Q1 2016.Only a few have experienced a moderateweakness but remain generally solid.

Buyers will always be there at the ‘right price’.The price of any aircraft is determined by whatsomeone is willing to pay (thus, free market).There are plenty of airplanes to sell and priceswon’t be better than this for a while. Many areripe and ready to pick—grab one and get off theground.

JetsThey are still burdened with heavy top downpressure on these fantastic machines. Many jets,new and used, are being sold this year, butdiscounts are prevalent. Most brokers have asolid start on 2016, equal to 2015 and some even

Pre-Owned Aircraft Sales Trends


I

Most brokers and dealers had a good first quarter in the bank and aircraftare selling, notes Vref’s Fletcher Aldredge. A few, however, are reporting

sluggish sales but activity is increasing. Here’s the lowdown…

BIZAV INTELLIGENCE � USED AIRCRAFT SALES TRENDS

The ‘New Normal’ Isn’t So New…

Used Aircraft Sales Trends July16.qxp_Finance 21/06/2016 10:06 Page 1

better than 2015. Price is the one driving force that isstill haunting us all. To put it another way, the trend isnot your friend (unless you are a buyer). Thiscontinues to be a favorable time to buy. See our BestBuy Table (right).

Best Buys are calculated solely on the amountof discount since new (heavy discounts havebeen already taken). Many other factors shouldbe considered in determining your own favoriteBest Buy. Your Best Buy could be a big discount,or maybe you prefer a large residual value. Anyway you slice it a bargain can be had – youdecide what airplane might serve your needsbest.

How about this best buy example? A 1978Hawker 700A with MSP and new interior had anew list price of $3,700,000. Currently, it is listedfor sale at $450,000. That’s only 12% of new!

Obviously times and condition have a lot todo with declared value, but there is muchopportunity in this anaemic economy.

Speaking of economies, there is little changeto report. Even at a mere 2.4% growth, however,the US continues to be a shiny penny in theglobal economy.

SummaryAirplanes aren’t toxic: it’s not about you. So don’thold your breath, and do not hold your nose. Buyan aircraft. Begin the euphoric pride ofownership to go where you want, when you want,if you want.

The take away from the recent NAFAconference: Guard your identity, don’t mess withcustoms authorities, and expect 2016 to be thesame as 2015 (give or take). �

More information www.vrefonline.com

Best Buys


Fletcher Aldredge is publisher of the industry-respected VrefAircraft Value Reference Guide. Vref is the industry’s modernprice guide, designed especially for professionals operating intoday’s challenging marketplace. Contact Fletcher via [email protected]

Used Aircraft Sales Trends July16.qxp_Finance 21/06/2016 10:07 Page 2

OUR EXCLUSIVE INVENTORY

C

GULFSTREAM G550 - SN 5395ASKING: $40.750M

GULFSTREAM G550 - SN 5113ASKING: $24.750M

D

GULFSTREAM G450 - SN 4122NEW ASKING PRICE: $14.750M

BOMBARDIER CL300 - SN 20079ASKING: $9M !!!

BOMBARDIER CL605 - SN 5899ASKING: $14.950M

BOMBARDIER GLOBAL 6000 - SN 9559MAKE OFFER

CITATION XLS - SN 5753ASKING: $4.4M

BOMBARDIER CL605 - SN 5886ASKING: $14.5M


CONTACT

Florian van der Cruyssen

fl [email protected]

M +33 6 12 44 2916

T +377 97 77 0104

G E N E V A L U X E M B O U R G L O N D O N P A R I S M O N A C O M O S C O W B E I J I N G H O N G K O N G

WWW.GLOBALJETMONACO.COM

AIRBUS A318 ELITE - SN 3100ASKING: $44M

G

DASSAULT FALCON 7X - SN 056ASKING: $25.5M

DASSAULT FALCON 7X - SN 167NEW ASKING PRICE: $31.750M

DASSAULT FALCON 7X - SN 218ASKING: $38.5M

G

1 1


BIZAV INTELLIGENCE � MARKET INSIGHTS

uring its nearly four decades of brokering andconsulting in the arena of Business Aviation,OGARAJETS has experienced most of what theindustry has to offer. Carrier pilots during the Vietnam

War, the company’s founders John Foster and Ed O’Garacontinued in aviation after separating from the US Navy. Johnstarted his civilian career with Hangar One selling King Airs butsoon joined Ed in the company that bears his name.

Within five years of forming their brokerage, Ed and Johnwere inventorying King Airs as well as other models ofbusiness aircraft. The company they founded continues to thisday as an inventorying broker as well as consultants in the fieldof Business Aviation.

In 1990, just prior to a brief US recession, the firm purchasedthree Gulfstream GIIs for resale, a decision that tested O’Gara’sresolve but opened the company’s perspectives to brokeringlarge cabin business jets (about four years were requiredbefore the last GII was placed with a client).

Successfully navigating Business Aviation’s cyclical natureduring the last quarter century, OGARAJETS has built itsreputation as a family-run firm that has as its Mission “…[creating] personalized service experiences where integrity andknowledge foster confident business aircraft transactions”.

In addition to market challenges, OGARAJETS hasnegotiated the transition from founders to second-generationmanagement that began when son Johnny Foster joined thefirm in 1991 and his younger brother David came onboard fouryears later. In 2013 the company assumed its current name andbranding.

Throughout the years working together as a family andleading a team of eight dedicated aviation professionals, CEOJohnny Foster has gained valuable perspectives on what isneeded to be successful…

Tracking Trends“We follow all the basic marketing and demographics datagenerated by our industry,” Johnny told AvBuyer. “We trackoverall supply, sales and particularly market absorption, whichwe believe is the true indicator of market health. While none ofthose specifics really impacts or directs our brokerage orconsulting efforts, they influence our decisions whether to buyor sell inventory.

“We maintain a fully transparent relationship with our clients,whether they are on the buy or sell side of the transaction,” headded. “We have no hidden agenda. Our goal is to provideour clients and prospective clients absolutely unbiased

information and guidance so that they can make the mostinformed decision possible, including delaying the transactionif that be the best option at the time.

“We urge clients to analyze the data and opportunities justas we do when we are purchasing aircraft for our inventory.Our business is sufficiently active to allow us latitude in timingour transactions. We are always prepared to move whenconditions are advantageous to do so.”

What to ExpectAsked what he thought would be key issues facing theBusiness Aviation community and the brokerage industry in thenear future, Johnny’s response seemed to reflect both hisdecades of business success as well as his position as thecurrent Chairman of the National Aircraft Resale Association(NARA).

“At some point in the future,” he projected, “there will be ademand for basic regulation that affords buyers and sellersgreater transparency regarding fees, broker obligations, overallqualifications of the parties involved, and assurance of ethicalpractices. While NARA has made tremendous strides in settinghigh standards, the brokerage industry as a whole has a way togo as it continues to mature.

“Despite the ready availability of information via webportals, much of our industry trades in the shadows of the so-called ‘off-market’. By off-market, I mean a transaction wherethe individual involved has no control over the aircraft beingconsidered and/or no contractual relationship with its owner,but might have a way to put something together and thus gainby his or her action.

“Such a concept is fraught with potential problems for thebuyer and the seller,” he continued. “I am amazed at thewillingness of buyers and sellers to dismiss conductingreasonable due diligence, apparently seduced by the lure ofthe off market. Common sense, I believe, dictates knowing allthe players and how they relate to the aircraft beingtransacted.”

Regarding Business Aviation as a whole, Johnny seemsconfident that the demand for this unique form oftransportation is strong and growing. “We are dedicated toour Mission, which we perform with absolute integrity, fulltransparency and adherence to our family values,” heconcluded. “That commitment is our brand promise. Webelieve that trust is the true backbone of every successfulbusiness relationship.” �

More from www.ogarajets.com

D

Business Aviation Market InsightsJohnny Foster, CEO, OGARAJETSProviding a unique glimpse of the Business Aviation market from the perspec-tive of those who buy, sell and operate business aircraft or offer expert advice,this month AvBuyer features the insights of OGARAJETS’ Johnny Foster.


BizAv Market Insight July.qxp_JMesingerNov06 21/06/2016 10:28 Page 1

Corporate Concepts International, Inc.New Opportunities and Price Reductions

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Los AngelesPalm Beach

DallasAtlanta

Washington, DCemail: [email protected]

• 562.989.8800• 561.747.2223• 214.451.6953• 334.502.0500• 571.933.7393• www.jeteffect.com

Global Express • S/N 9085 Gulfstream G650 • S/N 6166

Gulfstream G550 • S/N 5255 Gulfstream GIVSP • S/N 1430

Gulfstream G150 • S/N 266 Gulfstream G150 • S/N 255

Gulfstream G150 • S/N 238 Falcon 900EX • S/N 56

Challenger 605 • S/N 5859 Challenger 604 • S/N 5549

Jeteffect 10 x2 aircraft July.qxp 22/06/2016 08:32 Page 1

Los AngelesPalm Beach

DallasAtlanta

Washington, DCemail: [email protected]

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Challenger 604 • S/N 5349 Learjet 60 • S/N 211

Learjet 45 • S/N 079 Learjet 31A • S/N 124

Citation X • S/N 178 Citation X • S/N 11

Citation XLS • S/N 5623 Citation CJ3 • S/N 357

Citation CJ1 • S/N 510 Premier I • S/N RB-31

File photo

Jeteffect 10 x2 aircraft July.qxp 22/06/2016 08:32 Page 2

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

iscussing SmartAir’s new EmbraerLegacy 450, Captain Cédric G. smiles…“I’m happy that we convinced theowner to buy this aircraft – at the time,we used arguments that have proven

correct. Eighteen months ago, we could foreseethat this aircraft was state of the art.”

Cédric has been with SmartAir for three years,and has since persuaded the owner to replace hisCessna Citation XLS+ with the Legacy 450 midsizejet.

Owned by the chairman of a private companyBoard of Directors (who is in his late seventies), the

Legacy 450 has various features that are greatlyappreciated by those who fly in it, includingindividuals who charter the aircraft.

“We flew the aircraft’s owner from Brussels toZurich, and from Brussels to Clermont-Ferrand nearRiom, France. We also recently flew to Zurichbecause unfortunately during the terrorist attackson Brussels airport there was no airline serviceavailable to enable him to return to Brussels. Wewere asked to fly and collect him.”

Enhanced FlexibilityThe key advantage of Business Aviation is its


D

BOARDROOM � CASE STUDY

High-Flyer’s InterviewEmbracing Embraer’s Legacy 450

Captain Cédric G. of SmartAir, based in Brussels, is flyingEurope’s first Embraer Legacy 450 and tells Rani Singh he’sthe envy of his colleagues in other companies. Here’s why…

BG 1 July16.qxp_Layout 1 21/06/2016 09:26 Page 1

“With the Legacy 450, we have been able to land at places in Europe where

other jets of a comparable size and above can’t go without compromising on payload,

or are restricted by conditions.”


flexibility - both in getting as close to specificlocations as possible and flying on the passenger’sown schedule. According to Cédric, that flexibilityhas dramatically increased with the new arrival.

“We can fly direct from London City to StTropez. London City is a steep approach runwaywhile St Tropez is short, making this city-pairimpossible for many business jets,” the Captainreveals.

“We’ve landed comfortably at La Mole, in StTropez where passenger business activities mightinclude work in tourism, real estate, marketing,local industry and hotel chains. La Mole has a

runway measuring just 3,280 ft., and the Legacy450 is the biggest aircraft certified to land there.But our new jet [at an appropriate weight] is ableto land on runways as short as 2,000 feet.

“With the Legacy 450, we have been able toland at places in Europe where other jets of acomparable size and above can’t go withoutcompromising on payload, or are restricted byconditions. We have even landed on shorter, wetrunways.

“One businessman took a flight from Nice toAntwerp. Antwerp also has a fairly short runwaythat means other aircraft of comparable size can

SMARTAIR’S LEGACY 450FLYING AT ST TROPEZ


“So at theend of theday people

are less tiredflying in our jet.”

- Captain Cédric G

mostly only land there when it’s dry (which tendsnot to be so often in Belgium), thus they wouldhave to divert to Brussels.

“We made flights from Nice and from Londonto Antwerp and there’s no question we could landif it’s raining. That added assurance for clients hasproven very good for our charter business.”

Silence is GoldenOne of the key drivers behind choosing a new jetfor the SmartAir fleet was the passenger’s need fora productive cabin space. “We were attracted bythe fact that with two seats in the middle,passengers can turn them ninety degrees to faceone another, enabling passengers to speak topeople to the left, right, and in front of them.Because the cabin is wide, passengers can do sowithout their knees touching.”

Thus, the cabin area can be a productive spacefor meetings en route to the business destination –and users have also appreciated the silence in thecabin. “Because it is quiet they can talk quietly, ormake a presentation from their iPad or theirphones to the monitors. They can take advantageof the flying time to work. This is a productivespace for them.”

While Cédric doesn’t always get to know theindustries of his passengers in detail, some recent

clients were working in construction and others infinance. “It’s important for these passengers toarrive feeling alert, refreshed, and ready forbusiness,” he outlines.

“When you fly, the thing that makes you tired isthe pressure inside the cabin. We understand theLegacy 450 to be better pressurised thancomparable midsize jets. So at the end of the daypeople are less tired flying in our jet. A lot ofpeople who flew with us in the last month reallyappreciated this,” he claims.

SummaryTo SmartAir’s credit, those who were accustomedto chartering larger aircraft simply to have morespace in the cabin can now right-size their aircraftchoice to match their budgets in the Legacy 450.Meanwhile, customers that traditionally charteredsmaller aircraft find they can enjoy more space andamenities without paying large-cabin prices.

Increased cabin volume; smooth, quiet flightcharacteristics; the boardroom layout capability;generous baggage capacity; and access todestinations typically limited to smaller aircraft – it’seasy to see why, 18-months ago Cédric was sokeen to press the case for the addition of a Legacy450 to the fleet. �More information from www.flysmartair.com


BOARDROOM � CASE STUDY


Lower Maintenance Costs • Higher Residual Value • Global Support

All of these names have one name in common.

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

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

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

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Rolls Royce • Sikorsky • Williams

ome owners seem to adopt the first lineof Niebuhr’s prayer and try to accept theinevitability of what will be while otherstake a more active approach. While

external market forces affect the future value of anaircraft, you do have influence over your aircraft’sworth as it ages. Using Asset Managementtechniques, you can both use your aircraft andmaintain its highest future value.

The business aircraft is an asset. It is an item ofvalue that is controlled by you and your aviationdepartment. Valuation is a function of how theaircraft is managed in three areas:• Its utilization,• Its financing, and• Its maintenance.

Understanding and balancing these three areascan keep your aircraft in a “ready to sell” conditionwhile still offering productivity.

UtilizationThe first area to manage is utilization, or useful life.The drivers in this arena are hours flown, number ofcycles (take-offs/landings) logged, aircraft age, andregulatory limits on its components, such as enginesand systems.

We had one client with a global business jet thatin addition to conducting long-range missions,started flying a number of short trips with lightpassenger loads. In addition to the schedulingissues, we looked at the potential loss of residualvalue based on the time and increased cycles. Weknew that a used mid-size business jet would meetthe short trips with ease, and we calculated that themajority of the added costs for the second aircraftwould be offset by the reduced costs of operatingthe global jet fewer hours and the reduced marketdepreciation on that long-range aircraft due tolower utilization.


S

Invoking the philosophy of Reinhold Niebuhr, who asked God to grant him theserenity to accept the things he could not change, the courage to alter the thingsthat he could change, and the wisdom to know the difference, David Wyndham

examines how best to approach aircraft valuations…

BOARDROOM � OWNERSHIP

Asset ManagementThe Key to Your Aircraft’s Value (Part 1 of 3)

David Wyndham isco-owner & presidentof Conklin & deDecker where hisexpertise in cost andperformance analyses,fleet planning and lifecycle costing areinvaluable. He’sformerly aninstructor pilot withthe US Air Force. Contact him via [email protected]

Ownership July16.qxp_Layout 1 21/06/2016 09:34 Page 1

Aircraft availability can be managed as well.Keeping an older aircraft ready for dispatch usuallyrequires more maintenance, both in downtime andmoney. Older aircraft can also see more intensiveinspections and may have to enter a corrosioncontrol program as the airframe ages.

If your usage strategy calls for high utilization andhigh rates of availability, you may be better servedwith operating newer aircraft. One operator weworked with flies 600 to 700 hours annually. Theybuy new aircraft and replace them at about age six,which corresponds with the end of the warranty aswell as the end of the tax depreciation, and beforeany major maintenance is due.

FinanceThe next area to manage is the financial life of theaircraft. If the aircraft is financed, this includes theterm of the lease or loan. Business aircraft can betax-depreciated aggressively under the MACRSfive-Year schedule. But is that depreciation useful toyour company or are you better served by takinggreater tax write-offs further down the road?Write-offs are great when there are profits to protect,but the CFO is looking ahead to more than just nextyear. He or she manages the tax burden of the entirecorporation over the long haul.

Operating leases have end-of-lease terms thatrequire the aircraft to be in very good conditionwhen returned. Much like the automobile leasecharges for higher mileage cars at lease end, asimilar adjustment can be made on the aircraft lease.Your utilization strategy may render a lease lessattractive.

MaintenanceLastly is the physical condition of the aircraft. This iswithin the responsibility and control of your aviationdepartment. It involves the appearance,configuration and mechanical condition of youraircraft. The aircraft mission defines its utilizationwhile the corporate financial plans primarily define itsfinancial life. In order to maintain value with thosetwo restrictions, the aviation department needs tohave a plan to proactively keep the aircraft in thebest condition - ready to sell.

The first task is keeping the aircraft clean and theinterior wear and tear to a minimum. As a rule ofthumb, if your business aircraft interior has goneabout seven to eight years without a refurbishment,it is too old. The market value of your aircraft will bedecreased if the interior is old or out of date, not justvisibly worn.

The same rational applies for paint. Not only aretouch-ups necessary, but so is the repainting of the

aircraft on a regular basis. Aircraft that spend a lot oftime outdoors, especially in dusty environments,may need repainting more often than one alwayshangared. (It is rare, but I have heard of an ownerspending $40 million on a business jet and thenparking it outside because the hangar rents were toohigh!)

The configuration of the aircraft needs to be keptupdated in order to maximize its value. Do you stillhave that old Betamax player in the cabin? Maybeit’s time to get a DVD player…

The aircraft avionics are a big concern here. If thestandard aircraft for sale in your aircraft’s categoryhas triple inertial navigation units (INUs), don’t skimpand specify two INUs. If you’re looking at getting anew avionics suite for your older aircraft, considerwhat the current production variant of your aircrafthas for the systems and evaluate matching thatsetup. One of a kind is great for art and not so goodfor maximizing your aircraft value.

In Part 2, we’ll discuss how Asset Managementcan help you manage the aircraft and maintain itsvalue into the future. �

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

“Theconfiguration

of theaircraft needs

to be keptupdated in

order tomaximize its value.”

The best aircraft for sale searchanywhere, everywhere - on pc, smartphone and tablet. 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


Ownership July16.qxp_Layout 1 21/06/2016 09:35 Page 2

he market value of a specific aircraft isaffected by a multitude of variables, whichinclude but are not limited to:

• Total-Time in-service/Landings/Cycles;• Modification and Upgrades Status;• Inspection and Maintenance Status;• Configuration/Desirability;• Design/Finishes;• Condition;• Location/Ease of Purchase/Registration Transfer.

To begin our journey through the land ofAircraft Values, it’s important to define andunderstand various Value Terms, many of whichcome from the current edition of the UniformStandards of Professional Appraisal Practice(USPAP), produced by the Appraisal StandardsBoard of the Appraisal Foundation.

The Definition of VALUE is “The monetaryrelationship between properties, and those whobuy, sell, or use those properties.”

Value expresses an economic concept. As such, it isnever a fact but always an opinion of the worth of aproperty at a given time in accordance with aspecific definition of value. In appraisal practice,value must always be qualified (for example marketvalue, liquidation value or investment value).

Market Value: A type of value, stated as anopinion, that presumes the transfer of a property(i.e., a right of ownership, or a bundle of suchrights), as of a certain date, under specificconditions set forth in the definition of the termidentified by the appraiser as applicable in anappraisal.

Forming an opinion of market value is thepurpose of many property appraisal assignments,particularly when the client’s intended use includesmore than one intended user. The conditionsincluded in market value definitions establishmarket perspectives for development ofthe opinion.


Jeremy R.C. Cox, Senior Certified Aircraft Appraiser and professional aircraft broker, offers his perspectives on valuing business aircraft for resale.

BOARDROOM � BUYING & SELLING

Jeremy Cox is Vice Presi-dent at JetBrokers, Inc, aNational Aircraft Apprais-ers Association (NAAA)Senior Certified AircraftAppraiser, as well as aNAAA Qualified Buyer’sAgent. Jeremy has been aDirector of Maintenancefor several differentcompanies and employedby several airframe OEMs’independent ServiceCenters. Contact him [email protected]

T

How and Why They are Vastly Different

A Discussion OnAircraft Values:

Buying & Selling July16.qxp_Layout 1 21/06/2016 15:26 Page 1

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These conditions may vary from definition todefinition but generally fall into three categories:

1. The relationship, knowledge and motivation ofthe parties (i.e., seller and buyer)

2. The terms of sale (e.g., cash, cash equivalentor other terms); and

3. The conditions of sale (e.g., exposure in acompetitive market for a reasonable time priorto sale).

Appraisers are cautioned to identify the exactdefinition of market value as well as its applicabilityin each appraisal completed for the purpose ofdetermining market value.

Average Retail: As defined by the AircraftBluebook, “this…is the retail market price for anaverage (mid-time) used aircraft. This price is not aforecast. It is a report from the end of the previousquarter. Use the Bluebook as a guide, then checkthe current market.”

Wholesale: Again from the Bluebook this is a“component of Average Retail resulting in lowervalue. Prices and other data in the AircraftBluebook are editor opinions, which are based oninformation derived from sources that our editorialstaff believes to be reliable. The publisher andeditors do not assume any responsibilities for theaccuracy of the source material.”

Standard Price: This ‘Factory New List Price’assumes an aircraft with the minimum equipmentas specified by the manufacturer. This price formost aircraft includes paint, interior and minimalVFR instruments.

Average Equipped: The second ‘Factory New ListPrice’ reflects the way most aircraft of a particulartype left the manufacturer or completion center. Itgenerally includes the equipment listed in the‘BASE AVG’. Before completing our lesson indefinitions, we will quickly return to USPAP for ourlast two…

Personal Property: Identifiable tangible objectsthat are considered by the general public as being“personal” - for example, furnishings, artwork,antiques, gems and jewelry, collectibles,machinery, and equipment; all tangible propertythat is not classified as real estate.

Real Property: The interests, benefits and rightsinherent in the ownership of real estate. (As yousee, the USPAP considers all aircraft as ‘PersonalProperty.’)

Digging DeeperIt is widely accepted that Market Values areconsumer-driven, while Appraised Values are

driven by experts. Unlike Market Value, AppraisedValue is not necessarily the sale or purchase priceof an aircraft. Rather, it is a guideline in the sellingor buying process. Generally, an aircraft will not besold for more than the Appraised Value, especiallyif a lender is financing the purchase. Yet the aircraftmay actually be worth more than the AppraisedValue to a Buyer, and a Seller, based upon theirown unique circumstances.

Today’s struggling “Post Global Financial Crisis”economy appears to still be in the doldrums as itstruggles to re-energize amidst random acts ofterrorism, war-torn refugees, company mergers,uncomfortably high unemployment figures abroad,political embezzlement, uncooperative opposinggovernment factions, and an intensely wasteful USPresidential election (two years!). I would arguethat there really is no such thing as stable Retailand Wholesale Values anymore.

Today’s market most definitely favors the buyer.The majority of sales transactions that I see goingthrough other brokerage firms appear to be pricedat or below the quoted Wholesale book value,rather than anything close to quoted Retail. Thissituation supports my argument that Retail andWholesale have merged into one Lower-Value,which I now prefer to call “Base Merged Value.”

Over the coming months, we’ll consider avariety of Value Concepts as well as issues thatinclude Damage History, Missing Logbooks,Condition, Status, Modifications, and a series ofAircraft Model Specific Points of Value. Please staytuned. �Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/business-aviation-insurance


BOARDROOM � BUYING & SELLING

“ I wouldargue that

there really isno such thing

as stableRetail andWholesale

Valuesanymore.”

Buying & Selling July16.qxp_Layout 1 21/06/2016 09:41 Page 2

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he Federal Air Regulations (FARs) are abody of rules specified and enforced bythe Federal Aviation Administration thatgovern all aviation activities in the United

States. The rules most relevant to day-in day-outflying, as well as recommended procedures for safeflying are contained in the Airman’s InformationManual (AIM), which is a government-issueddocument of roughly 1,200 pages.

If insurance companies were able to deny aclaim anytime there was an accident in which allthose procedures were not followed precisely or anFAR had been violated, they would rarely berequired to pay a claim. The truth is that it’s veryhard on any given flight NOT to violate an FAR.Consider the following example, which refers toCFR 91.171 (VOR equipment checks for IFRoperations):

“(a) No person may operate a civil aircraftunder IFR using the VOR system of radionavigation unless the VOR equipment of thataircraft—(1) Is maintained, checked, andinspected under an approved procedure; or (2)Has been operationally checked within thepreceding 30 days, and was found to be withinthe limits of the permissible indicated bearingerror set forth in paragraph (b) or (c) of thissection.”

The regulation continues for another sevenparagraphs, but you get the picture. While weassume aviation professionals do comply with allthose details, the bad news is that somethingmight be missed. The good news? CFR 91.171is an example of a regulation that if violatedwould NOT exclude coverage under an aircraftinsurance policy.


Aircraft owners and pilots should be aware there are some instances when violation of a FAR can be grounds for a claim denial by the insurer, cautions Stuart Hope.

BOARDROOM � INSURANCE

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

T

When Can a Business Aviation Claim be Denied…?

FAR Violations & Insurance Exclusions

Insurance July16.qxp_Layout 1 21/06/2016 09:45 Page 1

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Violations that Void CoverageAs we have discussed in previous articles, allaviation insurance policies are not created equal.Each insurer issues its own unique insurancecontract, with some policies much broader thanothers. The pilot clause in many insurance policiesis rife with opportunity to violate an FAR and theinsurance policy at the same time. Consider thefollowing wording direct from the pilot section ofone such policy:

“When in flight this aircraft will be piloted by thefollowing pilot(s) provided each has a valid pilot’scertificate including a current and valid medicalcertificate appropriate for the flight and aircraftbeing flown…”

What constitutes a valid pilot’s certificate? If it’san IFR flight and the pilot has not complied withthe IFR currency requirements of FAR Part 61.57(434 words long), the infraction is technically apolicy violation that could invalidate coverage inthe event of an accident.

The requirement for a “current and validmedical certificate appropriate for the flight andaircraft being flown” could present an easyopportunity for a FAR violation and claim denial.There are different classes of FAA MedicalCertificates required for each type of PilotCertificate (Airline Transport Pilot, CommercialPilot, Private Pilot). Each Medical Certificate has adifferent expiration date and must be renewed toremain in compliance (ATP – every 6 months,Commercial every 12 months, etc.).

Violation of an FAR involving the approved useof the aircraft is another example of a commonFAR/Insurance Policy combination that can result ininvalidation of coverage under your policy. Certain

insurance policies contain approved usage clausesthat can be fairly restrictive.

Unless the policy has been appropriatelyendorsed, an aircraft owner allowing a subsidiarycompany to utilize the aircraft and to re-embursefull operating expenses - including reserve foroverhaul, maintenance reserve, annual insurancepremium, home base hangar fees, etc. - couldunknowingly negate coverage in the event of aloss. Other common areas where theFAR/Insurance Exclusion combination can result inclaims issues include an airworthiness certificatenot in full force and effect, unlawful use of theaircraft, airworthiness inspections not current, etc.

Contrary to popular belief, insurance companiesare not looking for ways to avoid paying claims.Quite the opposite, most try to find a way to payeven if circumstances fall within a gray area. Butstraying far enough from the FARs and the terms ofthe policy does leave the insurance company withno choice. Denial may be their only option.

My advice, as always, is to consult your aviationinsurance broker. Most corporate aircraft policies ifnegotiated properly are very broad and will notcontain ‘gotcha’ clauses. But do your homeworkbefore there is a problem. Furthermore, even themost “insured-friendly” policy doesn’t mean youwon’t have to pay attention to compliance with theFARs.

If you are one of the rare aircraft owners whohas an accident, the legal eagles will use anyviolation of the FARs as “evidence” to a jury ofyour peers that you run an unsafe flightdepartment. �Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/

BOARDROOM � INSURANCE


“ But strayingfar enoughfrom the

FARs and the terms

of the policydoes leave

the insurancecompanywith nochoice.”

Insurance July16.qxp_Layout 1 21/06/2016 09:46 Page 2

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When you make a purchase with us, you’re getting much more:

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BOARDROOM � REGULATORY

s the compliance deadlines for otherwell-known regulations creep closer(such as the FAA’s 2020 deadline forAutomatic Dependent Surveillance

Broadcast (ADS-B) and the potential end later thisyear of the “stop-the-clock” provision of theEuropean Union Emissions Trading Scheme (EU-ETS), a more immediate deadline looms for allnon-commercial operators of complex motor-powered (NCC) aircraft that have their principalplace of business or residence in a EuropeanAviation Safety Agency (EASA) Member State.

Though some EASA Member States, such asFrance, have already implemented the Part-NCCregulations, many Member States utilized the EUregulatory option to postpone implementation ofPart-NCC until August 25, 2016. Thus, NCCoperators in all Member States must be ready for thefinal August 25 deadline.

Do I Have to Comply?As noted, Part-NCC applies to all aircraft that areboth non-commercial and complex motor-powered,where the operator has its principal place of businessor residence in an EASA Member State (whether or

not the aircraft is registered in an EASA MemberState). Thus, determining whether Part-NCC appliesto an operation requires an analysis of the type ofaircraft, the characteristics of the aircraft operations,and the operator’s status.

The applicable definitions (found in the BasicRegulation) essentially provide that ‘commercialoperation’ means any aircraft operation in return forremuneration or other valuable considerationavailable to the public or performed under acontract between an operator and a customer, wherethe customer has no control over the operator. TheBasic Regulation further provides that “complexmotor-powered aircraft” means:

• An airplane: — with a maximum certificated take-off mass

exceeding 5,700 kg; or — certificated for a maximum passenger seating

configuration of more than 19; or — certificated for operation with a minimum crew of at least two pilots; or — equipped with (a) turbojet engine(s) or more than one turboprop engine.

A

Attention EASA NCC Operators:Compliance by August 25, 2016 is Mandatory!

Attorney Jessica L. Pownell examines the European Union’s latestmandate for companies that operate not-for-hire business aircraft…

Tax July16.qxp_Layout 1 21/06/2016 09:47 Page 1

“Morespecifically,

each countryhas its ownsystem forrecording

aircraft titleand liens...”

72 AVBUYER MAGAZINE – March 2016 Aircraft Index see Page 145

Jessica L. Pownell is anattorney with Cooling &Herbers, P.C., represent-ing and advising aircraftowners and operators, cor-porate flight departments,Fortune 500 companies,and other aviation-relatedbusinesses worldwide. Shefocuses her practice in theareas of acquisition, sale,leasing, and registration ofcorporate aircraft andrelated regulatory matters. [email protected]

• A helicopter certificated: — for a maximum take-off mass exceeding 3,175 kg; or — for a maximum passenger seating configuration of more than nine; or — for operation with a minimum crew of at least two pilots.• A tilt-rotor aircraft.

If the aircraft operation is, indeed, a non-commercial operation of complex motor-poweredaircraft, Part-NCC applies if the operator (defined inthe Basic Regulation as any legal or natural personoperating or proposing to operate the aircraft) has itsprincipal place of business or residence in an EASAMember State. Note that the status of the aircraft’sregistered owner is not determinative, and Part-NCCcan apply even if the aircraft is registered, or if theowner is based in a non-EASA country.

How Do I Comply?Part-NCC is focused on safety and is intended toimplement a structured, auditable aircraft operationsframework similar to that for Air Operator Certificate(AOC) holders. The regulation details requirementsfor various operational procedures and requirements,including aircraft performance and operatinglimitations; instruments, data, and equipmentrequirements; crew training and other requirements;regulations for the carriage of dangerous goods; andspecial rules for helicopters.

In particular, Part-NCC requires creation andimplementation of a Minimum Equipment List (MEL),a Maintenance Control Manual (detailing theoperator’s plan for the continuing management ofthe aircraft’s airworthiness), and a CompanyOperations Manual (to include a Fatigue RiskManagement Program (FRMP) and a SafetyManagement System (SMS), and assignment of theaircraft to a Continuing Airworthiness ManagementOrganization (CAMO)).

Further, prior to the August deadline, NCCoperators must complete and submit to the aviationauthority of the operator’s applicable Member Statea declaration of compliance with Part-NCC, alongwith a list of any required specific approvals (such asRVSM). Part-NCC aircraft operations will, thereafter,be subject to ongoing inspections and audits. Part-NCC includes a list of documentation that should becarried on board the aircraft, including thedeclaration; it is also advisable to carry on board anyacknowledgement of the declaration that theoperator receives from the applicable aviationauthority.

As discussed earlier, Part-NCC may apply even ifthe aircraft is not registered in an EASA MemberState. However, there are some exceptions forforeign, “third-country” registered aircraft. Notably,EASA has confirmed that, though like all other NCCoperators, European NCC operators of third-countryregistered aircraft need to ensure and demonstrate

the ongoing management of their aircraft’sairworthiness, such need not be done by a CAMOand can be accomplished by the operator itself oranother person or organization under theresponsibility of the operator. (However, dealing witha CAMO may well be a viable option. See thefollowing article.)

What’s the Liability Risk for Non-Compliance?Affected operators should be aware that thepenalties for Part-NCC non-compliance can besevere, including potential civil, criminal, andadministrative liability; grounding of their aircraft;and denial of aircraft insurance coverage.

Note that one may be able to appoint a thirdparty as the aircraft operator and, accordingly,transfer the operator liability to such entity. However,before doing so, one should not only confirm thatsuch transfer of operational control complies withapplicable law but also ensure that the applicablecontracting documents fully transfer all operatorresponsibility and liability to the third party.

As well, an operator will want to consider anypotential tax implications and confirm whether theaircraft’s insurer and lender (if any) will approve ofsuch transfer.

Where Can an NCC Operator Turn for Assistance?Various resources exist for operators working tocomply with Part-NCC. In order to assist operators inreviewing the detailed Part-NCC regulation and itsvarious Amendments, EASA has published aConsolidated Acceptable Means of Compliance andGuidance Material to Part-NCC. As well, manyMember States have issued additional guidance.

Notably, International Standard for BusinessAircraft Operations (IS-BAO) – the code of bestpractices created by the International BusinessAviation Council (IBAC) in 2003 and amended byIBAC in 2012 to include helicopter operations – isabout 75% complaint with the relevant portions ofPart-NCC (as well as Part-ORO and Part-SPA, theportions of the EU Air OPS Regulation governingOrganization Requirements and OperationsRequiring Specific Approvals, respectively). IBACoffers a gap analysis tool for IS-BAO-compliantoperators.

Finally, and perhaps most importantly, variousthird-party providers offer nearly all levels ofassistance with achieving Part-NCC compliance. Asnoted, some providers even offer to act as theaircraft operator, though such a transfer can involvevarious considerations, as detailed earlier.

The deadline is approaching, but hopefully, withthe various resources available, all European NCCoperators will be able to comply with Part-NCC byAugust 25, 2016, and continue aircraft operationswithout interruption. �Are you looking for more Business Aviation Tax articles? Visitwww.avbuyer.com/articles/category/business-aviation-tax/


Tax July16.qxp_Layout 1 21/06/2016 15:27 Page 2

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FLIGHT DEPARTMENT � OPERATING

n spite of the imminent threat of grounding,there are still many aircraft that have yet tocomply with EASA’s Part-NCC (Non-Commercial operations with Complexmotor-powered aircraft) mandate. Part-NCC

will impact all jet and turboprop aircraft, includingsome that are not even registered within the EU...

Part-NCC OverviewAccording to the UK’s CAA, Part-NCC requires alloperators to adhere to the same essentialrequirements as commercial air transport operators.But instead of holding an Air Operator’s Certificate(AOC), private operators will need to submit adeclaration to their local aviation authority

I

Looming large on the horizon, from August 25, 2016 operators in Europe who do notcomply with EASA’s Part-NCC requirement will be grounded. Enrollment in a CAMO

program could be a straight-forward solution for those still needing to comply. LufthansaBombardier Aviation Services’ Jörg Rumstedt and Matthias Büttner explain why…

CAMO – A Simple Fix to Part-NCC Confusion?

Ownership Part NCC July16.qxp_Finance 21/06/2016 10:34 Page 1

“Part-NCC will squeeze such operators to enroll in a CAMO program (or at least

parts of it) irrespective of where their aircraft is registered if their primary operations fall

within EASA airspace.”


Jörg Rumstedt has beenManager CAMO &Customer Engineeringand ProductionPlanning withLufthansa BombardierAviation Services fornearly 10 years.

concerning their operation, helping establish andmaintain the required oversight program for theaircraft. That program should be tailored to thenature and complexity of each individual operation;by submitting the declaration, the operatorultimately accepts responsibility, accountability andliability for itself under the new regulation.Also required, operators must have an

Operations Manual (containing procedures,instructions and guidance for use by operationalpersonnel in the execution of their duties), andoperators must also be able to demonstrate theyhave an active management system in place.Beware: Part-NCC will impact more than just

aircraft registe red to an EASA state. Therequirements extend to those not registered withinthe EU but where the operator is established orresiding in an EASA state. Currently, there arearound 1,200 N-Registered aircraft that are activewithin Europe (for example), and these shouldensure they will not fall foul of the new rules whenthey come into effect.When EASA made it mandatory for all EU-

registered aircraft to join a Continuing

Airworthiness Management Organization (CAMO)program, we saw some operators move theiraircraft onto non-EU registers while continuing tooperate within EASA states. This included some jetsjoining the Isle of Man register.Part-NCC will squeeze such operators to enroll in

a CAMO program (or at least parts of it) irrespectiveof where their aircraft is registered if their primaryoperatio ns fall within EASA airspace. In effect, thenet is closing…

How Could CAMO Help?As a requirement for aircraft used for private orpublic transport within the EASA region, ContinuingAirworthiness Management is designed to helpoperators achieve better dispatch reliability,improve their safety levels and reduce the overallcost of operation.Within the increasingly complex regulatory

environment of EASA a irspace, however, CAMOcan help those seeking to become compliant withPart-NCC. As an example, one of the key aspects ofan operator’s aircraft on-board documentation isthe Minimum Equipment List (MEL). Part-NCCrequires private operators (including those notregistered within the EU but primarily operatingthere) to tailor the MEL to their aircraft.With an aircraft-specific MEL required, an

operator mu st think beyond the generic MMELsupplied by the OEM that may not take intoaccount any individual aircraft configurations orsubsequent modifications. Some owners wouldcertainly benefit from having the dedicated eyes ofa CAMO-provider developing and maintaining theirtailored MEL.Furthermore, a CAMO solution could help satisfy

Part-NCC’s requirement for regular audits andinspections of an aircraft by an approvedorganization, assuring continuous airworthinessmanagement with a tailored management systemfor an individual aircraft that tracks and predictsmaintenance tasks, life limited components,airworthiness directives and service bulletins, whileforecasting and monitoring maintenance, trackingoperating hours, and collecting and reporting onengine data.Taking care of technical records management

(including airframe, engine, log books and more)

Matthias Büttner,Engineer ContinuingAirworthinessManagement, coordi-nates the CAMO/MMSactivities at LufthansaBombardier AviationServices.




“...operatorsof aircraftregistered

and/oroperatedelsewheremay find itworthwhilecontacting a

CAMOprovider...”

while addressing EASA’s goal to press for increasedsafety standards within its airspace by ensuring amore proactive approach from its operators, CAMOhelps operators coordinate all maintenancerequirements (including scheduling, creating workpackages and providing job cards to the chosenmaintenance facility), providing repair/modificationapproval and status management, supervising theevent and ensuring continued airworthiness for theoperator.

It may also be worth understanding that inrelation to operators obtaining certification ofairworthiness, some CAMO providers areadditionally approved to carry out an airworthinessreview of a client’s aircraft in the name of theapplicable aviation authority. Check with aprospective provider if this is something requiredby your operation.

Tailored to Need: MMSWhile all EU operators of Complex Motor-PoweredAircraft are required to subscribe to a whole CAMOprogram and non-EU registered aircraft whoseprimary business is within EASA states also need to

nominate a person or organization responsible forcontinuing airworthiness per Part-NCCrequirements, operators of aircraft registeredand/or operated elsewhere may find it worthwhilecontacting a CAMO provider to discuss theirspecific needs in relation to MaintenanceManagement Services (MMS).

For example, the MMS offered by LufthansaBombardier Aviation Services is a program tailoredto a specific operat or’s requirements by modularselection of its CAMO product – thus the operatorcan select only the aspects of a CAMO programthat enables them to comply with Part-NCC,irrespective of where the aircraft is based within theworld.

Effectively CAMO (or MMS in the case of non-EASA registered aircraft) helps bring the variousthreads relating to ongoing airworthiness into onepoint of contact, freeing the air craft owner toconcentrate on maximizing the productivity of theirBusiness Aviation operations – the quick andconvenient transportation of key personnel aboardthe company aircraft! �More information from www.lbas.de


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Helping you understand the technology, integration and advances of aircraft avionics andequipage, Ken Elliott concludes his update on NextGen with a summary of PBN.

FLIGHT DEPARTMENT � AVIONICS

Ken Elliott is a highly-respected industry authorityon avionics as a member ofthe NextGen AdvisoryCouncil sub-committee andTechnical Director, Avionicsat Jetcraft. Contact him [email protected] www.jetcraft.com

erformance Based Navigation (PBN) hasdifferent connotations for business jetoperators than for Scheduled Air Carriers,yet because they often share the same

regional airspace and airports, it is important foroperators to understand PBN as if it applies to all.PBN procedures are a vital part of NextGen and arewidely embraced in specific regions of the world.For NextGen, PBN procedures improve capacity,efficiency, safety and importantly for the BusinessAviation/General Aviation community, access.

PBN is all about routing, separation andreplacing point-to-point manual traffic c ontrol withprescribed flight paths for arrivals and departures.

In reality, though, PBN is more than that. It includesthe final approach, landing, take-off and initialdeparture, for without success in any of thesesegments a PBN procedure would provide littlebenefit. Also, because the need for manual airtraffic controlling is less, both air traffic and pilotworkload decreases.

For many years, navigat ion for arrivals anddepartures was based on ground-positionednavigation aids. This has transitioned into AreaNavigation (RNAV) procedures, where thewaypoints are positioned closer to the desired flightpath and not above the navaid itself.

Required Navigation Performance (RNP), which

P

2016 NextGen Update (Part 2)

Performance Based Navigation

Avionics July16.qxp_Finance 21/06/2016 09:17 Page 1

is more capable than RNAV, enables flightpaths between waypoints that may becurved and/or optimized to provide themost efficient means for movement toand from the runway. Further, during enroute operations the flight path isoptimized with reduced spacing betweentracks, such as during Oceanic flight.

As PBN can be a 3D method ofnavigation, straight-in Lateral PathVertical (LPV) approaches flown byGe neral Aviation are to be enhanced bythe newer RNP curved arrivals, andcurrent RNP Approval Required (RNP-AR)approaches used by air carriers are nowenhanced with vertical guidance. Byreplacing straight-in approaches with‘RNP-with vertical guidance’,simultaneous IMC-based operations onmultiple runways may be conducted, allbecause the potential for flight pathconflict will be avoided.

The use of effic ient direct verticaldescent is termed Optional ProfileDescent (OPD) and avoids the dive anddrive of step down approaches, just likeRNP lateral guidance avoids thevectoring of controller leg-to-legguidance. Equally, the vertical guidancecoupled with lateral (LPV - LocalizerPerformance with Vertical guidance), asused on WAAS-LPV approaches, providesILS-like guidance for General Aviationoperations.

PB N is now moving toward a 4D affair,using time-based flow management, toensure aircraft arrive at ‘points in space’by adjustment of an aircraft’s speed onefficient and specified tracks. The use ofauto-throttles, as a means of an aircraft’sfine control, is further enhanced by thedisplay of required or controlled time ofarrival (RTA and CTA) at a future fix.

A Short Journey into Today’s PBNFrom 2003, the FAA has had a regularlyupdated PBN road map. The map startedwith Q routes for en route and RNAV forterminal, following somewhat the existingground-based navaids and vectors asoverlays. The challenging terrain ofmountain-bound airports has driven theneed for RNP approaches that, sincebefore 2010 have enabled a non-traditional approach to navigating in theNAS.

RNP approaches require a high degreeof continual technical accuracy, so thereliance on the GPS constellation,whether it is using US or another region’ssatellites, is key to safety and



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performance. But who has what for GPSconstellations used for PBN?

USA – Global Navigation SatelliteSystem (GNSS)

Russia – Glonass Europe – Galileo China – BeiDou (BDS) India – Indian Regional Navigation

Satellite System (IRNSS)

Different RNAV and RNP operationsmay be performed based upon the phaseof flight. Table A (top, left) lists thedifferent types of PBN operations and thephases of flight wh ere they are used. Italso lists the purely satellite-basedoperations. Table B (bottom left),meanwhile, shows the sub-types of PBNRNAV 1 and 2 operations and then thetwo main groups of PBN approaches.(Note that ILS and other ground-basedapproaches are not PBN).

The use of PBN is carefully controlledby Guidance. Table C (right) lists the FAAguidance material for all the various PBNoperations.

Air carrier s are currently utilizing RNP-AR approaches that, being ‘AuthorizationRequired’, are specific, by SpecialAuthorization (SA), to the airline. Businessjets and others are not frequently usingthese approaches today, because of theSA requirements and because they aretypically used at large airports wheresimultaneous multiple runway operationsare in use.

Advancing PBNInterestingly, PBN has a bright future withthe inclusion of time-based operations.Although the future is not set in stone,much progress has been made toenhance the current PBN to advancedPBN, using new and existing ground andairborne technologies.

Table D (overleaf) provides some ofthe technologies and their roles in the 4Denvironment. Organizations such asMITRE and NASA have beencollaborating with FAA for several yearsdeveloping the long-term plan. Each stepwill be simulated and prepared forprototype introduction at ademonstration airport.

In effect the advanced PBNdevelopment is allowing aircraft to besequenced and spaced further out fromthe TRACON. The pathways arestretched and shortened as necessary toensure proper arrival times at metered





points in space. Speed and time govern the spacingand arrivals.

Ground and flight deck tools are underdevelopment to ensure this can work for bothequipped and non-equipped aircraft. Just as withthe airspace situation today, accommodation has tobe made for aircraft operating in all categories andall levels of equipage.

Extending PBN Approaches (& Enabling Departures)As PBN can and should be extended to include thefinal phase of the approach, it may be helpful tolook at this from a new and interesting perspective.Assuming an aircraft has navigated all the way to theFinal Approach Fix (FAF), or in ICAO speak, FinalApproach Point, it will continue on, based on theapproach type and visibility, to an ApproachDecision Point (ADP).

In the way approaches are looked at today thereis IFR and VFR in IMC and VMC; basically instrumentor visual approaches in instrument or visualconditions. Typically, in either one there is anavigation or visual means to reach the ADP.

With WAAS-LPV the traditional Category 1 ILS,having a fixed ADP at 200’ height above terrain(HAT), is shifted from 200’ to a terrain or ob stacle-derived decision point higher than 200’. The sameapplies to LNAV/VNAV approaches. So, whenlooking from on high at regional airspace, there is afirewall that occurs, preventing seamless operationsduring weather (specifically visibility impactedconditions). Controllers vector traffic and selectivelyadvise approaches, while cautiously spacing airtraffic. Some corporate operators reschedule orr eroute their trips.

Now imagine, the IFR becomes VFR because theIMC becomes VMC to the aircraft equipped to ‘see’.In Q4 2016, the FAA is set to release its longawaited 91.176 rule that changes the game andprovides a path for full ‘VFR-like’ operations, formuch of the time. These are actually termedEquivalent Visual Operations (EVOs) and one daycould rule out the need for pilot instrument ratings.

Ad vanced vision technology will allow operatorsto use the rule and with special authorization, byoperator, approach to land in 1,000, then later 300,RVR conditions. FedEx having equipped its fleet thisway, will be among the first in the world to have theauthorization to extend an RNP approach, usingadvanced vision and head-up guidance to therunway touch down zone during low visibilityconditions. Thi s should take place at Indianapolis(IND).

China is watching and enabling its transportaircraft fleets to operate in a similar way. Thatcountry will be the first to require head-up visionguidance for specific categories of aircraft.

The key here is that, in effect, the ADPrequirement goes away! Aircraft may simplycontinue the approach to flare, touch down and roll

Figure 1: RNP-AR 3D approach tracks to Cajamarca, Peru (top) and La Serena, Chile(bottom), demonstrating the benefits of precise lateral and vertical navigation toairports located within mountainous regions. (Courtesy of LAN Airlines)


Boutsen July.qxp_Layout 1 20/06/2016 16:01 Page 1

out. Equally, at the departure end, the RVRlimitations imposed on air carrier operationsshould go away. PBN procedures now in placewill be enhanced with data comm, ADS-Bin/out and advanced vision, in seamless flight,from ramp to ramp.

That level of capability is a long way away,but taking this concept to the next level impliesunmanned aircraft in automatic traffic controlenvironments with few or no humans in theloop.

Notably, the 91.176 rule lifts the ApproachBan Clearance requirement that applies to aircarriers; with lower technology equipage costson the horizon, they are likely to join the elitegroup of freight and business jet operators thatnow benefit from a more restricted version oflow visibility operations.

Some Recent PBN Related NewsOn May 26, Australia switched off a number ofdifferent ground-based Navaids. Thoseremaining will become a new BackupNavigation Network (BNN). Australia is relyingon operators able to navigate with GNSS asthe primary means of navigation using...

Oceanic Routes: RNP4 or RNP10 Continental Routes: RNP2 SIDs and STARs: RNP1 Non-Precision approaches: RNP

APCH

Non-commercial operators of foreign-registered aircraft not wishing to takeadvantage of RNP1 and RNP2 traffic serviceswill not be required to apply for a two-yearexemption to operate in Australian airspace.Operators should note on the flight plan thenavigation capability of the aircraft and crew.

Recently, Dassault's Falcon 2000LXSbecame the first business jet to fly anInstrument Approach Procedure (IAP) with a200’ published LPV minima, using Europe'sEGNOS LPV200 satellite service. While other shave been flown to 250’, this was the first to beequivalent to an ILS Cat 1 decision height.

Of concern to the FAA and others is theability to be affected by GPS interference,given the universal application and reliance onsatellites and the receiving technology. Cairorecently warned of GPS jamming activity,advising air carriers against conductingRNP/RNAV arrivals or approaches. GPSjamming is a concern, including to overflights.

The source of the jamming, centered onCairo Airport, was unknown. Similar GPSjamming activity recently took place along theKorean border. Is this an early warning sign ofwhat may be to come in less volatile orsensitive locations?

The Flight Services Bureau (FSB) has issued

a warning of frequent occurrences of GrossNavigation Errors (GNE) by aircraft navigatingoff cours e while flying NAT Tracks. Today, aGNE is considered to be 10nm or greater(GNE was 25nm) off the assigned route. In twocases the deviations resulted in near misses,and the occurrences are not just associatedwith NAT Tracks. The concern is throughoutOceanic airspace, where ATC cannot monitorflight paths. FSB offers excellent avoidanceguidance for pilots on its website.

SummaryPBN covers a large segment of airborneactivity and should never be viewed inisolation. Data Comm and ADS-B in/out aresignificant contributors to ensuring the long-term success and growth of PBN.

GPS interference is a concern, so providingback-up navigation, such as AlternatePositioning, Navigation and Timing (APNT),using improved DME, coupled with ADS-B andIRUs is a consideration for PBN back-up. Newtechnology DMEs may b e distributed morewidely across the NAS, while by 2020 aircraftshould be fully ADS-B equipped.

Being able to operate from ramp-to-ramp invirtual VFR, most of the time, is anotherachievable dream. Kudos to the FAA forenabling the airspace (rule 91.176 whenreleased), while we await the arrival of theappropriate low cost technology to do so. �

“ ...taking thisconcept to the

next levelimplies

unmannedaircraft inautomatic

traffic controlenvironments

with few or no humans in

the loop.”

Figure 2: Advanced PBN Approach Concept




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outh America is a continent of diversegeography and operationally-complexsystems of airspace management. Muchof our focus here will be on Brazil, largelybecause of its geographical dominance of

the South American continent. Brazil hosts theworld's second largest population of GeneralAviation aircraft, and the nation boasts an extensivenetwork of airports open to both private andcommercial aircraft. Furthermore, authorities thereare imposing special procedures to address theSummer Olympics.

For this summer’s Olympic games, Brazil’sauthorities are planning to resurrect a system ofairspace control featuring concentric exclusionzones with tighter restrictions and more exclusionsas the diameter shrin ks around the venue at thecenter of the zone. But the normal rules of access,including domestic operating permits, quarantine,and clearing customs and immigration remainlargely status quo.

The hard news is that authorities started issuingslots months ago, so slots may already be in shortsupply if you’re planning to fly on short notice. And

S

International BusinessAviation Operations

(Part 3)

Brazil & South America: Complex,Intricate & Geographically Diverse

Dave Higdon continues his examination of what pilots are likely to experienceoperating in various ATC systems throughout the globe, this month focusing onSouth America. In particular, he addresses procedures for the 2016 Olympics.

Int Operation Series July16.qxp_Finance 21/06/2016 09:57 Page 1


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

only 80% of the available slots were up for grabs tobegin with, since authorities reserve approximately20% of all slots for use by heads of state,designated VIPs, private non-revenue flights andcharter (non-scheduled commercial) operators withless than 30 passenger seats.

Speaking of charter flights, aircraft seating morethan 30 passengers get treated as scheduledcommercial operations, requiring operators toapply for a scheduled commercial permit to accessthe designated commercial slots. Now as the Brazil-flying veterans can attest, the process for obtainingaccreditation for scheduled commercial permits canbe a long, arduous process.

Restriction ZonesAlong the same lines as Brazil used during the 2014World Cup, authorities have organized the airspaceusing various radii around key sites for this

summer’s Olympic games. Each different radiusdefines a level of exclusion – and all three areaswithin each circle will be active at altitudes up to14,500msl, excepting those in Rio de Janeiro whereexclusion areas reach up to FL195.

• Reserved Area (White): Size varying, the whitezone will cover most of the airspace over theOlympic cities. Aircraft flying in the white zonemust follow flight plan rules, have an operatingtransponder and maintain radio communicationwith ATC.

• Restricted Area (Yellow): Seven nautical milesfrom e vent coordinates. Aside from medevacand government-designated flights, GA aircraftoperating in yellow zones must follow specificsecurity measures, such as third-partyinspections and 24/7 surveillance over theiraircraft while parked.




“Thepermittingprocess isalso likely

to dragduring the

Olympics, ifthe WorldCup is anaccurate

reflection.”

• Prohibited Area (Red): Four nautical miles fromevents. Only military, on-duty police andmedevac flights are permitted to fly in the redzone.

International ArrivalsFortunately, all six airports impacted by theexclusion zones are primary airports of entry (AOE),and include Rio de Janeiro (SBGL); Sao Paulo(SBGR); Belo Horizonte (SBCF); Brasilia (SBBR);Salvador (SBSV); and Manaus (SBEG) well up theAmazon River. A few alternates exist for flying intoevents in these cities, but only one of them is anAOE, and only on request.

To move within the country using non-AOEairports, operators must obtain a domestic-operating permit when they enter the country.Operators of non-Brazilian-registered aircraft mustobtain a Temporary Admission (TA) to flydomestically inside Brazil. A TA requires anapplication and:

• Aircraft registration and certificate ofairworthiness;

• Crew certificates showing type, and medicalcertificates; and

• Proof of aircraft insurance – a copy of the policyworks.

Adding to the complexi ty of flying within Brazilduring the games, eight airports are operatingunder slot rules (slot coordinated) during thegames. These are: Rio de Janeiro, both the mainairport, SBGL, and Santos Dumont (SBRJ); SaoPaulo, both Congonhas (SBSP) and Guarulhos(SBGR); Belo Horizonte, both SBCF and SBBH; andBrasilia (SBBR) & Campinas (SBKP).

Except for Brasilia's SBBR, the slot requirementbecomes effective August 1 and continues throughSeptember 20. For SBBR, the slot requirements runfrom August 3-14. It's important to note that a slotallows you only a few hours on the ground (as littleas two at SBGL). Operators need either to obtain anovernight parking permit or move the aircraft toanother airport.

Adding to the complexity, authorities had not yetrevealed whether a slot is needed for only thearrival o r both an arrival and departure at the timeof writing, so be prepared to exercise someflexibility in your plans – unless a trip planner oryour flight department has confirmed what'srequired just before you depart. Even then, thingscan change...

Getting In & OutThese intricacies are the daily purview of trip-planning companies and their broad range ofservices. As noted in our prior articles, planninginternational flights requires some common basicsteps regardless of destination and should beginwhen the decision is made to make a trip. Theseinclude:

• Itinerary and route planning;• Permits (both for landing and overflights of

nations on the route and your destination; you'llneed both in Brazil);

• Hotel accommodations and travel services;• Airport slots, where required;• Weather information and airpo rt-change

information;• Ground handling.

After determining the route, crew and fuelrequirements, planning must include a thoroughcheck of overflight- and arrival-permit requirements,slot requirements and airport curfew or closingtimes. The effort should begin far enough ahead ofdeparture to assure receipt of all required approvalsby take-off time. That time required can vary widelywith the country, c ircumstances and demand.

The permitting process is also likely to dragduring the Olympics, if the World Cup is anaccurate reflection. As a normal procedure, Brazilrequires permits for both landing and over-flyingthe country. Be prepared for delays in obtainingthese permits. According to several flight-planningfirms, obtaining them – under normal circumstances– can take up to 48 hours. With the Olympics closeat hand, they suggest starting the process as earlyas possible to help avoid those potential delays.

Crew IssuesNormally, Brazil requires a visitor's visa beforearrival in-country, a process that typically involves avisit to an embassy or consulate of the country. Forthe Olympics, Brazil introduced legislationrescinding that requirement for visitors attending


General Aviation July.qxp_Layout 1 20/06/2016 16:11 Page 1



Congonhas Airport,Brazil

“In Brazil,flight

attendantsneed a visa –

largely becausethe FAA doesnot issue flightattendants acertificate

comparable toa pilot'slicense,

dispatchers ormaintenancetechnician'scertificate.”

the games. The exemption applies only for thegames and is not unlimited once you are in thecountry.

For crew, however, other conditions apply. InBrazil, flight attendants need a visa – largelybecause the FAA does not issue flight attendants acertificate comparable to a pilot's license,dispatchers or maintenance technician's certificate.Lacking such documentation, Brazilian authoritieshave long-treated flight attendants as passengers.

And double check cockpit-crew documentation,to ensure th ey all carry their first class medicalcertification, as well as their pilot certificates andpassports.

Patience, Patience...The pace of business in Brazil and South Americaoverall differs somewhat from that of the UnitedStates, Canada and Europe. Local practices canvary significantly from region-to-region, airport-to-airport.

Gaining the sign-offs for moving the aircraftvaries widely in the time required, so be preparedby giving advance notice of your plans. The effortcould save you time waiting for an official release –while the clock ticks on the time allotted by yourslot.

Depending on your arrival airport, you may facea long wait to clear customs – or be required to findtransportation across the airport to the airlineterminal and mix with the commercial passengerarrivals. And the same chal lenges will exist for yourdeparture.

South America's Most Explosive IssueYou probably aren't used to asking a Flight Servicebriefer for an update on volcanic ash in the

atmosphere. In South America, however, volcanicactivity is a regular element of life. So advance andshort-term flight planning should always includequestions about volcanic activity in the region.

Weather scientists today excel at ide ntifyingeruptions and tracking the circulation of ash-bearing winds – and that's airspace you’ll want toavoid...even at the flight levels above the serviceceiling of most jets.

Fun With Fees...Brazil's myriad fees for permits, entry, exit and, inthe case of the Olympics, slots, make flying inSouth America's largest country among the more-expensive propositions in world flight. These feesare particularly onerous for business aircraft.

The fees are government-set and unavoidable.In the case of the 2016 Olympics, expect to seehigher fees from the private businesses servicingthe aircraft flying in for the games.

Trip planners from across the spectrum warn thatfees for everything from ground handling toparking, fuel to car services are already higher thantypical – and may escalate further dependin g onthe intensity of aircraft arrivals.

Health & Welfare...You probably know of the latest contagious-diseasescare in Brazil, a virus called Zika. The virus cancause major defects in newborns of infectedmothers – or show no symptoms whatsoever. TheUS Centers for Disease Control (CDC) offers someguidelines for those planning to travel to Brazil.

Mosquitoes in Brazil are infected with the Zikavirus an d are spreading it to people. CDCrecommends that visitors to Brazil take extraprecautions to protect themselves from bites.Currently there is no vaccine or medication toprotect against Zika. For more information, see theCDC's information on the Zika Virus:http://wwwnc.cdc.gov/travel/notices/alert/zika-brazil

Going Elsewhere in South America?Other parts of South America offer their ownprocedures. As a collection of independent nations,each has its own rules regarding everything fromlanding permits to merely over-flying the nation;some requiring separate permits for something asroutine as fueling.

Of course, each operates on its own schedule –which often dictates significant lead times betweenfiling to obtain a permit, receiving the permit andusing the permit.

That means, depending on your rout ing to Brazilfor the Olympics – or to any other South Americannation – you must take into account therequirements of countries you may fly over...ormerely transit the airspace it controls.

Do your research; plan ahead; and if in doubt,consult a professional! �


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Aircraft Guaranty July.qxp_Layout 1 20/06/2016 16:13 Page 1


Discovering the unique characteristics of a new business jet in your operation canbe similar to getting to know a new child. Each is unique and requires patienceand expertise notes Aviation Director, Johnsonville Sausage, Andre Fodor...

FLIGHT DEPARTMENT � MANAGEMENT

s I write, I am cruising at FL400 abovethe Atlantic. Europe lies three hoursbehind us, and I’m settling down toanother seven hours of flight before

we begin our descent into sunny Florida, the lateststop on a marathon of transoceanic flights.

We’ve been to several European destinationsand far beyond, down to South Africa andZimbabwe. During these trips, we’re validatingour new long-range jet and developingconfidence and trust in its reliability and

performance capabilities.The FMS stokes a desire in me to climb to the

upper flight levels, but for now I’m holding backbecause of an apparent software bug. Trusting myreview of the performance charts, I’m confident inmy decision to stay put for another three hoursbefore climbing. Having a greater buffet speedboundary and protection envelope at my presentaltitude is a good choice when high performancewings laden with fuel are trying to squeeze everybite of lift from the thin air outside.

A

BizJet Ownership: Developing a Relationship With Your

New Company Aircraft…

With a focused approachon global excellence andcreativity, Andre Fodorhas managed flight oper-ations for the U.N. andFlight Options as well asbeing a senior demon-stration pilot andinstructor for EmbraerAircraft. He is current-ly the Vice President ofAviation for JohnsonvilleSausage.

Maintenance 1 July16.qxp_Finance 21/06/2016 09:51 Page 1

2008 Citation SovereignS/N 188. 4800 Hours.

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S/N 258361. 10k Hours.Asking $1,500,000

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The Private Jet Company July.qxp_Layout 1 06/07/2016 11:58 Page 1

The ‘First Nine Months’As I ponder our situation, I’m reminded that this isnot my first carrousel ride! I have purchased andinitiated operations of many airplanes before, andthey all have had their challenges, learning curvesand especially maintenance snags that createddispatch reliability challenges and a hefty dose oflearning experiences. I call this the ‘First NineMonths’; it’s akin to when my wife and I werepregnant with any one of our three children. Thesewere stages of anticipation, learning and wonderingat what was normal or abnormal.

Similarly, we read manuals, service bulletins andmagazine articles – and we discuss the aircraft’soperation, performance, advantages and challengeswith other owners in an attempt to become as wellprepared as possible before our new ‘baby’ isdelivered.

But as any proud parent knows, no amount ofreading or research can completely prepare you. Allbabies are different, and none come with a specificmanual that will answer all your challengingquestions. Neither do airplanes; each comes with itsown characteristics!

The First Nine Months can be tough; yourprofessional experience, ability to think outside thebox and the long-term relationship that you haveinvested and built with the OEM will now be put tothe test. Your principal expects to show-up and fly onthe new airplane, most likely unaware of thetribulations that are likely to appear. It falls upon you,the Flight Department Manager, to juggle the tripsand the maintenance.

I’ve lost count of the times I’ve returned from along trip on a brand new airplane, only to headdirectly to the service center so that ‘issues’ can beresolved ahead of the next trip. It takes years ofprofessional experience to accept and understandwhy new airplanes break and malfunction regardlessof who builds them.

To the uninitiated, it’s reasonable to expect that ifbig money has been spent, everything should workperfectly – but these are highly complex machines,often delivered in the haste of the end of a fiscalyear to take advantage of tax depreciation…

Overcoming Teething TroublesI could tell many stories of aircraft ‘teething’ issues ofthe past. For example on one jet I flew, every timewe operated in cold weather our flight control locksystem would not disengage.

As troubleshooting progressed, we discoveredthat as the aircraft’s cockpit warmed up the systemwould operate correctly. Thus, a hair dryer bearingthe same color as our aircraft became an integralpart of our equipment, allowing us to accelerate thecockpit heating process.

It took us nearly two winters and a large dose ofgoodwill and dedication from aircraft mechanics andengineers to single out an obscure relay. It tookeverything from a portable air conditioner, dry ice,freeze gas and many other ingenious devices for usto discover the problem.

I f it wasn’t for that mutual cooperation – a team-based approach to problem solving, goodwill, andcareful prior investment into building long-termrelationships—I would still be wielding a bluehairdryer on my tool belt during winter operations!

As I work in maturing a new airplane, I want ahigh dispatch reliability that will cure my acid reflux,parts that don’t fail and that keep maintenance lowand inexpensive, and high reliability that will keepme and my passengers safe, relaxed and secure as Icover the world on one of our many adventures. Inurture the jet and my professional relationshipsaccording to my desire for those outcomes! �

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

“...yourprofessionalexperience,ability to

think outsidethe box and the

long-termrelationship

that youhave

invested andbuilt withthe OEM

will now beput to

the test.”

FLIGHT DEPARTMENT � MANAGEMENT


Maintenance 1 July16.qxp_Finance 21/06/2016 09:53 Page 2

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Jetbed FP June.qxp_Layout 1 26/05/2016 10:12 Page 1


FLIGHT DEPARTMENT � SAFETY

Flight Department Safety The Problem of Confirmation Bias

Reflecting on a dangerous error of judgment in which a helicopter

continued operating after damage wassustained from a loss of control incident,

Mario Pierobon highlights the threat of ‘Confirmation Bias’ in the flight

department. What is it, who is impactedand how do you proactively manage it?

Safety July16.qxp_Finance 21/06/2016 09:55 Page 1

n June 27, 2014 a Bell 206B JetRanger III was attempting to transit anarea of poor weather inNottinghamshire, UK and

inadvertently climbed into cloud, where controlwas lost. During the pilot’s recovery from loss ofcontrol, significant damage occurred to thegearbox isolation mount, rendering the helicopternon-airworthy. Yet the damage remainedundetected until two further sectors had beencompleted.

Following that discovery, the pilot was advisedthe helicopter was safe to fly to the owner’smaintenance facility, thus another two sectors werecompleted before the helicopter was finallywithdrawn from service.

The inspections revealed numerous additionalitems that were not immediately apparent. Theextent of the damage meant the occurrence metthe ICAO definition of ‘accident’ (i.e. that theaircraft sustained damage or structural failureadversely affecting the structural strength,performance or flight characteristics of the aircraft,and required major repair or replacement of theaffected component).

Confirmation BiasThe report of the accident investigation conductedby the UK Air Accident Investigation Branch (AAIB),while trying to assess why the helicopter hadoperated four sectors in a non-airworthy conditionbefore the full extent of the damage wasdiscovered, notes that the first opportunity todetect the damage would probably have beenduring the pilot’s pre-departure inspection atGamston airport, Nottinghamshire, where theaircraft was landed after the loss of controlincident.

A second opportunity occurred when themaintenance manager reviewed the pilot’sphotographs of the helicopter. These showed themissing stop mount plate and the gouge in theisolation mount.

“The maintenance manager stated that hisdecision to approve the helicopter for the returnflight was influenced by the pilot’s positive reportof how the helicopter had performed on thesectors following the loss of control event, and alsoby the fact that the driveshaft couplings had notbeen excessively overheated,” states the accidentreport.

According to AAIB it is possible that thesefactors led to the confirmation bias when themaintenance manager reviewed the photographsof the damaged isolation mount, which was similarto (but more severe than) previous examples hehad seen. “He did not detect the absence of thestop mount plate that was missing in one of thepilot’s photographs, as his attention was drawn toother features supporting his belief that thehelicopter was not seriously damaged,” the reportoutlines.

“The maintenance manual requires a pylon whirlinspection to be carried out if the isolation mount’sdamage limits are exceeded or the pilot reportsextreme cyclic inputs. Had the maintenancemanual been consulted, it is probable that thehelicopter would not have been approved forcontinued flight.”

An Operational CancerSo what is confirmation bias, and how do youguard against it in your own flight operations?Essentially, confirmation bias occurs when anassessment is made based on the higheremphasis a decision-maker places on his or herview of things (subjective), instead of consideringthe multiple other options available.

Confirmation bias grows with experience: themore exposure one has to specific situations, thegreater the chance decision makers will formexpectations of apparently familiar situationsperforming as they have always done. Essentially,confirmation bias is a mental short cut that savestime, which makes it particularly fertile soil in anindustry where timing is everything!

Confirmation bias can have an extremelydetrimental effect with potentially fatal outcomesin operations within the corporate flightdepartment. Operations must strive to beprofessional and remain well within the margins ofsafety, thus it’s crucial that the flight departmentrecognizes the potential for confirmation bias toexist and take measures to constrain it.

Managing Confirmation BiasWhile the case study we are using largely extendsto the domain of aircraft maintenance, the aircraftoperations area of the flight department is equallyat risk to experience the potentially fatalconsequences of confirmation bias. Day-to-dayproduction pressures might provide less time tomake rational operational decisions, such ascontemplating viable alternatives.

Managing confirmation bias is never easybecause a bias per se is difficult to detect. Apossible solution is joint decision-making (i.e. tryto avoid someone making safety decisions alone).

In this respect crew resource management(CRM) has helped develop a collaborativeattitude between crews on the flight deck. Forexample, it encourages a senior captain to listento a junior first officer who, by virtue of beingrelatively fresh with respect to his or her learning,might be able to provide a more comprehensiveview on things and not rush to a conclusion. Thus,the experience of the senior can becomplemented by the fresh, more open approachof the junior.

This type of decision making on safety-sensitive matters should be codified andpromoted throughout the flight department, fromline operations to middle- and senior-management. �

Are you looking formore articles on Safety?Visit www.avbuyer.com/articles-guides/business-aviation-safety

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

July 2016 - AVBUYER MAGAZINE 93Advertising Enquiries see Page 4 www.AVBUYER.com

Safety July16.qxp_Finance 21/06/2016 09:56 Page 2

s business jets increase in size fromEntry-Level & Light jets to the low endof the Large Cabin models, six to eightseats generally remains the standard

configuration across size-category lines. And whilecabins increase in volume generally (enabling moreproductive workspace for those traveling longerdistances), full-fuel payload doesn’t seem to growproportionally in most cases.

As jets get bigger and heavier their runwayneeds increase, with no appreciable gain in howmany people or equipment can fly – and thus wetouch upon the key advantages of the Entry-Level &Light jet category - the value and flexibility offeredto those who typically fly shorter legs.

Fully-fuelled, an Entry-Level or Light jet can oftenbarely carry the typical passenger load of threepersons, unless one or two of them doubles as acrew member. Nevertheless, with the averagemission length below 750 miles and the nominalmaximum-range of Light jets around 1,200 miles,the crew enjoys the option of flying lighter andsaving fuel. Fueling for the mission with NBAAreserves allows larger cabin loads, making three orfour - plus crew - possible.

The time difference between Entry-Level & Lightjets and Large jets to fly a typical 750nm mission issmall (about 10 to 12 minutes, overall) and is not alarge time-saving for costs that may beconsiderably higher for the larger aircraft. Further,beyond these speed-range-payload operationalbasics, the Light jet crew will have the option of farmore airports, often closer, more convenient andless expensive than what’s needed for the Mediumand Large jets. Thus, it’s hard to escape theheavyweight value of the Entry-Level & Light jet.

So what exactly is a Light jet? Today we considera jet “light” when its MTOW falls between 10,000and 20,000 pounds. About a decade ago the Light

segment represented the bottom rung of thebusiness jet ladder. That was before the Entry-LevelJets entered the market, differentiated by weightsbelow almost everything ever built at less than10,000 pounds.

Entry-Level & Light Jet Price GuideThe following Entry-Level & Light Jets Retail PriceGuide represents current average values publishedin The Aircraft Bluebook – Price Digest. The studyspans a twenty year period, from 1997 throughsummer 2016, and covers 32 models. Valuesreported are in US$m, with each reporting pointrepresenting the current average retail valuepublished in the Bluebook by its correspondingcalendar year. For example, the Cessna CitationEncore+ average value reported in the summer2016 edition of Bluebook shows $4.5 million for a2009 model, $4.1 million for a 2008 model andso forth.

Entry-Level & Light Jets Are you Seeking Flexibility

at a Lower Cost Level?

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


A

Note: For additionalassistance and interest,Conklin & de Decker

Performance andSpecification data for

these Entry-Level & Light Jet models can be referred to,

beginning on page 98of this issue.

Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight

about the value and flexibility of the Entry-Level & Light Jets.

Values Intro.qxp_Finance 21/06/2016 14:11 Page 1

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Entry Level & Lights Jets Average Retail Price Guide

BEECHCRAFT PREMIER 1A 2.6 2.4 2.1 2.0 1.9 1.8

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR 6.0 5.7 5.4 5.0 4.6 4.2

BOMBARDIER LEARJET 45 3.3

BOMBARDIER LEARJET 40XR 4.6 4.2 3.8 3.150 2.950 2.750

BOMBARDIER LEARJET 40 2.550

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+560 12.990 10.8 8.9 8.1 7.6 7.1 6.8 6.5 6.2

CESSNA CITATION XLS 560 5.2 4.8

CESSNA CITATION ENCORE+560 4.5 4.1 3.8

CESSNA CITATION V ENCORE 560

CESSNA CITATION EXCEL 560-XL

CESSNA CITATION V ULTRA 560

CESSNA CITATION BRAVO 550

CESSNA CITATION CJ4 525C 9.263 7.8 7.3 7.0 6.5 6.0 5.7

CESSNA CITATION CJ3+ 525C 8.392 7.0

CESSNA CITATION CJ3 525B 6.5 6.0 5.5 5.2 4.8 4.6 4.4 4.2 4.0

CESSNA CITATION CJ2+ 525A 6.2 5.6 5.2 4.8 4.5 4.2 4.0 3.8 3.6

CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525 4.594 4.1 3.9 3.8

CESSNA CITATION CJ1+ 525 3.2 3.0 2.8 2.6 2.4

CESSNA CITATION CJ1 525

CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510 3.460 3.0 2.7 2.3 2.1 2.0 1.9 1.8 1.7 1.6

ECLIPSE 550 2.9 2.7

ECLIPSE 500 2.6 1.9 1.8 --- --- 1.1 0.9

EMBRAER PHENOM 300 8.995 8.2 7.5 7.1 6.8 6.3 5.9 5.8

EMBRAER PHENOM 100E 4.161 3.9 3.5

EMBRAER PHENOM 100 3.3 3.1 2.8 2.5 2.2 2.0

HAWKER 400XP 2.450 2.250 2.050 1.950

HAWKER BEECHJET 400A

NEXTANT 400XTI 4.7 4.2 3.7 3.2 3.0

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

MODEL

MODEL YEAR $

2016US$M

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values.qxp_RPG 21/06/2016 15:34 Page 1

Summer 2016 What your money buys today2006US$M

2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

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

MODEL

MODEL YEAR $

1.7 BEECHCRAFT PREMIER 1A

1.5 1.4 1.3 1.2 1.1 BEECHCRAFT PREMIER 1

3.8 3.4 3.3 3.0 BOMBARDIER LEARJET 45XR

3.0 2.7 2.5 2.3 2.1 2.0 1.9 1,8 1.7 BOMBARDIER LEARJET 45

2.350 1.950 BOMBARDIER LEARJET 40XR

2.150 1.750 1.650 BOMBARDIER LEARJET 40

1.450 1.350 1.250 1.150 1.050 1.0 0.950 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

4.5 4.2 4.0 CESSNA CITATION XLS 560

CESSNA CITATION ENCORE+560

3.5 3.3 3.1 2.9 2.7 2.6 2.5 CESSNA CITATION V ENCORE 560

3.4 3.3 3.1 2.9 2.6 2.4 2.2 CESSNA CITATION EXCEL 560-XL

1.5 1.4 1.3 CESSNA CITATION V ULTRA 560

2.5 2.3 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION BRAVO 550

CESSNA CITATION CJ4 525C

CESSNA CITATION CJ3+ 525C

3.8 3.6 3.4 CESSNA CITATION CJ3 525B

3.3 3.1 CESSNA CITATION CJ2+525A

2.9 2.8 2.7 2.6 2.5 2.4 2.3 CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525

2.2 2.1 CESSNA CITATION CJ1+ 525

1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION CJ1 525

1.3 1.250 1.2 CESSNA CITATIONJET 525

1.5 CESSNA CITATION MUSTANG 510

ECLIPSE 550

0.7 ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100E

EMBRAER PHENOM 100

1.750 1.550 1.350 HAWKER 400XP

1.250 1.150 1.1 1.0 0.950 0.900 0.850 HAWKER BEECHJET 400A

NEXTANT 400XTI

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values.qxp_RPG 21/06/2016 11:05 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 (4 Pax) - The maximum IFR range

of the aircraft with four passenger seatsoccupied. This uses the NBAA IFR alter-nate 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 - Entry-Level

& Light Jets – appears overleaf, to be followedby Turboprops next month.

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

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

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

Aircraft Performance& SpecificationsEntry-Level & Light Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs Intro.qxp_AC Specs Intronov06 21/06/2016 14:01 Page 1

Jet and turbroprop salesAviation consultingRisk managementAdvisement

J. Philip JordanJordan Point Aviationwww.JordanPoint.aero

Denver Centennial AirportDenver CO, USA

Phone: +1-214-213-7469

Coming to the market soon! 2011 Legacy 650

2001 Dassault Falcon 2000Serial Number 134. N462STAirframe: Current as of May 1st, 2016Engine(s): Both engines enrolled onMaintenance Plan MSP GoldDual Collins VHF-422C COMMS w/8.33 SpacingDual Collins HF-9000 w/ SELCAL

Jordan Point Aviation June.qxp_Layout 1 21/06/2016 14:36 Page 1


BEECHCRAFT BEECHJET 400A

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.

BEECHCRAFT HAWKER 400XP

BEECHCRAFT HAWKER 400XPR

BEECHCRAFT PREMIER I

BEECHCRAFT PREMIER IA

BOMBARDIER LEARJET 31A/ER

BOMBARDIER LEARJET 40

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 45

BOMBARDIER LEARJET 45XR

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. 4 PAX

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$1,657.41

4.8

4.9

15.6

305

4.16

2.41

30

26

2

7

16100

15700

10915

4912

473

2085

1180

1519

4600

5083

4020

560

458

449

410

2

JT15D-5

$1,626.07

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10985

4912

603

2015

1180

1519

4600

5025

4020

560

450

450

410

2

JT15D-5R

$1,374.40

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10900

4912

688

2100

1351

1974

4030

5237

5000

620

450

450

425

2

FJ44-4A-32

$1,289.22

5.4

5.5

13.6

285

4.16

2.125

23

55

2

6

12500

11600

8565

3611

414

1435

850

1340

4650

5208

4000

948

461

426

370

2

FJ44-2A

$1,275.84

5.4

5.5

13.6

285

4.167

2.125

23

55

2

6

12500

11600

8600

3670

320

1400

850

1340

4650

5208

4000

948

454

426

370

2

FJ44-2A

$1,907.46

4.35

4.95

12.9

281

3.75

3

30

-

2

6

17700

16000

11247

4653

2000

2253

1480

1600

3800

4200

4890

1515

462

441

417

2

TFE 731-2

$1,810.27

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1707

4330

4033

2820

710

465

436

428

2

TFE 731-20AR

$1,779.76

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

432

2

TFE 731-20BR

$1,860.70

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1968

4350

4063

2800

590

465

436

416

2

TFE 731-20AR

$1,846.71

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

432

2

TFE 731-20BR

ENTRY-LEVEL & LIGHT JETS


AircraftPer&SpecJuly16.qxp_PerfspecDecember06 21/06/2016 11:18 Page 1

The World Leader in Aviation Market Intelligence800.553.8638 +1.315.797.4420 jetnet.com

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Jetnet July.qxp_Layout 1 21/06/2016 16:14 Page 1

CESSNA

CITA

TION

BRAVO



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










ENGINES #

ENGINE MODEL

$1,368.44

4.7

4.8

15.75

292

4.25

2

28

46

2

7

14800

13500

9375

4824

801

1925

1290

1720

4160

4295

3190

845

405

405

335

2

PW530A

$1,243.46

4.8

4.83

11

205

4.25

2

4

51

2

5

10400

9700

6950

3220

330

1450

750

1130

4010

4333

3311

868

377

364

302

2

FJ44-1A

$1,144.37

4.75

4.83

11

201

4.25

2

8

51

2

5

10600

9800

7050

3220

430

1350

775

1161

4220

4407

3230

850

381

381

307

2

FJ44-1A

$1,150.45

4.75

4.83

11

201

4.25

2

-

45

2

5

10700

9900

7035

3220

545

1365

895

1245

3990

4135

3290

906

389

389

307

2

FJ44-1AP

$1,213.74

4.75

4.83

13.58

248

4.25

2

4

70

2

6

12375

11500

7900

3932

668

1400

1075

1530

3820

4628

3870

1160

413

413

344

2

FJ44-2C

$1,254.64

4.75

4.83

13.58

248

4.25

2

-

65

2

6

12500

11525

7980

3930

715

1720

1194

1626

3810

4645

4120

1004

413

413

351

2

FJ44-3A-24

$1,325.67

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1891

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$1,304.97

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1891

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$1,513.46

4.75

4.83

17.3

293

4

2

6

71

2

7

17110

15660

10350

5828

1052

2150

1667

1991

3500

3978

3858

1248

454

454

380

2

FJ44-4A

CESSNA

CITA

TION

JET

CESSNA

CITA

TION

CJ1

CESSNA

CITA

TION

CJ1+

CESSNA

CITA

TION

CJ2

CESSNA

CITA

TION

CJ2+

CESSNA

CITA

TION

CJ3

CESSNA

CITA

TION

CJ4

CESSNA

CITA

TION

CJ3+





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Wright Brothers July.qxp 22/06/2016 14:11 Page 2

CESS

NA C

ITATI

ON E

NCOR

E



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










ENGINES #

ENGINE MODEL

$1,619.77

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16630

15200

10525

5400

905

2075

1410

1736

3920

4195

4740

1440

430

430

372

2

PW535A

$1,574.43

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16830

15200

10460

5400

1170

2390

1494

1792

3920

4182

4620

1400

430

430

372

2

PW535B

$1,870.75

5.7

5.5

18.5

422

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A

$1,822.17

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B

$1,781.57

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C

$819.56

4.5

4.58

9.8

163

3.8

2

6

57

1

4

8645

8000

5550

2580

600

1200

718

1070

3380

3683

3010

870

340

340

319

2

PW615F

$1,104.08

4.75

4.83

11

201

4.25

2

-

43.1

2

6

10700

9900

7000

3296

504

1400

694

1380

3250

4125

3698

1075

404

379

331

2

FJ44-1AP

$1,724.78

4.8

4.83

17.33

310

4.25

2

26

41

2

7

16300

15200

9950

5771

779

2250

1259

1651

3510

3833

4230

728

430

430

372

2

JT15D-5D

$590.40

4.07

5.08

11.48

170

4.12

2.05

-

23.5

1

4

6000

5550

3700

2000

340

1200

747

1169

-

-

2000

-

300

295

210

1

FJ33-5A

CESS

NA C

ITATI

ON E

NCOR

E+CE

SSNA

CITA

TION

EXC

ELCE

SSNA

CITA

TION

XLS

CESS

NA C

ITATI

ON X

LS+

CESS

NA C

ITATI

ON M

USTA

NGCE

SSNA

CITA

TION

M2

CIRR

US V

ISIO

N SF

50

CESS

NA C

ITATI

ON U

LTRA





OFFICESWORLDWIDE

FT. LAUDERDALE(Invoicing/Contracting Address)

1120 NW 51st CourtFt. Lauderdale, FL 33309 USA

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

CHARLOTTE

17718 King’s Point Dr., Ste. ACornelius, NC 28031 USA

Tel: +1 (704) 990-7090Fax: +1 (704) 990-7094

SÃO PAULO

AV Copacabana 177-Alphaville06453-041-São Paulo-Brazil

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LONDON

Conway House - CranfieldMK43 0FQ - United Kingdom

Tel: +44 (1234) 817-770

1740 TT • EU OPS Qualified • 2020 Mandates Complied With • Engines and Airframe on Smart Parts Plus • APU on MSP

2009 Challenger 605 • s/n 5805 • LV-CCW

1500TT • Engines & APU on MSP Airframe on Smart Parts – Jar Ops approved, CPDLC, TCAS 7.1

2012 Challenger 300 • s/n 20338 • N906BP

2700 TT • Engines on 100% JSSI Premium • Raisebeck Lockers • Fresh Phases 1/2/3/4 • FDR • Dual FMS • TCAS II w / 7

2006 King Air 350 • s/n FL-470 • N479SC

1500 TT • Engines on ESP Gold Flex • Fresh PPI• STC certified air ambulance • NDH

2011 Lear 60XR • s/n 396 • N695SC

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

2008 Lear 60XR • s/n 343 • N343EC

API Winglets • 4450 TT Since New• JSSI for Engines & APU• C, 2C & Gear OH by Dassault/Paris in 2011

2000 Falcon 50EX • s/n 286 • N286ZT

2900 TT • CAMP • MSP Gold • NDH • All Maint Bombardier Tucson AZ • Always Hangared

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[email protected]

GLOBALLY INTIMATE.

10:21 AM

SCA June.qxp_Layout 1 21/06/2016 14:33 Page 1

EMBRAER PHENOM 100



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










ENGINES #

ENGINE MODEL

$905.16

4.92

5.08

11

212

4.86

2.04

10

60

1

5

10472

9766

7132

2804

580

1312

915

1242

3040

4068

3061

702

390

371

333

2

PW617F-E

$905.30

4.94

5.08

11

212

4.86

2.04

10

60

1

5

10582

9877

7220

2804

602

1334

917

1233

3479

4110

3061

702

390

371

333

2

PW617F-E

$1,358.36

4.92

5.08

17.17

324

4.86

2.42

19

66

2

7

17968

16865

11783

5353

942

2216

1811

2077

3138

3700

3335

1044

444

430

383

2

PW535E

$872.85

4.94

5

12

-

-

-

-

66

1

5

9963

-

-

-

-

-

1035

1304

-

-

3990

-

420

420

-

2

HF120

$758.94

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$762.23

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$723.59

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$1,330.49

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10531

4912

1057

2469

1852

2108

4600

4045

5000

995

471

460

405

2

FJ44-3AP

$1,294.52

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10950

4912

638

2050

1527

1945

4030

5237

5000

845

460

447

406

2

FJ44-3AP

EMBRAER PHENOM 100E

EMBRAER PHENOM 300

HONDA AIRCRAFT HA-420 HONDAJET

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P107.qxp_Layout 1 21/06/2016 14:26 Page 1

ver the following paragraphs, we’ll considerproductivity parameters (payload/range,speed and cabin size) and cover current andfuture market values for the Falcon 7X. The

field in this comparative study includes Bombardier’sGlobal 5000.

Can the three-engine Falcon 7X successfully com-pete against the twin-engine Global 5000 that offersgreater cabin volume? This is one of the questions thatwe will seek to answer. The Falcon 7X flies faster, fartherand higher than any previous Falcon business jetmodel. Dassault received its FAA and EASA TypeCertificate for the aircraft in April 2007, and entry intoservice followed two months after.

The Falcon 7X is the first fully fly-by-wire business

jet. It is equipped with the same Honeywell Primus EPICEASy avionics used on the Falcon 900EX and later onthe Fal con 2000EX. Worldwide, there are 250 wholly-owned Falcon 7Xs in operation, three in shared owner-ship, and two in fractional ownership giving a total fleetsize of 255. Nine percent of the Falcon 7X fleet isleased, according to JETNET. Europe has the largestfleet percentage (42%), followed by North America(30%) and Asia (17%).

US Flight ActivityTable A (page 112) shows that the number of Falcon 7Xflights within the US decreased by -2.2% in 2015 versus2014. The distance travelled (-19.8%) and flight hours(-11.2%) also declined over that timeframe.

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

O

Aircraft Comparative Analysis: Dassault Falcon 7X


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

In this month’s Aircraft Comparative Analysis, Mike Chase providesinformation on two popular large cabin & ultra-long-range business

jets for the purpose of valuing the Dassault Falcon 7X…

AirCompAnalysis June.qxp_ACAn 21/06/2016 12:24 Page 1

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Payload & RangeThe data contained in Table B (middle, left) are published inthe B&CA, May 2016 issue, butare also sourced from Conklin &de Decker. A potential operatorshould focus on payload capabil-ity as a key factor. The Falcon 7X‘Available payload withMaximum Fuel’ at 1,660 poundsis considerably lower than theGlobal 5000 (2,930 lbs).

Note, too, the fuel usage ofeach aircraft: The Falcon 7Xburns 23.1% less fuel per hour at350 gallons per hour (GPH) com-pared to the Global 5000 (455GPH), according to Aircraft CostCalculator.

Cabin Cross-SectionsAccording to Conklin & deDecker, the Falcon 7X cabin vol-ume is 1,506 cu.ft. and its cabinlength is 39.1ft. The Global 5000has a larger cabin volume (1,889cu. ft.) and is slightly longer(42.5ft). Chart A (bottom left),courtesy of UPCAST JETBOOK,shows the cross-sectioncomparisons.

Range ComparisonDepicted in Chart B (top, right),using Luxembourg as the originpoint, the Falcon 7X shows morerange coverage than the Global5000, as sourced from AircraftCost Calculator (ACC).

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

Powerplant DetailsThe Falcon 7X is powered bythree Pratt & Whitney CanadaPW307A engines, each with6,042 lbst, while the Global5000 is powered by two Rolls-Royce BR 710-A2-20 engines,each offering 14,750 lbst.

Cost Per MileUsing data published in the May2016 B&CA Planning &

9,434

13,922,511

1,725,179

1,475

182

9,223

11,162,982

1,531,297

1,210

166

-211

-2,759,529

-193,882

-265

-16

-2.2%

-19.8%

-11.2%

-18.0%

-8.8%

Difference %2014 2015FlightsTotal Distance (stat miles)Total Time (hrs) Avg Airframe Distance (nm) Avg Airframe Flight Time (hrs)

Source: JETNET

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm) 4 Pax

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Falcon 7X

Global 5000

31,940

38,959

70,000

92,500

350

455

4,400

7,139

1,660

2,930

5,870

5,350

5,000

4,920

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator;B&CA May 2016 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections

Table B - Payload & Range



Source: UPCAST JETBOOK

Dassault Falcon 7X

Table A - US Flight Activity - Falcon 7X

Bombardier Global 5000


Purchasing Handbook and theAugust 2015 B&CA OperationsPlanning Guide, we will compareour aircraft. The nationwide aver-age Jet A fuel cost used fromthe August 2015 edition was$5.25 per gallon at press time,so for the sake of comparisonwe’ll chart the numbers as pub-lished.

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

Chart C (middle, right) details‘Cost per Mi le’ and comparesthe Falcon 7X to its competitionfactoring direct costs and witheach aircraft flying a 1,000nmmission with a 1,600 lbs (eightpassengers) payload. The Global5000 shows the highest cost pernautical mile at $6.73 comparedto $5.33 for the Falcon 7X. Thisis a difference of $1.40 (26.3%)per nautical mile.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (bottom, right) isdefined as the Cost of FuelExpense, Maintenance LaborExpense, Scheduled PartsExpense and Miscellaneous TripExpense. The Total Variable Costfor the Falcon 7X computes at$2,336 per hour, 23.1% less thanthe Global 5000 at $3,037.

Aircraft Comparison TableTable C (overleaf) contains thepre-owned prices from VrefPricing Guide for each aircraft.The average speed, cabin vol-ume and maximum payload val-ues are from Conklin & deDecker and Aircraft CostCalculator, while the number ofaircraft in-operation and per-centage ‘For Sale’ are as report-ed by JETNET.

The Falcon 7X has 10.6% ofits fleet currently ‘For Sale’ andthe Global 5000 has 11.4%.Note, too, the average numberof new deliveries and pre-ownedtransactions (sold) per month forthe Global 5000 is higher at fourper month than the Falcon 7X(three per month).

Depreciation ScheduleAircraft that are owned andoperated by businesses are

Chart B - Range Comparison

Chart C - Cost Per Mile*

$0.00

Falcon 7X

Global 5000

US $ per nautical mile

$5.33 $6.73Q

Q

$5.00

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


Dassault Falcon 7X 5352.75 NmBombardier Global 5000 5070.00 Nm

Chart D - Variable Cost

$0

Falcon 7X

Global 5000

US $ per hour

$2,336

QQ

$1,000 $3,037

$2,000 $3,000


often depreciable for income taxpurposes under the ModifiedAccelerated Cost RecoverySystem (MACRS). UnderMACRS, taxpayers are allowedto accelerate the depreciation ofassets by taking a greater per-centage of the deductions dur-ing the first few years of theapplicable recovery period.

In certain cases, aircraft maynot qualify under the MACRSsystem and must be depreciatedunder the less favorableAlter native Depreciation System(ADS) where depreciation isbased on a straight-line method,meaning that equal deductionsare taken during each year ofthe applicable recovery period.In most cases, recovery periodsunder ADS are longer thanrecovery periods available underMACRS.

There are a variety of factorsthat taxpayers must consider indetermining if an aircraft may bedepreciated, and if so, the cor-rect d epreciation method andrecovery period that should beutilized. For example, aircraftused in charter service (i.e. Part135) are normally depreciatedunder MACRS over a seven-yearrecovery period or under ADSusing a twelve-year recoveryperiod.

Aircraft used for qualifiedbusiness purposes, such as Part91 business use flights, are gen-erally depreciated under MACRSover a period of five years or byusing ADS with a six-year recov-ery period. There are certainuses of the aircraft, such as non-business flights, that may havean impact on the allowabledepreciation deduction availablein a given year.

Table D (middle, left) depictsan example of using the MACRSschedule for a 2016 Falcon 7Xaircraft in private (Part 91) andcharter (Part 135) operationsover five- and seven-year peri-ods, assuming a used retailv alue of $53.8 million, per VrefPricing guide.

Asking Prices vs Age,Airframe Total Time &QuantityChart E (left), sourced fromthe Multi-Dimensional Economic



Long RangeSpeed(kts)

CabinVolume(cu ft.)

In-Operation % For SaleModel

Falcon 7X

Global 5000

1,506

1,889

459

471

5,000

4,920

255

210

10.6%

11.4%

Long RangeSpeed(kts)

CabinVolume(cu ft.)

New Vref Price $ US Mil

In-Operation % For SaleAverage

SoldPer month*

ModelMax P/L

w/avail fuelIFR range

(nm)

3

4

$53.8

$50.4

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: Vref; ACC- Aircraft Cost Calculator*Average Full Sale Transactions in the past 12 months; Source: JETNET

Table D - Part 91 & 135 MACRS Schedule2016 Dassault Falcon 7X - PRIVATE (PART 91)

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

$53.800

1

20.00 %

$10.8

$43.0

$10.8

2

32.00 %

17.2

25.8

28.0

3

19.2 %

10.3

15.5

38.3

4

11.5 %

6.2

9.3

44.5

5

11.5 %

6.2

3.1

50.7

6

5.8 %

3.1

0

53.8

2016 Dassault Falcon 7X - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$53.800

1

14.3 %

$7.69

$46.11

$7.7

2

24.5 %

13.18

32.94

20.9

3

17.5 %

9.41

23.53

30.3

4

12.5 %

6.72

16.81

37.0

5

8.9 %

4.80

12.00

41.8

6

8.9 %

4.80

7.20

46.6

7

8.9 %

4.80

2.40

51.4

8

4.5 %

2.40

0.00

53.8

Source: Vref

Table C - Aircraft Comparison

Chart E - Value & Demand A Study of Falcon 7X Compared to the Global 5000, Global 6000 & Gulfstream G550 Business Jets


Evaluators Inc. (www.meevaluators.com), showsa Value & Demand chart for thepre-owned Falcon 7X. The cur-rent pre-owned market for theFalcon 7X aircraft shows a totalof 27 aircraft ‘For Sale’ with ninedisplaying an asking price, thuswe have plotted them.

For measure, we have addedthe pre-owned Global 5000,Global 6000 and GulfstreamG550 into our study group.Asking prices range from $12-42.8m. The equation that wederived from these asking pricesand other criteria used shouldenable sellers and buyers tocompare, and perhaps adjusttheir offerings, if necessary.

While each serial number isunique, the Airframe (AFTT)hours and age/condition willcause great variations in price.Demand and Value are on oppo-site sides of the same Price axis.Thus, the market for used Falcon7X, Global 5000, Global 6000and G550 aircraft responds to atleast four features: Years, AFTT,Quantity, and Asking Prices.

Of course, the final negotiat-ed price remains to be decidedbetween the seller and buyerbefore a sale is completed.

Value Retention/Market StatusTable E (top, right) shows aValue Retention table for theFalcon 7X, courtesy ofAircraftPost. If we view a 2007vintage Global 5000 and Falcon7X, the former had a price-pointof ~$35m new, and the latter~$42m new. Fast-forward toyear-end 2015, a 2007 Global5000 had a ~$19.5m value onthe resale market and the 2007Falcon 7X ~$23.2m. To convo-lute matters further, a 2007Global XRS that sold new for~$46m had an average resale in2015 of ~$24m.

As these aircraft age, theprice differentials are gettingsmaller, which directly translateto more choice for the dollarin an already saturated market-place.

The condition of the currentmarket for our comparative air-craft does not seem to beimproving. If sales continue to

track on par with the first fivemonths of 2016, the numbersold could be down 13% over2015.

Of the 204 Global 5000s inservice at year-end 2015, 36aircraft came on the market,representing 17.6% of theavailable fleet. That was anincrease over 2014 when 31Global 5000s were on the mar-ket. 2013 showed 24, and 2012just 12 aircraft on the market.

The Falcon 7X fleet reached254 in-service year-end 2015,with a total of 28 aircraft (11%of the fleet) showing on thecurrent market. That comparesto 21 aircraft on the market in2014, 20 in 2013 and 13 in2012.

Productivity ComparisonsThe points in Chart F (above)are centered on the same air-

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

1. Range with full payload andavailable fuel;

2. The long range cruisespeed flown to achieve thatrange;

3. The cabin volume availablefor passengers andamenities.

Others may choose differentparameters, but serious busi-ness aircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. Afterconsideration of the Price,

Range, Speed and Cabin Size,we conclude that the Falcon7X displays a high level ofproductivity.

Popular attributes of theFalcon 7X are the lower costper mile, lower variable costsand fuel consumption, andslightly more range comparedto the Global 5000. Operatorsshould weigh their missionrequirements precisely whenpicking the option that is thebest for them, however.

SummaryThe Dassault Falcon 7X contin-ues to be very popular in themarket today. Operatorsshould find the preceding com-parison useful. Our expecta-tions are that the Falcon 7Xwill continue to do well in thepre-owned markets for theforeseeable future. �

Table E - Value Retention


Falcon 7X

Global 5000

85%

85%

$42.3

$34.7

$

$31.0

$28.5

$36.0

$33.0

73%

82%

$25.0

$21.0

59%

61%

55%

56%

Price(New)

Aircraft

$23.2

$19.5

Avg SalePrice $m

%Retention

%Retention

%Retention

%Retention

Avg SalePrice $m

Avg SalePrice $m

2012 2013 2014 20152007

Avg SalePrice $m

Source: AircraftPost. * All Prices in $M

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

2.0000 6.0000

Falcon 7X

4.0000

Global 5000

Pric

e (M

illio

ns)

$20.0

$40.0

$60.0

$80.0

8.0000

Global 6000Falcon 8X

Chart F - Productivity Comparisons



BIZAV PRODUCTS & SERVICES

Cabot Aviation, a division of Air Partner plc and a leading aircraft remarketing agent, has expandedits marketing efforts for a Boeing 787-8 it has been appointed to re-market. The 787-8 being re-marketed by Cabot, serial number 35507, is due for delivery in November and isthe only one available on the open market. The aircraft is powered by GEnx-1B engines, giving arange approaching 10,000nm (NBAA - 25 PAX) and a service ceiling of 43,000 feet, while enjoying acabin altitude of just 6,000 ft.Tim Barber, SVP, Private Jets at Cabot Aviation, added: “This year marks the 20th anniversary ofBoeing Business Jets and it’s a fantastic opportunity to have such an incredible aircraft available at thistime. We had an encouraging level of interest at the recent EBACE show, as well as some verypromising discussions with the completion centres that were present.” www. cabotaviation.comIn other news.... a 787 displayed at EBACE and unconnected with Cabot Aviation was completed byGreenpoint Technologies. Bret Neely, Executive VP of Greenpoint, commented: “Our first VVIP 787-8conversion was a great success and we were delighted to be able to showcase the aircraft at EBACE.We learnt a great deal from the process, which is proving to be very beneficial as we work on oursecond 787 project. We would gladly welcome the opportunity to put our experience to work forCabot Aviation and their buyer in the future.” www.greenpnt.com

Williams International’s, new turbofan engine, the FJ33-5A was granted FAA Part 33 type certificatelast month. The Cirrus Vision and the Flaris LAR1 aircraft will be powered by the FJ33-5A providingmore than 2,000 pounds of thrust, improved fuel economy and a better than 6-to-1 thrust-to-weightratio, because of improvements over the earlier. FJ44-3AP and FJ44-4A power plants. The FJ33-5Aincorporates wide-sweep fans, health-monitoring fadec controls, low-emissions combustor technologyand additional sensor suite redundancy to satisfy the unique needs of the single-engine jet market.Williams’ FJ33-5A also incorporates durability improvements gleaned from more than 10 million hoursof operation of the 5,000 in-service FJ44s and helps fill in the product line of engines covering the1,000 to 3,800 pounds thrust regime. www.greenpnt.com

ExecuJet recently celebrated the opening of its first Mexican fixed-based operation (FBO) at DelNorte International Airport in Monterrey, Mexico.ExecuJet Mexico manages 13 aircraft ranging from Pilatus PC12s through to a Falcon 7X withoperations at Toluca International Airport and Monterrey International Airport as well as Del Norte.ExecuJet’s Del Norte facility is easy to find from the GAT entrance and offers customers a ‘meet andgreet’ area, a passenger lounge, VIP service to and from the aircraft as well as a crew lounge andadministration office for staff. The ExecuJet Del Norte FBO team will be led by Alejandra Zamarripa.www.execujet.net

Gulfstream announced that its Auxiliary Power Unit (APU) repair and overhaul department recentlycompleted its 1,000th APU repair.“Beginning with the opening of our APU test cell in March of 2009, we have built our APU departmentinto a world-class group that can repair more than 30 APU models found in the aircraft of 10 differentfixed wing and rotary wing manufacturers,” said Derek Zimmerman, president, Gulfstream ProductSupport. “Reaching the 1,000th APU repair milestone in such a short time demonstrates the expertise,efficiency and reliability of our team.”An APU provides air conditioning, electricity and the power for engine starts for an aircraft on theground. It also serves as a backup power source when the aircraft is in flight. www.gulfstream.com

Lufthansa Technik's design department has unveiled its brand-new Airbus A350 VVIP interiorconcept, called »Welcome Home«. The unique cabin is placing the human being in the center of the story and emphasizes acomprehensive approach towards health and well-being on-board. It promotes flexible areas forprivacy or valuable family time and provides super connectivity in regard to all communicationchannels."This unique VIP cabin concept not only addresses our customers' requirements, but is also a clearproof of Lufthansa Technik's design and engineering competency. Under the slogan "Driven byDesign, enriched by Technical Product Innovations", many of our own products, like the »Chair« VIPseat, the steam shower or our inductive cooking plate have been integrated in this cabin", saidWieland Timm, Vice President Sales VIP & Special Mission Aircraft at Lufthansa Technik.www.lufthansa-technik.com

Pratt & Whitney Canada (P&WC) announced that its new PW307D engine received type validationfrom the European Aviation Safety Agency (EASA). The company’s latest generation turbofan enginewas first introduced two years ago at the European Business Aviation Convention and Exhibition(EBACE). Validation from the European authorities completes the key engine certification and validationactivities for the PW307D program, following approval from Transport Canada and the FederalAviation Administration last year. The engine will power Dassault Aviation’s new Falcon 8X, a three-engine ultra-long-range business jet which completed its first flight in February 2015 and is expectedto be certified this summer. Falcon 8X customers will be able to take advantage of P&WC's EagleService Plan (ESP) Platinum. This flexible pay-per-hour plan is a premium, white-glove customer servicesolution that offers customers peace of mind by helping them plan their maintenance costs andmaximize aircraft availability. www.pwc.ca

Products & Services July.qxp_Layout 1 21/06/2016 14:52 Page 1

Rockwell Collins recently announced that its Venue high-definition cabin management andentertainment system will be featured on new Bombardier Global 5000 and Global 6000 aircraftbeginning in Q3 of 2016. It will also be available as a retrofit solution on in-service Global aircraftmodels through Bombardier Service Centres.Venue, which has been installed in more than 850 private and corporate aircraft cabins around theworld, is custom built with the most advanced cabin technologies to emulate the latest in homeentertainment and boardroom technology. Plus, Venue’s open-architecture design provides a pathto easily implement future cabin www.rockwellcollins.com

Universal Avionics, is offering a new software version for the Satellite-Based Augmentation System(SBAS)-Flight Management System (FMS) that includes cost-saving messaging to alert crews of afailure of the Automatic Dependent Surveillance-Broadcast (ADS-B) Out system. The FAA has madeit very clear that ADS–B Out failure annunciations in the flight deck are required for Part 23 andPart 25 aircraft.With FMS Software Control Number (SCN) 1000.1/1101.1/1101.1M, operators are offered significantsavings versus standalone cockpit panel annunciators and Digital Discrete Adapters (DDA). In addition,it provides a growth path to Localizer Performance with Vertical Guidance (LPV), Required NavigationPerformance (RNP) and with the UniLink® UL-800/801 Communications Management Unit (CMU),Controller-Pilot Data Link Communications (CPDLC) and CPDLC Departure Clearance (DCL), FutureAir Navigation System (FANS) and Link 2000+. www.uasc.com

Sparfell International Lease Corporation (SILC), a subsidiary of Sparfell Aviation TechnologiesGroup, brings ACMI (Aircraft Crew Maintenance Insurance) to business aviation, ACMI has beenestablished as the best-practice leasing model in commercial aviation. For the first time, this practicehas been developed and adapted to business aviation.The company states the industry is facing new challenges and SILC offers an alternative solution todirect aircraft ownership. No longer appropriate for economical and political reasons, full ownershipmay be a threat for companies and governments, whilst fractional ownership and charter remaininflexible and costly.The SILC Solution meets a new demand and allows more flexibility, discretion, and cost-efficiencythan any other alternative.The SILC hassle-free tailor-made ACMI solution offers all the benefits of ownership with none ofthe inconvenience.To offer the highest standard of safety and service to its clients, SILC selected Luxaviation, one ofthe largest private aircraft operators worldwide, to operate its fleet.Supported by Sparfell & Partners, its sister company, SILC offers tailor-made solutions allowingclients a wide choice of aircraft.Embraer Legacy 600 is the first aircraft to enter the SILC fleet, opening the way for future collaborationbetween SILC and Embraer. Reliable and efficient, this aircraft has been chosen to perfectly meetSILC’s clients needs and expectations. www.silc.lease

In other news.... Sparfell & Partners celebrated one year of trading at EBACE 2016.A few months after its launch as a sales & acquisitions company for business jets, airliners and helicopters, Sparfell & Partners was appointed byLuxaviation Group as one of its exclusive partners to provide brokerage services to its clients. Within a few weeks, two Legacy 600s and one CessnaCitation XLS from Luxaviation Group were fully traded by Sparfell & Partners.Today, with exclusive mandates for 5 airliners, 7 business jets, and 7 helicopters, Sparfell & Partners isthe number one trading company in Switzerland and one of the leading sales & acquisition firms inEurope. Through the very strong experience of its founders, who came from backgrounds as diverse asBritish Airways, Lufthansa, Airbus, McDonnell Douglas, RUAG, and Masterjet. Sparfell & Partners isnow one of the few companies in the world trading in the three main sectors in aviation,namely airliners, business jets and helicopters. www.sparfell-partners.com

AMAC Aerospace Switzerland Ltd., has expanded its completion, maintenance, engineering and production services with the acquisition of JCBAero SAS, a French leader in the luxury design and installation of civil and VIP aircraft interiors. “JCB Aero SAS will be a key addition to AMACAerospace’s excellence in completion, maintenance and production services.This acquisition will also provide benefits for AMAC’s clients by having an additionalfacility and hangar in France.” said Group Chief Financial Officer of AMAC Aerospace,Mr. Mauro Grossi. www.amacaerospace.com

Deer Jet, the largest business jet company in Asia, is tobecome the operator of the world’s first VVIP BBJ 787. Deer Jetand Boeing announced jointly at the recent European BusinessAviation Conference and Exhibition (EBACE), the largest businessaviation event in Europe. Deer Jet currently operates nearly 90business jets, including 4 BBJs, which means it already hassignificant experience operating Boeing Business Jets.www.deerjet.com

BIZAV PRODUCTS & SERVICES

July 2016 – AVBUYER MAGAZINE 117Advertising Enquiries see Page 4 www.AvBuyer.com

Products & Services July.qxp_Layout 1 22/06/2016 12:33 Page 2


he ACJ350 XWB features 2,910sq. ft. of cabin space, and theultra-long range variant can fly25 passengers up to 10,800nm.

“…The ACJ350 with Easyfit expands[Airbus’] corporate jet offering, givingcustomers a new way to take their businessto the world,” outlines Airbus COO,Customers, John Leahy. “Our customerswant the best and most modern aircraft thatmoney can buy, and the ACJ350 exemplifiesthat.”

Airline deliveries of the Airbus A350-900began in December 2014. The A350-1000version, currently in development, is due toenter airline service in 2017.

Airbus believes the ACJ350 personifies

features that many aircraft lack or cost extra,such as the fly-by-wire controls, time andcost-saving centralised maintenance, andextensive use of weight and maintenance-saving materials.

ACJ350 XWB features an onboard airportnavigation system (OANS) and a runwayoverrun prevention system (ROPS), an aidfor pilots that helps them prevent runwayexcursions, especially in challengingweather.

In other news, Airbus has added JetAviation and its MRO facilities to its ACJService Centre network, enhancing choiceand geographical reach for its corporate jetcustomers and operators around the world.www.airbus.com

T

Airbus ExpandsCorporate Jet Family

COMMUNITY NEWS � BIZAV REVIEW

Airbus Helicopters and Falcon Aviationhave signed a letter of intent for a VIPversion of the H160. The H160 offers anultimate VIP experience with its sleeklines and an interior design thathighlights the passenger comfortprovided by the low sound levels,excellent visibility (panoramic windows)and excellent stability in flight.www.airbushelicopters.com

Cirrus Aircraft plans to have allcertification paperwork for its SF50Vision jet to the US FAA by the end ofJune. Approval for the single-engine jetis therefore expected this summer.

Meanwhile, Williams Internationalannounced that the aircraft’s FJ33-5Aengine has received FAA typecertificate approval.www.cirrusaircraft.com

Embraer and Avic subsidiaries HarbinAviation Industry and Harbin HafeiAviation Industry will “phase out” theirChinese joint-venture company HarbinEmbraer Aircraft Industry (HEAI) after 13years of manufacturing and deliveringcommercial and executive jets in China.The Harbin plant’s last aircraft delivery—a Legacy 650—occurred in March.

Embraer says it remains fullycommitted to, and will continue to servethe Chinese commercial and executiveaircraft markets. To date, Embraer haslogged 224 firm orders in China,including 188 commercial jets and 36executive jets. Thus far, it has delivered166 aircraft to Chinese customers.www.embraerexecutivejets.com

Honda received type certification fromEASA for the HondaJet. President andCEO Michimasa Fujino noted, “Ourcustomers have shared that this aircraftis not only high performance, butintelligent, fun to fly and verysophisticated. HondaJet deliveries inEurope have begun, and we are excitedto see the HondaJet enter service inthis important market.”www.hondajet.com

BizAv Bites

Airbus is launching a new corporate jet version of its popularA350 XWB airliner, expanding its corporate jet family with anaircraft that delivers more capacity, capability and comfort…

The BEST AIRCRAFT FOR SALE SEARCH

anywhere, everywhere - on pc, smartphone and tablet. 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

Community News 1 July16.qxp_Layout 1 21/06/2016 10:38 Page 1

ATTEND NBAA’S REGIONAL FORUM This industry event brings together local business aircraft owners, operators and manufacturers, and other aviation professionals for a one-day event at the Westchester County Airport (HPN) in White Plains, NY. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day.

LEARN MORE & REGISTER: www.nbaa.org/forums/avbuyer

NBAA REGIONAL FORUMSeptember 15, 2016

White Plains, NY | Westchester County Airport (HPN)

BizAv Associations



Textron Discusses Next SETP

Textron Aviation revealed further program details at EBACEon the development of its highly anticipated Single Engine

Turboprop (SETP) aircraft, including performance specification targets, passenger experience and the

program’s timeline. Letters of intent are being accepted…ccording to Textron, the SETPwill offer cruise speeds of up to285 knots and full fuel payloadof 1,100 pounds. With a

planned range of 1,600 nautical miles athigh speed cruise with one pilot and fourpassengers, the aircraft will be able to flyfrom Los Angeles to Chicago, London toMoscow.

The aim is for the SETP to feature thewidest and most comfortable cabin in itssegment while offering best-in-classoperating costs – and the program istargeting first flight in 2018.

“Developed with the pilot and passengerat the forefront, we have designed thisairplane to be the clear winner in thissegment, from class-leading performanceand ownership costs, to superior cabincomfort and versatility,” Scott Ernest,president and CEO, Textron Aviation noted.“We have been intentional with every detailthroughout the aircraft, resulting in anexceptional airplane that is sure to impressowners, pilots and passengers alike.”

The SETP will incorporate technologyspecifically designed to reduce pilotworkload, including Garmin’s G3000

intuitive touchscreen avionics suite that willinclude high-resolution multifunctiondisplays and split-screen capability, and GE’snew FADEC-controlled 1,240 shp turbopropengine.

The SETP’s flat floor cabin is designed tooffer the versatility to easily convertbetween passenger and cargoconfigurations. The aircraft will feature aclass-leading 53-inch wide aft cargo door forloading large cargo and use in many specialmission applications.

Along with room for one pilot, the SETPwill seat up to eight passengers, and willboast a digital pressurization systemmaintaining a 6,130 foot cabin altitude at aservice ceiling of 31,000 feet. The aircraftwill feature six individual reclining seats andan optional belted lavatory seat with pocketdoor enclosure located in the back of thecabin, as well as large cabin windows,interior LED lighting, a forward refreshmentcabinet and an in-flight accessible baggagecompartment within the pressurized cabin.

The company has developed a cabinprototype, which it plans to display atOshkosh.www.txtav.com

A

NBAA welcomed a new incentive forADS-B equipage in whichgovernment will begin offering a$500 rebate for anyone who installsnecessary equipment into fixed-wing,single-engine, piston aircraft.

NBAA President and CEO EdBolen commented, "We know thatADS-B is foundational in thecontinuing development of aNextGen aviation system, which willbring further advancements in safety,efficiency and potentially otherbenefits to operators. Any ability toincentivize the installation of ADS-B iswelcome, in that it will benefit not justthe operators with the equipment,but the aviation system as a whole.”

www.faa.gov/go/rebate

EASA updated the criteria it uses totrigger unannounced ramp checks offoreign aircraft recently. Theguidelines list several specific itemsthat inspectors may point to asprobable cause that an aircraft mightnot be in compliance withregulations. The guidelines include:

• Information regarding poormaintenance of, or obviousdamage or defects to an aircraft;

• ‘Abnormal [aircraft] maneuversthat give rise to serious safetyconcerns’;

• Previous ramp inspection that hasrevealed deficiencies;

• Indications that the operator orthe state in which the operator isbased have been suspected ofnon-compliance;

• Evidence that the state in whichan aircraft is registered is notexercising proper safety oversight;and

• Concerns about the operatorbased on instances of non-compliance that were recordedduring previous ramp inspections.

The Flight Services Bureau, anindependent organization thatprovides aviation notices to airmen,has published a generic rampinspection checklist that operatorscan download.

http://www.easa.europa.eu/


www.aradian.com

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

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

2007 Gulfstream 150

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

2008 Hawker 750

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

2002 Gulfstream 200Several aircraft including 2013

Gulfstream 550

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

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

1996 MD900

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

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

Call/Email For Details

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

[email protected]

File photo

File photo

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

Robert Baseggio was appointed by Field Aviation as vicepresident, business development. Based at Field Aviation’sToronto Pearson airport facility, he will be responsible for allaspects of Field Aviation’s worldwide business developmentactivities.

Paul Eremenko has been appointed Airbus Group’s chieftechnology officer. Eremenko is currently heading theGroup’s A3 Innovation Centre based in San Jose, California.

J. Kenneth Forester founder of Meridian, the award-winning private aviation company based at TeterboroAirport, died suddenly early last month at the age of 94.

Steve Gerlinger is appointed sales representative for thewestern US on behalf of Jet Quest. Gerlinger brings almost20 years of aircraft sales experience to his new role, havingpreviously held positions with Charlie Bravo Aviation andGantt Aviation among others.

Tim Maystrik joined Universal Weather and Aviation, Inc. asSenior Vice President, Business Development. Maystrik’sprevious experience included over 30 years with Air RoutingInternational and Rockwell Collins.

Carey Miller was appointed to the newly created positionfor Director, Corporate Programs and Business Develop-ment, Universal Avionics. In his new role, he will oversee theactivities of the Corporate Program Management team. Hewill continue his responsibilities for strategic business devel-opment and serving as one of the company pilots.

Colin Miller becomes vice president of Flight Operations,Gulfstream Aerospace. He succeeds Randy Gaston, whonow works in Gulfstream’s Advanced Flight Deck Programs.

Chris Nehls has been announced President of HeliTrak,bringing more than 25 years of leadership and engineeringexperience in the aerospace industry to the role.

Rodger Renaud was promoted to president of West Star Avi-ation. Renaud has more than 36 years of aviation experiencewith several companies, including Rockwell International andMidcoast Aviation. Most recently he was COO for West Star.

Mark Thibault becomes vice president, Southeast Asia,Asian Sky Group. He has 35 years of experience in aviation.

Dirk Vander Zee is vice president, sales and marketing,Mooney – a position he previously held for three years atthe company prior to joining Textron Aviation in 1997 as amember of the Citation sales team.

Dan Williams has been named to the NBAA board of directors.

Heidi Wood joins L3-Communications as vice president andchief analytics officer. She will perform operational analysisand support the company’s business development andmerger and acquisitions strategy.

AeroExpo UKJul 1 - 3, Sywell, UKwww.aeroexpo.co.uk

Heli UK ExpoJul 1 - 3, Sywell, UKwww.heliukexpo.co.uk

Farnborough AirshowJul 11 – 17, Farnborough, UKwww.farnborough.com

EAA AirventureJul 25 - 31, Oshkosh, WI, USAwww.eaa.org/en/airventure

LABACEAug 30 - Sep 1, Sao Paulo, Brazilwww.abag.org.br

Latin America ConnectAug 30 - 31Bogota, Colombiawww.aea.net

European Cabin Service ConferenceSep 11 – 12, Brussels, Belgiumwww. ebaa.org

Business & Gen Av Day (BGAD)Sep 13, Cambridge Airport, UKwww.bgad.aero

JETNET iQ Global Business Aviation Summit Sep 13 - 14, New York, NY, USAwww.jetnet.com

NBAA: Regional ForumSep 15, White Plains, NY, USAwww.nbaa.org

MEBAA ConferenceSep 21, Qatar

Bombardier Safety StanddownSep 27 – 29, Wichita, KS, USAwww.safetystanddown.com

SpeedNews Biz & GA Suppliers ConfOct 4 – 5, Los Angeles, CA, USAwww.speednews.com

AirOPS EuropeOct 12 – 13, Cannes, Francewww.ebaa.org

Helitech International 2016 Oct 11-13, Amsterdam, Netherlandswww.helitechevents.com �

BizAv Events 2016P

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BizAv People




The SpeedNews 21st Annual Business & General

Aviation Industry Suppliers Conference is designed

for equipment manufacturers, material suppliers, MRO and

IT suppliers, aviation marketing and business development

professionals, analysts and the fi nancial community, wanting

to learn about the latest industry programs.

You will hear from industry experts from both business

and general aviation and manufacturers on industry

advancements and achievements. If you are interested

in having a better understanding of the industry, current

programs, market forecasts and deliveries, this is the

Conference you won’t want to miss.

SpeedNews • 11500 W. Olympic Blvd., Suite 574 • Los Angeles, CA 90064, USA • Tel: +1-424-465-6501 • Email: [email protected] more information on this and other SpeedNews Aviation Industry Suppliers Conferences, please visit www.speednews.com

21st Annual

Business & General AviationIndustry Suppliers Conference

Presentations From *

• Asset Insight

• BofA - Merrill Lynch Global Research

• Bombardier Business Aircraft

• Dassault Falcon Jet

• Embraer Executive Aircraft

• GE Aviation

• Gulfstream Aerospace

• ICF International

• InterFlight Global Corporation

• Jetcraft Avionics

• Philpott Ball & Werner

• PNC Aviation Finance

• Rolland Vincent Associates

• Textron Aviation

• Walsh Aviation

* Visit www.SpeedNews.com for updates

Market Forecasts & Industry Briefi ngs

Aircraft Bluebook Market Values Roundtable to be held on October 5

Supported by

October 4-5, 2016 - Jonathan Club, Los Angeles, CA

For Preliminary Program Visit www.SpeedNews.com

FullPage 205x270_AvBuyer.indd 1 6/17/2016 10:54:43 AM

SHOWCASE

Global Jet MonacoFlorian Van Der Cruyssen, Aircraft Sales Director,

Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco


Serial Number: 218Registration:

Airframe TT: 524Landings: 242

High quality finishes and very low time: everything to charm you!Capacity: 12 PassengersEngines program coverage: Eagle Service Plan (Gold Plan)APU program coverage: Honeywell’s Service Plan (Gold Plan)Galley: ForwardCertification: EU-OPS1

• Exceptional condition• Always been hangared• EASy II upgraded with:SBAS / LPV - CPDLC-ATN - CPDLC-FANS 1A• Equipped with RAAS and LSS

Dassault Falcon 7XAsking Price: $38,500,000 USD

Global Jet Falcon 7X SN 218 July.qxp 21/06/2016 16:26 Page 1

SHOWCASE

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.comwww.globaljetconcept.com


Global Jet Falcon 7X SN 218 July.qxp 21/06/2016 16:27 Page 2

SHOWCASE




Serial Number: 167Registration: LX-USM


A very elegant 7X to discover!

Capacity: 14 PassengersAirframe program coverage: Falcon CareEngines program coverage: ESPAPU program coverage: MSPCertification: EU-OPS1

Dassault Falcon 7XAsking Price: $31,750,000 USD

Global Jet Falcon 7X sn167 July.qxp 21/06/2016 16:28 Page 1

SHOWCASE



Global Jet Falcon 7X sn167 July.qxp 21/06/2016 16:28 Page 2

SHOWCASE




Serial Number: 4122Registration:


Attractive upgrades on this G450!Capacity: 16 PassengersEngines program coverage: Rolls Royce Corporate CareAPU program coverage: Honeywell’s Service PlanGalley: ForwardCertification: EU-OPS1

Avionic upgraded in Savannah (April 2016):• ASC 911A PlaneView Master Operating System (MOS)• ASC 059C Enhanced Navigation• ASC 079A ADS-B Out• CPDLC – FANS 1/A• TCAS 7.1

Gulfstream G450Price Reduced: $14,750,000 USD

The owner is motivated to sell and will consider any reasonable offer!

Global Jet G450 SN 4122 July.qxp 21/06/2016 16:30 Page 1

SHOWCASE




SHOWCASE




Serial Number: 5113Registration: N919PE


An incredibly well covered G550!

Capacity: 16 PassengersAirframe program coverage: Plane PartsEngines program coverage: Rolls Royce Corporate CareAPU program coverage: Honeywell MSP GOLDAvionics program coverage: Honeywell Avionics Protection Plan

• New exterior paint done in 2014• Gulfstream BBML• Synthetic Vision• ADSB OUT (ASC 105)• Enhanced Navigation including CPDLC/FANS 1A (ASC 084)

Gulfstream G550The asking price is $24,750,000 USD


SHOWCASE




SHOWCASE




Serial Number: 5395Registration: OE-LPN


An immaculate 2013 G550 equipped with the Elite Interior Option!

Capacity: 13 PassengersAirframe program coverage: Plane PartsEngines program coverage: Rolls Royce Corporate CareAPU program coverage: Honeywell’s Service PlanCertification: EU-OPS1

Compliant with the new airspace regulations:• TCAS 7.1 (ASC 103) - ADSB OUT (ASC 105)• Enhanced Navigation including CPDLC/FANS 1A (ASC 084)

Gulfstream G550Price Reduced: $40,750,000 USD


SHOWCASE







SHOWCASE

Serial Number: 9559 Airframe TT: 488Landings: 216

Very nice interior and low time!

Capacity: 15 PassengersEngines program coverage: Rolls-Royce Corporate CareAPU program coverage: Honeywell MSPCertification: EU-OPS1Galley: Forward

Bombardier Global 6000Asking Price: Make Offer

Global Jet Global 6000 July.qxp 21/06/2016 16:35 Page 1

SHOWCASE



Global Jet Global 6000 July.qxp 21/06/2016 16:36 Page 2

Serial Number: 304Registration: N909JMAirframe TT: 5578.4 Landings: 4083

• One US Owner Since New• Unmatched Pedigree• Engines/APU On MSP Gold• WAAS/LPV• ADS-B Out• AirCell Axxess II SatCom

• GoGo Biz High-Speed Data• Dry Bay Mod• Always Operated FAR 135• New Paint 2010• Fresh 1A/1A+, 2A/2A+,4A/4A+, 1B/2B/4B, LandingGear Detailed Inspection

2000 Falcon 50EX

SHOWCASE


2004 Falcon 900EX EASySerial Number: 137Registration: N50NUAirframe TT: 3256 Landings: 2149

• Pristine Pedigree, Condition,Maintenance, History and Records• 2C Inspection and Landing Gear OverhaulCurrently in Progress• Immaculate Interior - Refurbished in 2014• New Paint in 2014• 12-Passenger Interior with Forward CrewLavatory• Two US Owners Since New

• EASy II with ADS-B Out / LPVApproach / XM Graphical Weather /Dual Charts• Heads-Up Guidance System (HGS)• Synthetic Vision System (SVS)• TCAS 7.1• EMTEQ LED Lighting and NewHoneywell C200 Touch ScreenControls• MCS-7000 SATCOM w/ Swift 64Data• GoGo Biz ATG-5000 w/ GoGo BizVoice, Text and Talk• Engines / APU on MSP Gold

Price: $4,795,000 USD

Price: $14,750,000 USD

Cass Anderson or Jeff HabibManaging Partners+1 212 888 [email protected]

ManhattanSeattle

Silicon Valley

IAG x2 July.qxp 22/06/2016 09:59 Page 1

SHOWCASE

Serial Number: 9394Registration: VP-CBMAirframe TT: 1560Landings: 631

• Well-optioned, one owner since new

• MTOW extended to 99 500 lbs, Batch 3

avionics upgrade

• Engines on Rolls-Royce Corporate Care

• Wi-Fi router (Internet speed 128 kbps),

Inmarsat/Iridium sat phone ( 2 wire

handsets and 2 wireless handsets)

• Vision flight deck with EVS, Batch

3 - Package 3 incorporated: FANS 1/A+ /

RNP 4 30/30 / WAAS (SBAS) – LPV

• 15 Passenger Interior

The Bombardier Global XRS remains one of themost comfortable, efficient, and quiet long-rangebusiness jets. In terms of comfort and flightperformance it is identical to the newer Global6000, yet can be acquired at a much better price,making it a great find for the discerning buyer.

The cabin with a classical colour scheme isdivided into two areas: a living room with two setsof club seats, and a private stateroom in the back.The cockpit is equipped with additional systemsand upgrades, such as EVS, FANS 1/A+, andADS B-out, increasing flight safety and reducingpilot workload.

Price: Make Offer

2011 Bombardier Global XRS


ArcosJetContact: Ivan Veretennikov

Tel: +7 926 326 0050Email: [email protected],

ArcosJet July.qxp_Heeren Cit Ultra sep 22/06/2016 12:40 Page 1

SHOWCASE

Serial Number: 046 VQ-BAA

Fresh full refurbishment and fresh 1cfor sale by owner

Engines2009 Falcon 7X with Crew Rest11 PAX +4s/n 046VQ-BAAEU-OPS1TTSN 3740TCSN 932No DamageOne owner since newESP/MSP GOLDUNDER FALCON CAREEASY II+HUD EVS2 EFBSDR Router +wifi1C check ongoing in Basel with Jet AviationFully refurbish March 2016

Perfect time for a visit and/or PBI

Full spec on www.avitrade.eu

Price make Offer


Falcon 7X

Tel: +32 10 617 153Fax: +32 10 617 957Cell: +32 475 621 539Email: [email protected]

Avitrade Belgium7, rue de Pallandt

B-1341 Ceroux MoustyBelgium

Aviatrade Belgium Falcon 7X May.qxp 23/06/2016 15:02 Page 1

SHOWCASE

Serial Number: 14501121

Very Low time Aircraft with SwiftBroadband High Speed Internet & Wi-Fiequipped

EnginesDescription: Rolls Royce AE3007A2

Left EngineSerial Number: CAE313219Total Hours Since new 1590 HoursTotal Cycles Since new 801 Cycles

Right EngineSerial Number: CAE313220Total Hours Since new 1590 HoursTotal Cycles Since new 801 Cycles

HSI Due/Overhaul Due On ConditionProgram Coverage Rolls Royce

Corporate Care

Full spec on www.avitrade.eu


Legacy 650

Tel: +32 10 617 153Fax: +32 10 617 957Cell: +32 475 621 539Email: [email protected]

Avitrade Belgium7, rue de Pallandt

B-1341 Ceroux MoustyBelgium

Aviatrade Belgium Legacy 650 June.qxp 23/06/2016 15:00 Page 1

SHOWCASE

Serial Number: 2104Registration: N550DNAirframe TT: 4738Landings: 3858

• MSP Gold• New UNS-1EW (WAAS+LPV)• New ADS-B Out Installed• New Paint & Interior (June 2016)• Fresh Gear Inspection (3/2016)• Fresh ABC Inspection (3/2016)• Fresh Pre Buy and Borescopes• Air Conditioning

Engines Left EngineDescription Honeywell TFE 731-20BR-1BS/N: P-116913CTHSN: 4743 Hours TCSN: 3861Program Coverage MSP GOLDEngines Right EngineDescription Honeywell TFE 731-20BR-1BS/N: P-116912CTHSN: 4749 Hours TCSN: 3868Program Coverage MSP GOLD

Avionics Universal UNS-1EW (WAAS+LPV)TCAS IIPrimus 1000 DU-870 EFIS/MFDDual AZ-850

Dual AHZ-800Dual Honeywell RNZ-851EICASDual Honeywell RCZ-833Honeywell Primus WU-660 w/ ColorRT-300Honeywell Mark V w/ Windshear AlertHoneywellArtex C406-2 w/ Nav InterfaceDual IC-600Dual Honeywell 800

Features UNS-1EW (WAAS+LPV) NEW ADS-B Out Installed RVSM Capable Precise Pulselight System 115 VAC Outlets New Paint & Interior (June 2016)

Interior Six (6) Passenger Seats and One (1) Belted Lav,Features Six (6) Executive Club Chairs with FourFold-Out Tables, Forward Galley and Standard AftLav, External Baggage Compartment

Exterior NEW 2016: Matterhorn White (TOP), FlyingBeige & Black Stripe

2008 Learjet 40XR


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

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

Asking price $2,595,000

Jet Sense Aviation, LLC Lear 40XR July.qxp_Empyrean 22/06/2016 10:05 Page 1

SHOWCASE

Serial Number: 348Registration: N550DGAirframe TT: 3916Landings: 2731

• ESP Gold• Enrolled in SMART PARTS• Fresh A Inspection in February 2016• TCAS II w/ Change 7• Enrolled in CAMP• Part 135 Ready• New Paint Striping 7/15• No Damage History• Always US Registered• Always Bombardier Maintained• Complete Logbooks

Engines Left enginePratt & Whitney PW305AHours: 3844. Cycles: 2683Engines Right enginePratt & Whitney PW305AHours: 3834. Cycles: 2677AvionicsTraffic Alert Collision Avoidance System:TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS withWindshear AlertEFIS: Four Tube Collins AFD-3010 with7" X 8" DisplaysAir Data Computer: Dual Collins ADC-850DFMS: Dual Collins FMS 5000

ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color WeatherRadar System ELT: Artex C406-2 MHz ELT w/Nav InterfaceInteriorFireblocked, XR Executive Floor Plan A (EightPassengers) 7 Passenger Seats and 1 BeltedLavatory Seat. The Cabin Features Four-PlaceExecutive Club Chairs with Two (2) ExecutiveFold-Out Tables and a Forward Three-PlaceDivan. Forward Galley and the Standard Lavatoryis Located Aft of the Main Cabin. ExternalBaggage CompartmentExteriorNew Striping 2015. Top Fuselage is MatterhornWhite. Bottom Fuselage is Royal Blue. AccentStripes are SilverAdditional FeaturesEnrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting SystemEnrolled in CAMPR.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY Cabin Entertainment System - DVD system

2008 Learjet 60XR


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

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


Jet Sense Aviation, LLC Lear 60XR July.qxp_Empyrean 22/06/2016 10:07 Page 1

Serial Number: 560-5026Registration: N697FFAirframe TT: 2519.1Landings: 2077

• ESP GOLD• Dual UNS-1C FMS• APU (On Program)• Externally Serviceable Lav• TCAS II Change 7• Complete Logs• Enrolled in CESCOM

EnginesLEFT ENGINEPratt & Whitney 545A. S/N: DB0054. THSN:2364.1 Hours. TCSN: 2321. ESP GOLDRIGHT ENGINEPratt & Whitney 545A. S/N: DB0053. THSN:2421.8 Hours. TCSN: 2271. ESP GOLD

APUDescription Honeywell 100Serial Numbers P-266/3800722-1Total Hours Since New 1053.8 HoursProgram Coverage MSP

AvionicsHoneywell Primus P-1000Dual Universal UNS-1CAllied Signal TCAS II w/ Change 7Allied Signal EGPWSDual Honeywell NAV NV-851

Dual Honeywell DME DM-850Dual Honeywell ADF DF-850Dual Honeywell VHF TR-850AA-300Honeywell Primus 880 (Color)Dual Universal 12 ChannelDual Honeywell XS-852B w/ Mode SFairchild A200SHoneywell XS-852B Mode SDual Artex 110-4

Additional features• RVSM / RNP-10 • TCAS II Change 7.1• Exterior Serviced Lav • Thrust Reversers• Monorail Sunvisor • NICAD Battery• Right Hand Gear Control• 76 Cu Ft Oxygen System

InteriorNumber of Passengers Nine (9)Refreshment Center Location Fwd RefreshmentCenterLavatory Location Aft LavOther Notable Features: Champagne LeatherSeating with Aft Side Facing Belted Lav Seatwith Flushing Potty, Forward Two Seat Divan,Right Hand Forward Storage Cabinet, Aft LeftHand Storage Cabinet and Toilet

ExteriorBase Paint Color(s) WhiteStripe Color(s) Six Blue Accent Stripes

SHOWCASE

1999 Cessna Citation Excel



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

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

Jet Sense Aviation, LLC Citation Excel July.qxp_Empyrean 22/06/2016 10:03 Page 1

SHOWCASE

Serial Number: 2054Registration: N186RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2054 is loaded with over $2 millionof the most desirable factory options.Engines and APU enrolled in MSP

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 Charts

Interior10-passenger Gulfstream “Hallmark” interiorconfigurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed dataAircell 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 9201Email: [email protected]


New Gulfstream G280

Asking price $20.995 Million

CAAP G280 July.qxp 22/06/2016 10:19 Page 1

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Serial Number: 750-505Airframe TT: 194Landings: 166

Aircraft HighlightsOne Corporate Owner, Like-New with 194 hours,Enrolled on Rolls Royce Corporate Care, Garmin5000 Avionics Suite, TCAS II, Fastest BusinessJet in the World (0.935 Mach Maximum CruiseSpeed), Under Factory Warranty Through 2019!

• Engines Enrolled On Rolls-Royce Corporate Care• ADS-B Out, and TCAS 7.1 Capable• Garmin Synthetic Vision Technology (SVT™)• Aircell Axxess® II Iridium Satellite Telephone• Garmin GDR 66 VHF VDL Mode 2 Datalink Radio• Collins ADF Receiver

AirframeAFTT: 194 HoursAFTC: 166 Cycles

EnginesE1: Rolls-Royce AE 3007C2. TTSN: 194Program Coverage: Rolls-Royce Corporate CareEngine Overhauls Due: 4,500 hours

E2: Rolls-Royce AE 3007C2. TTSN: 161Program Coverage: Rolls-Royce Corporate CareEngine Overhauls Due: 4,500 hours

AvionicsGarmin 5000 Avionics Suite Synthetic Vision Technology (SVT)Stormscope GDR 66 VHF Data Link Cockpit Voice RecorderTCAS IIGWX 70 Weather RadarDual GTX-3000 TranspondersDual RVSM Air Data ComputersGRA 5500 Radio Altimeter

Interior9 passenger executive seating with forward andaft four place club seating (double club) includinga belted lav. Light grey interior with rich woodaccents, LED cabin lighting. The cabin alsofeatures an extended refreshment center

ExteriorOverall white with blue and maroon separatingstrips

Please Contact For Price

2014 Cessna Citation X+


Horizon Aircraft SalesRandall Mize

1701 N. Market St. Suite 445, Dallas Texas75202, United States

Tel: +1 (877) 721 7903 Email: [email protected]

Horizon Aircraft Sales July.qxp_Heeren Cit Ultra sep 22/06/2016 12:57 Page 1

Serial Number: 258369Registration: N621WHAirframe TT: 6312.9 Landings: 5418

EnginesHoneywell TFE731-5BR-1H Engine Program: MSP GoldLeft Engine s/n P107350 Current Time: 6200 hrs,5310 cycles- MPI c/w 6200 hours (01/16) next due 8300 hours- CZI c/w 4191 hours (07/08) next due 8391 hoursRight Engine s/n P107311 Current Time: 6116 hours,5267 cycles- MPI c/w 4226 hours (11/08) next due 6232 hours- CZI c/w 4226 hours (11/08) next due 8400 hoursAPUHoneywell GTCP36-150 (W) APU Program : MSP4290 Hours 5400 Cycles

AvionicsAvionics Program Collins CASPADF Collins ADF-462Air Data Computer Dual Collins ADC-850DAvionics Package Collins EFIS-86E 5-tube / Pro Line 4Comm Radios Dual Collins VHF-422C w/ 8.33 spacingCVR Universal CVR-30BDME Dual Collins DME-442FMS Dual Universal UNS-1D w GPSFlightphone Magnastar C-2000 w Dual Handset (service off)GPS Dual Collins GPS-4000Hi-Frequency Collins HF-9000 w SELCALNav Radios Dual Collins VIR-432 w FM ImmunityRadar Altimeter Collins ALT-55BAdditional Features- Airshow 400- Long Range Oxygen- Dee Howard Thrust Reversers

- Precise Pulselights- CAMP Maint. Tracking- DeVore Tel-Tail LightingInteriorInterior 2006, 8 pax (5 beige leather seats with a 3 placenavy fabric divan) plus belted lav. Forward galley withCorian work surface, ice drawer, lighted crystal display,microwave, hot coffee, and china storage.Mar 2015 updates include re-dyed seats, new carpet /padding, new headliner, lower sidewalls recovered;new Flightfloor in galley, cockpit, and on steps; LEDlighting on lower sidewalls and headliner, new soundinsulation, new DVD/CD player with Bluetooth control,new stereo speakersExteriorPaint 2002, touched up in 2015. New LH & RHWindshield 03/15

1998 Hawker 800XP Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-mail: [email protected]

SHOWCASE


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

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

2002 Falcon 50EX David Coppock, Cell: +1 (602) 509-0953Tel: +1 (214) 351-9595E-mail: [email protected]

Serial Number: 324Registration: N150RJAirframe TT: 4403.5 Landings: 3205

EnginesGARRETT TFE731-40-1CNO. 1: 4334.6 TSN 3156 CSN S/N P115334NO. 2: 4358.0 TSN 3175 CSN S/N P115338NO. 3: 4289.5 TSN 3135 CSN S/N P115336ENGINES ENROLLED ON MSP GOLDAPUGARRETT 36-100A APU S/N 437 2553.2 TSN ONMSP GOLDAvionicsCOLLINS PRO-LINE 4IFS: COLLINS EFIS-4000 (FOUR TUBE)

COMM: TRIPLE COLLINS VHF-422CNAV: DUAL COLLINS VIR-432ADF: Dual Collins ADF-462DME: DUAL COLLINS DME-442RADAR: COLLINS TWR-850 w/ DUAL CONTROL

PANELSX/PDR: DUAL COLLINS TDR-94D MODE SAUTOPILOT: COLLINS APS-4000HF: DUAL COLLINS HF-9034A W/ COLTECH

SELCALFMS: DUAL COLLINS FMS-6100GPS: DUAL COLLINS GPS 4000IRS: DUAL HONEYWELL LASEREF IIIR/ALT: DUAL COLLINS ALT-55B w/ DUAL

ANTENNAS

InteriorConfigured for nine passengers with six individual fullyarticulating and berthable club chairs and a three placedivan. A mirrored AFT Bulkhead, brushed aluminiumfixtures and medium dark cabinetry with a high glossfinish.Cabin amenities Inc. an aft lavatory, forward refreshmentcenter equipped with china & crystal storage. A DVD,high temp oven, microwave & a Krupp’s Nespresso coffeemaker, MSA shades, three executive tables, threepersonal monitors. Audio/Video/Light Membrane touchcontrols; located at each seat. Refurbished by DuncanAviation Sept 2012ExteriorOverall Matterhorn White with Castle Tan, Deep Red andGloss Black Stripes. NEW BY DUNCAN AVIATIONSEPTEMBER/2012

Asking price $1.99M

Asking price $5.75M

Mente July.qxp 21/06/2016 12:53 Page 1

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Serial Number: BB-1833Registration: N375JPAirframe TT: 5,789Landings: 4,425

Airframe5,789TotalTimeSinceNew4,425 Total Airframe Cycles

EnginesTwo Pratt and Whitney Canada PT6A-61 –1346SHP Each (Flat rated)S/N TSN TCSNLeft: PCE-HA0224 350 178Right: PCE-HA0225 350 178

PropellersHartzell Model HC-E4N-3 Heated Four Blade -Overhaul c/w 8/2014 TSO: 350 CSO: 178

AvionicsCollins EFIS 84 SystemCollins APS-65 AutopilotDual Collins VHF-22C ComsDual Collins VIR-32 NavDual Collins TDR94D TranspondersCollins ADF-60ADual Collins DME-42Collins TCAS-4000 TCAS IIGarmin GNS-400 GPSHoneywell Mk VI EGPWSCollins WXR-270 Color Weather Radar

Collins ALT-55B Radio AltimeterCollins ALI-80A AltimeterFull Copilot’s InstrumentsL3 FA2100-1020 CVRArtex C406-2 ELT

InteriorPewter leather interior with charcoal thick pilecarpet. Refurbished woodwork throughoutincluding interior tables and furnishings. Twoplace side facing couch fitted and a single seatoption available. Interior refurbished August 2014

ExteriorPaint- Striking Matterhorn White with Red andBlack Stripes - New January 2015

Additional FeaturesRVSM CapableEngine Fire ExtinguishersDual Door CablesMEDCO High Security Locks110VAC OutletsPropeller Syncrophaser

MaintenanceFresh Phase 1-4 completed June 2016

2003 King Air B200 Blackhawk XP61

Please contact:Don and Sam Starling

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


JetPro Texas King Air B200 July.qxp_Heeren Cit Ultra sep 21/06/2016 12:55 Page 1

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Serial Number: 5232Registration: N77CAirframe TT: 8,640Landings: 5,890

Engines4 TFE 731-3-1K. 4200 TBOMPI/HS Interval 1400TTSN Next MP Next CZI8,447.4 662.8 2,001.08,344.5 885.3 795.98,515.3 1,193.6 1,395.58,540.1 287.5 3,082.5

APUGTCP 30-92C 1,646.6

AvionicsCOMMS 3 Collins VHF-22C, NAVS 2 CollinsVIR-30A, Transponders 2 Collins TDR-940, HFRadios 2 King KHF-950 w/ Selcal, FlightDirectors 2 FD-109G, Autopilot Collins A/P 105,Air Data Computers Dual ISS-90 ADC FlightMGMT Systems 2 Universal UNS1-FW, WAAS,LPV, RNP-1, with Unilink, B&D CVR, TCAS IITTR-4000, MFD Universal, Radar HoneywellPrimus 660, 2 CMC EFB With Electronic Charts,XM Weather, & EGPWWS Honeywell Mark VII

InteriorNine Place, with Jump/Flight AttendantSeat (10)

ExteriorWhite with Orange and Blue Stripes

Additional FeaturesOne owner last 27 years, Long Range O2,Fire Blocked, Stage III, Flight Status Display,2 AHRS w/ 3rd Backup Gyro, & ATPMaintenance Tracking Program

Price: $500,000.00 USD

Aircraft offered is subject to prior sale orwithdrawal from market. Specificationssubject to verification by Purchaser.

1979 Lockheed Jetstar II


J New Aviation, LLC10 NW Richards Road

Kansas City, MO 64116, USA

Tel: +1 816-876-7038Email: [email protected]

J New Aviation July.qxp_Heeren Cit Ultra sep 22/06/2016 12:45 Page 1

Serial Number: 3985Registration: A6-AJCAirframe TT: 3002.25Landings: 978

This new member of the Airbus aircraft familytypically seats up to 19 passengers flying largergroups than traditional business jets, making itideal for big companies, government delegations,and extended families. With the widest and tallestcabin of any business jet, the A318 Elite alsodelivers unprecedented comfort, space andfreedom of movement.

This luxurious aircraft features an attractivelyelegant cabin with an extra bathroom, and asettee that converts to a double-bed, whichwill meet the needs of discerning travelers andmakes them feel at home

• "C" Check - Completed June 2016• Surround Sound System• DVD player in each Zone- Airshow 4000• Audio Video Input ( Lounge + Private Office- P.O)• TV DISPLAYSEntourage Area 1 X 20” LcdLounge 2 X 20” Lcd & 1 X 42” LcdPrivate Office 1 X 2 0” Lcd & 1 X 31” Lcd• Hi-Fi Speakers in P.O + Lounge• Fax Machine• Satcom Phone system with 7 cordless handsets• Power Outlets throughout the whole cabin• Skillet for making hot meals on Board + toaster

• Convection Oven + Microwave• Dome Ceiling Lights in all areas• LED Lighting systems• Audio Video Auxiliary inputs• High Speed internet – Wi-Fi• Noise cancelling Headsets• Full Galley + Bar• Luxurious VIP Lavatory• Mid Cabin Lavatory• Separate Crew Lavatory• Zonal Temperature control• Safe

Date Entered Operation: February 2010Number of passengers 19 passengersCrew 2 Pilots / 2-3 cabin crewEngine Model CFM56-5B9/3Max Range 3980nm / 7371kmMax Cruise Speed M 0.78 / 460knts / 850 kmhService Ceiling 39800ftCabin Volume 5300 ft3 / 150 m3Cabin Length 70ft 2in / 21.38mCabin Height 7ft 4in / 2.25mCabin Width 12ft 1in / 3.70mBaggage Volume 430 cu. Ft. / 12.2 m3Baggage number + Weight 110 bags / 2920kgStandard Baggage Dimension 70x 50x20 cms

Interior: Newly refurbished - July 2015

SHOWCASE

2009 Airbus Elite 318+

EAS LtdEmad Sharghi

Chief Executive Officer

Tel: +971-50-329-5187 | GMT/UTC+4www.execairsales.com


EAS Ltd July.qxp_Empyrean 21/06/2016 16:05 Page 1

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Serial Number: 5892Airframe TT: 1365Landings: 568

• Off-market, ready for buyer• Aircraft model: CL-600-2B16• One owner since delivery• Hangered• Only owners flights, no charters

APU1141 hours

AvionicsVHF - 4000 Rockwell Collins (2)NAV-4000 Rockwell Collins (2)AFCS (2)TDR-94D Rockwell Collins (2)DME-4000 Rockwell Collins (2)FMC-6000 Rockwell Collins (2)GPS-4000S Rockwell Collins (2)AFD-5220 Rockwell Collins (2)RTA NAV-4000 Rockwell Collins (2)ALT-4000 Rockwell Collins (2)Laser RefV Honeywell (2)HF-9031A Rockwell Collins (2)Cockpit Voice Recorder (1)Flight Data Recorder (1)ELT C406-N ARTEX (1)TCAS II Chg7.1 TTR-4000 Rockwell Collins (2)ST4200 Aircell (1)AFD-5220E Rockwell Collins (2)MK V EGPWS Honeywell (1)CSD-714 Avtech (1)

Interior• Eleven (11) passengers executive interior.Forward cabin is featured by four (4) place clubwith pull-out tables, as well as a forward galley.• Aft cabin area offers four (4) place left sideconference group opposite right side three (3)place divan. Aft passenger lavatory.• Fully equipped forward galley offers numerousamenities including cooled storage, high-tempoven as well as Nespresso machine and coffeemaker. Cabin Entertainment System features anAirshow ASXi Interactive with Network Package &Lonely Planet World Guide. Two enlarge monitorsare installed in forward and aft partitions.• All seats are made of beige leather.• Cabin interior was completed with EnhancedSoundproofing and features high gloss mediumbright wood cabinetry complimented by polishedgold plating and dark carpeting all over the cabin.

2012 Challenger 605

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

Sorens Group Ltd1 1\2 Miles Northern Highway,

Belize City, Belize


Sorens Group May.qxp 22/06/2016 12:47 Page 1

AVIATRADE INCORPORATEDNEW YORK, LOS ANGELES, HONG KONG, LONDON

Philip Rushton President


SHOWCASE

Serial Number: 098Registration: M-ABCDAirframe TT: 9748.3Landings: 6073

Airframe StatusTOTAL TIME: 9748.3 HoursLANDINGS: 6073APU (P-346) 4527.0 Hrs

Engine Status

Left engine: CFE 738-1-1BSerial Number: P-105364Hours: 8642.9MPI due: 10732CZI due: 13232

Right engine: CFE 738-1-1BSerial Number: P-105348Hours: 8632.9MPI due: 8890CZI due: 8910

Engines and APU are enrolled on the HoneywellMSP GOLD ProgramAPU: Honeywell GTCP 36-150(FM2), P-346,4527.0 hours

AvionicsCollins ProLine 4:Collins 4 Tube EFISDual Collins ADC 850C Air Data ComputersDual Honeywell LaserRef IRS with third CollinsAHRS Heading Source

Dual Collins FMS 6000 with dual GPS 4000Collins DBU-5000 Solid State Data Loader UnitDual Collins Flight Director ComputersSingle Collins AutoPilotDual Collins RTU 4220 Radio Managements UnitsDual Collins VIR 432 Nav UnitsDual Collins VHF 422C Comm UnitsDual Collins DME 442Dual Collins ADF 462ADual Collins TDR-94D Enhanced Mode SDiversity TranspondersCollins RTA-858 Color Weather RadarCollins ALT 55B Radio AltimeterDual Collins HF-9000 HF Radios with SELCALHoneywell MK V EGPWSHoneywell SSFDR Digital Flight Data RecorderHoneywell SSCVR Digital Cockpit Voice RecorderCollins TTR-920 TCAS II with Change 7.1Aircraft enrolled on Rockwell Collins CASPAvionics Insurance program

Additional EquipmentRVSM CompliantHoneywell VHF AFISMagnastar C-2000 Flight PhoneAircell ATG-5000 Broadband System (Provisions only)Socata 406 MHz ELTAirshow Genesys System110 VAC Electrical OutletsIndividual Side Ledge Monitor MountsDVD, CD and Video Cassette PlayerCoffee MakerConvection OvenMicrowave Oven

WeightsGross Weight (Ramp): 36,000 lbsMax Take Off Weight: 35,800 lbsMax Landing Weight: 33,000 lbsMax Zero Fuel Weight: 28,660 lbs

Empty Weight22,372 lbs

InteriorTen (10) passenger seating cabin. The forwardcabin has four (4) executive seats upholstered inbeige leather. The aft cabin has a four (4) placeclub arrangement upholstered in beige leatheropposite two (2) executive seats. There is aforward galley with coffee maker and microwaveoven. The cabin is outfitted with an aft lavatory.The woodwork finish is dark high gloss veneer.Interior is fire-blocked

ExteriorOverall White with Taxco Silver, Ming Blue andBlack Pearl Stripes

LocationFarnborough: UK

Priced to Sell

1999 Falcon 2000

Aviatrade July.qxp 22/06/2016 08:45 Page 1

SHOWCASE

Tel: +1 908 696 1174 Fax: 1 908 696 [email protected]


Aviatrade July.qxp 22/06/2016 08:45 Page 2

SHOWCASE

2014 Bombardier Challenger 350

NalJetsContact: Craig McLeod

Tel: +44 (0)795 894 4422Email: [email protected]

Serial Number: 20530Airframe TT: 920

• HIGH END SPECIFICATION

• DELIVERED NEW LATE DECEMBER 2014

• AVAILABLE FOR VIEWING in UK

• ENGINES & APU on HONEYWELL

MSP GOLD

• AIRFRAME Bombardier SMART PARTS

• Fully EU OPS Compliant

• Proline 21 Advanced Avionics with SVS

• FANS 1A & CPDLC

• In Turnkey ready to go position

• Available on UK worldwide AOC

and crewed

A rare opportunity buy Challenger 350,A super Mid-Size Luxury Executive Jet, theleader in its class.Designed to a high end specification with manyquality and bespoke features.Featuring the latest Avionics and systems in boththe Cockpit and Cabin. Viewing this aircraft is a must and highlyrecommended you will not find better.

The Challenger 350 benefits from highperformance in climb / cruise, short runwaycapabilities, modern avionic and cabinentertainment systems. This 350 has, SyntheticVision, Internet, Jump Seat, Galley Sink, SteepApproach, Multi-scan Radar, Lightning DetectionSystem, Dual Sat Phone systems, HD Multimediacabin connectivity, Nespresso, Microwave andmuch more.

We are ready to sell please

Make Offer


Naljets July.qxp_Empyrean 22/06/2016 14:47 Page 1

SHOWCASE

Serial Number: 154Airframe TT: 2,785

EnginePRATT & WHITNEY PT6A-64 (3500 HOURTBO) 2,785 HOURS TTSN / 902 SINCE HOTSECTION DUE EVERY 1,750 HOURS

PropellerHARTZELL - 2,785 HOURS SNEW 430SPOH - MAY 2013 DUE EVERY 6 YEARSOR 4,000 HOURS

Avionics• GARMIN 750 & GARMIN 650 WAASNAV/COMMS• HONEYWELL KFC-325 3-AXIS AUTOPILOT• HONEYWELL KAS-297 ALTITUDEPRESELECT• GARMIN GTX-327 & GTX-330 TRANSPONDERS• HONEYWELL KN-63 DME W/OUTPUT TO EHSI• HONEYWELL KEA-346 DRUM ALTIMETER• HONEYWELL KCS-55A HSI• HONEYWELL KRA-405 RADAR ALTIMETER• GARMIN 340 AUDIO PANEL• HONEYWELL 2-TUBE EHSI/EADI EFIS 40• GARMIN 750 & GARMIN 650 WAAS GPS(COUPLED)• GARMIN GMX-200 W/CHARTVIEW MFD• HONEYWELL KGP-560 EGPWS• BFG SKYWATCH TCAD• HONEYWELL RDR-2000VP RADAR(DISPLAYED ON GMX-200)

• BFG WX-1000 STORMSCOPE• GARMIN GDL-69A W/XM REAL TIME WEATHER• HONEYWELL KR-87 ADF

Features• TWO OWNERS SINCE NEW• NO DAMAGE HISTORY• STAND-BY VACUUM ARTIFICIAL HORIZON• KEITH FREON AIR CONDITIONING• ALL NEW DE-ICE BOOTS 2014• AIRBORNE HOURMETER• FULL CO-PILOT INSTRUMENTS• FULL KNOWN ICING, WITH RIGHTHAND &LEFTHAND ELECTRICALLY-HEATEDWINDSHIELDS

InteriorSIX SEATS COMPLETED IN GREY LEATHER;GREY ULTRASUEDE HEADLINER WITH GREYULTRALEATHER SIDEWALLS; THE OVERHEADCONSOLE AND EXECUTIVE WRITING TABLESARE COMPLETED IN RICH BURLWOOD ANDSTORAGE CABINET BEHIND CO-PILOT

ExteriorWHITE TOP OVER DARK BLUE BOTTOM WITHRED AND PLATINUM ACCENT STRIPES

1999 TBM 700B

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 700B July.qxp 21/06/2016 12:59 Page 1

SHOWCASE

Serial Number: 550-0672Registration: G-IBZAAirframe TT: 4116Landings: 3277

This beautiful Cessna Citation II, offers comfort,luxury, and exceptional runway performance, andgives you the facility to transport up to sevenpeople at over 400 mph throughout Europe.The aircraft currently operates on an AOC and ifsold within Europe, it can remain on this AOC forcharter revenue. Furthermore this aircraft isapproved and certified for single pilot operations

EnginesEngines Since OH RH 530 / RH 508 hrsStarters/Generators 59 hrs / TBO 1000hrsAir Cycle Machine SOH 530 / TBO 5000 hrsPhase 5 C/W April 8th 2016 33 hrs / TBO1200 hrs / 36 months (Updated June 1st, 2016)

Avionics / RadioCOM/NAV/GPS WAAS Touchscreen: GTN 750 DualInterface Adapter for PRNAV: GAD 42 DualAudio System, Marker Beacon: GMA 35Iridium Satcom, Phone, Email, WW Weather: GSR 56Weather Radar and Turbulence Detection: GWX 70HF High Freq. Radio: KHF 950Autopilot/Flight Director: SPZ 500EFIS: EDZ 605ADF: ADF 462 DualRMI: RMI 36 DualDME: DME 42 DualRadar Altimeter: ALT 55

Transponder: MST 67A Mode S (EHS) DualTCAS II Change 7.1, ACAS II: CAS 67AEGPWS Enhanced Ground Proximity Warning:Honeywell Mk. VIIIFDR Flight Data Recorder: Fairchild F1000CVR Cockpit Voice Recorder: Fairchild AR 30RVSM: IS&S Air Data SystemELT: Kannad ELT 10DUAL SATNAV

Other EquipmentThrust ReversersAngle-of-Attack w/Optional IndexerJet Emergency GyroRecognition LightFlood Cooling SystemNicad Battery new 2015Eros Oxygen Masks new 2014New Boose headsets for crewoptional 3 placed bench

ExteriorWhite top, black bottom and gold trim stripe

InteriorAft view of the interior with Light Kahki leatherseat and matching interrior. In the back you seethe aft lavatory with fully closable door and beltedseatForward view of the interior with SatComtelephone and forward refreshment center to theleft of the door

ASKING PRICE: USD1.375.000 (ex. VAT)

1991 Cessna Citation II, C550


European Aircraft SalesGl Skolevej 26 - DK-6462 Morud

Denmark

Tel: +45 4016 5401, +45 2043 5287+44 7771900198


European Aircraft Sales July.qxp_Heeren Cit Ultra sep 22/06/2016 10:12 Page 1

SHOWCASE

Serial Number: 20169Registration: C-GMHVAirframe TT: 2,398Landings: 1,168

Entry-Into-Service date January 2008 -Aircraft Bluebook & VREF consider this a2008 airframe

• Fresh 96 month inspection

• JSSI Tip-To-Tail

• 10 passenger interior

• Link 2000+

• ADS-B Out

• 3rd VHF with Datalink

• ICG NXTLINK 220A Multi-Channel

SATCOM

EnginesFlightDocs Maintenance TrackingEngines, APU and Airframe enrolled on JSSI Tipto Tail ADS-B Out 3rd VHF with Data Linkintegrated with Sat Com Link 2000+LH Engine Total Time: 2,398 | LH EngineCycles: 1,168RH Engine Total Time: 2,398 | RH EngineCycles: 1,165APUHoneywell 36-150BD 1,898 Hours TSN

AvionicsCollins APS-3000 Automatic Flight ControlSystemCollins RDC-5000 Remote Concentrator UnitDual Collins FMS-5000 Flight ManagementDual Collins CDU-5000 Control Display UnitsDual Collins NAV-4000 Navigation w/Dual ADFDual Collins DME-4000 Distance Measuring EquipDual Collins AHC-3000 Altitude HeadingComputersDual Collins TDR-94D TranspondersDual Collins RIU-4000 Radio Interface UnitsDual Collins IOC-300 I/O Concentrator UnitsDual Collins HF-9000 HF Communication SystemsDual Collins FMC-5000 Flight Management CompDual Collins GPS-4000A GPS SensorsDual Collins ADC-3000 Air Data ComputersDual Collins CCP-5220 Audio Control PanelsDual Collins HF-9031A Units w/SELCALCollins IEC-4000 IAPS Environmental ControllerCollins DCU-4002 Data Concentrator UnitCollins DBU-5010E Data Base UnitCollins TCAS II w/Change 7Collins ALT-4000 Radio AltimeterCollins TWR-850 Turbulence WX Radar RTA-854Interior10 passenger interiorHigh Gloss Wood VeneerMicrowave Oven and Nespresso MachineNICE Cabin Management Upgrade to colored GUIAirshowDVD/CD Player

IPOD InterfaceForward and Aft Cabin MonitorsForward GalleyForward 4-Place Double ClubAft 3-Place Divan across from Single ClubAft LavatoryPrice: Please Call

2007 Bombardier Challenger 300


Altus Aviation Tel: US: +1 888 337 3439Tel: EU: +49 1766 255 5634Email: [email protected]

Altus Aviation July.qxp_Empyrean 22/06/2016 10:16 Page 1

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

Neta Snook was a trailblazer. The first woman aviator in Iowa. The first woman to run her own aviation business

and commercial airfield. Oh, and she taught Amelia Earhart to fly. Though forgotten by some, her achievements are

remembered by us. With that same tenacious spirit, we’ve compiled hundreds of resources to help our members

achieve their goals. From greater efficiency to more customer visits, NBAA helps you trail blaze your way to new

frontiers. Because business aviation enables greater success. And at NBAA, we enable business aviation.

Join us at nbaa.org/join.

W H E N W O M E N H A D N O B U S I N E S S F LY I N G ,

S H E M A D E FLY I N G H E R B U S I N ES S .

www.aircraftsales.com

Marketplace


Skyservices Jet SalesPrice: Please Call

Year: 1998

S/N: 50-264

Reg: C-GWFK

TTAF: 5753.7

Location: Canada

Aircraft recently completed C-Check (Standard Aero) andDry Bay Mod (SB-496) plus new Paint 2016. Also c/w TCAS7.1 upgrade and FANS 1/A CPDLC UniLink w/ Printer. Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 total flighttime on aircraft. Always professionally flown. This aircraft isequipped with Collins avionics, VIP seating, executivetables, full galley, entertainment center and much more

CONTACT: Geoff Carlyle

Dassault Falcon 50EX Tel: +1 (403) 592-3715 Email: [email protected]

Skyservice Jet SalesPrice: Please call

Year: 2004

S/N: 45-239

Reg: C-GJCY

TTAF: 3400

Location: Canada

Well-maintained 2004 Learjet 45XR. 3400 total flight time onaircraft. Always professionally flown. This aircraft isequipped with Honeywell Primus avionics, Airshow, CAMPmaintenance tracking, and much more. Engines: HoneywellTFE-731-20BR-1B. Additional Features: CAMP EnrolledMaintenance Tracking. Reduced Vertical Separation Minima(RVSM) Certified. ARTEX C406-2 Emergency LocatorTransmitter (ELT). Iridium ICS-100 SATCOM System.Airshow 400 Network. Cycles 2132

Bombardier Learjet 45XR Tel: +1 (877) 759 7598 E-mail: [email protected]

Skyservice Jet SalesPrice: Please call

Year: 2007

S/N: 525B-0145

Reg: C-FFCM

TTAF: 1781.1

Location: Canada

Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781hours of total flight time on the aircraft. Alwaysprofessionally flown. This aircraft is equipped with Collinsavionics, VIP seating, executive tables, refreshment centerand much more. The aircraft is located in Calgary, Canada.• Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins

• Three 8x10 AMLCDS; two Primary Flight Displays andone Multi-Function Display

Cessna Citation CJ3 Tel: +1 (403) 671-2178 E-mail: [email protected]

Capital Jet GroupPrice: $10,250,000

Year: 2008

S/N: 20202

Reg: N360PA

TTAF: 3308

Location: USA

2 U.S. corporate owners since new, MSP engines & APU,2011 Bombardier paint. Over $1 Million in upgrades.ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAASGPS/LPV FMS, LINKS 2000+, ADS-B out, EmergencyHydraulic Generator, Universal Weather, TCAS II Change7.1, IMS 3500 Aircraft Information Manager, CVR/FDR,Dual HF w/Selcal, Dual AFIS, Iridium Satphone.9 pax fireblocked double club interior.Fresh 96 month inspection

Challenger 300 Tel: +1 (703) 917 9000 E-mail: [email protected]

Capital Jet GroupPrice: Make offer

Year: 1975

S/N: 11262

Reg: N690DS

TTAF: 7644

Location: USA

No damage history. Complete logs. All AD’s & SB’scomplied with.Saunders spar installed 1993, SB208 N/A.Engines-1979 hours, 1936 cycles since Dash 10 overhaul.IHAS 800- KMD 850 MFD, IFR GPS, TAWS, TCAS &Stormscope. Aero Air Soundproofing & Heavy Windows.(1) KAA445 Audio Panels with Altitude Alert SystemBlue and grey Renaissance interior. Exterior with all overWhite w/Blue trim. 2002

Rockwell Commander 690A Tel: +1 (703) 917 9000 E-mail: [email protected]

P157-160.qxp 22/06/2016 10:30 Page 1


Marketplace

International Jet MarketsPrice: Make offer

Year: 1998

S/N: 259003

Reg: N261PA

TTAF: 10,058.9

Location: USA

Fresh A thru E Inspection / APU Inspection – August 2016External BaggageWi-Fi Equipped / Provisions for Flight Data RecorderDL-900 Data Loader / Dual Laseref IILightning Sensor LSZ-850 / AFISEngines on ESP Gold $270.00 / Hour per EngineRVSM CompliantMaintenance Tracking ProgramNo Known Damage History

Hawker Beechcraft 1000 A Tel: + 1 (850) 213 3218 Email: [email protected]

Midland Financial CoPrice: Make offer

Year: 2005

S/N: 5601

Reg: N448E

TTAF: 2500

Location: USA

2 private 91 only owners since new. Aircraft has never beenchartered-No Damage History -Heads Up Display- RVSMEquipped- MNPS, PNP 5 & RNP 10 Capable- Dual ElectronicFlight Bags w/ WSI- Flight Dynamics 2150 Head UpGuidance System- Satellite AFIS (SB 604-34-015R2)-Safeflight Enhanced Auto Throttle System- Pulse LandingLights- Second Radar Control Panel (SB 604-34-006)-Second Fuel/Defuel Panel- Artex C406-2 MHz ELT w/ NavInterface- Metric Altitude Switch- 3D Map & Long RangeCruise- ICG-100 Iridium Satcom- ICG Phone System

Bombardier Challenger 604 Tel: +1 (405) 757 7891 E-mail: [email protected]

Nexus AviationPrice: $25,400,000 USD

Year: 2012

S/N: 244

Reg: HB-JKL

TTAF: 948

Location: Switzerland

10 passenger meticulously maintained, extremely elegantinterior, EASY II upgrade, engines on ESP Gold, APU onMSP Gold, one owner one operator, based Geneva, alwayshangared. Airframe: 948:00 TTSN / 604 CSN. Deliverednew June 2012. JAR-OPS 1 compliant and operated.Immediately available. Full provisions for HUD. Pratt &Whitney DTU. Forward and aft 22 inch bulkhead mountedmonitors 8 each plug in monitor receptacles 2 each 10 inchindividual monitors

Dassault Falcon 2000LX Tel: +41 (0) 79 611 7303 E-mail: [email protected]

Nexus AviationPrice: $38,900,000 USD

Year: 2002

S/N: 32806

Reg: VP-CBB

TTAF: 10,554

Location: Switzerland

- Associated Air Center Dallas Texas Completion- Entry into service July 2002 - 10,554 hours and 4,694 landings- 5 additional fuel tanks fitted for best range / cargo spacecombination - 27 / 29 passengers / 7 crew - Master bedroomwith en-suite master lavatory and bathroom - Forward servicegalley and aft full service galley with both aft doors operational -Cat IIIa certificated, on CAMP, one owner since new. Interior:The entrance includes a crew lavatory, a staging galley, twoflight attendant seats, as well as two first class seats that can beused by passengers if needed. Both entry doors operational

Boeing BBJ2 Tel: +41 (0) 79 611 7303 E-mail: [email protected]

SeatecPrice: Make offer

Year: 1990

S/N: 1244

Reg: N350UK

TTAF: 4700

Location: Belgium

Fresh paint 2013, fresh 12 years 2015 , fresh Engine 2015,GTX 330, GMS 350H, build in 1980 0 hrs by Eurocopter1990

Airbus/Eurocopter AS 350B Tel: +32 (0) 475 308 908 E-mail: [email protected]

P157-160.qxp 22/06/2016 10:30 Page 2

Leonard Hudson DrillingPrice: US $1,375,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM.

Competitively priced at US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace


Wilhelm KlaasPrice: 220,000 EURO

Year: 2005

S/N: 27-0366

Reg: N 363 US

TTAF:

Location: Germany

The best on market: Garmin 1000 GDU 1040; GDC 74A;GRS77; GIA 63; GMA 1347; GTX 33; GEA 71; GMU 44; GDL69A; Steg 55x; VOR/LOC/GS/REV/GPS; Goodrich WX500overlay on Garmin; KN63 remote DME; Extra MovingTerrain with Sat let Wether Radar; TKS ice protection knownice; Oxygen 115.7 cubic 4 mask; Long range 131 gallon;Speed breaks; MT 4 blade Prop noice red. ICAO Annex 16volume I; Owner extras: Oil heat 110v ext power; 2 x BoseA20; 2 x Senheiser noise Gard; Mover; div Cover; 621hEngine and Prop after Shockloading Overhaull 151h

Mooney M20 Bravo GX Tel: +49 (0) 172 9201383 E-mail: [email protected]

P157-160.qxp 22/06/2016 10:30 Page 3

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055 Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING


Marketplace

AvBuyer (USPS 014-911), July 2016, Vol 20, Issue No 7 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporateaviation 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 cannotaccept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of allmaterial, 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 bereproduced, 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.

21st Century Jet Corporation .........................162

Air Charter Service ..............................................75

Aircraft Finance Corporation .............................95

Aircraft Guaranty Corporation ...........................87

Altus Aviation ......................................................155

AMAC Aerospace...................................................5

Aradian Aviation .................................................121

Arcosjet ................................................................137

Aviatrade...................................................150 - 151

Avitrade Belgium ....................................138 - 139

Avjet Global ...........................................................61

Avpro ..............................................................10 - 15

Bell Aviation...................................................72 - 73

Bombardier..........................................................1, 9

Boutsen Aviation...................................................79

CAAP....................................................................143

Central Business Jets .......................................163

Charlie Bravo.........................................................23

Conklin & de Decker .........................................111

Corporate AirSearch.........................................153

Corporate Concepts ...........................................41

Dassault Falcon Jet .........................................2 - 3

Donath Aircraft Services.....................................71

Duncan Aviation....................................................81

Eagle Aviation........................................................25

EAS.......................................................................148

Elliott Jets .....................................................20 - 21

European Aircraft Sales ...................................154

Freestream Aircraft USA............................64 - 65

General Aviation Services ..................................85

Global Jet Capital.................................................59

Global Jet Monaco.................38 - 39, 124 - 135

Hatt & Associates.................................................33

Horizon Air Group .............................................144

IAG........................................................................136

Intellijet International ...........................................6-7

J.New Aviation.....................................................147

Jet Bed....................................................................91

Jet Sense Aviation ..................................140 - 142

Jet Support Services (JSSI) ..............................49

JetBrokers .....................................................44 - 45

Jetcraft Corporation ...........................66 - 67, 164

Jeteffect .........................................................42 - 43

JETNET iQ .............................................................55

JETNET ................................................................101

JetPro Texas ........................................................146

Jordan Point Aviation ...........................................99

LBAS .......................................................................57

Leading Edge Aviation Solutions ...................109

Lektro....................................................................107

Mente Group................................................. 145

Naljets...................................................................152

NBAA Corporate ...............................................156

NBAA Regional Forum .....................................119

OGARAJETS................................................26 - 27

Par Avion..............................................................107

Rolls-Royce............................................................53

Sorens Group.....................................................149

Southern Cross Aviation ..................................105

Sparfell & Partners.......................................16 - 17

SpeedNews ........................................................123

Survival Products ...............................................107

The Elite New York...............................................60

The Jet Business..........................................34 - 35

The Private Jet Company....................................89

VREF Aircraft Values.........................................111

Wright Brothers Aircraft Title ..........................103

Advertiser’s Index

Copy deadline for the August Issue - Wednesday 13th July

C.A.H. Aircraft SalesPrice: Please Call

Year: 2011

S/N: 1296

Reg: N358MB

TTAF: 1386

Location: USA

Low time One Owner AircraftHoneywell Apex AvionicsDual GPS with WAAS/LPV8 PAX interior with OxygenFlood Air ConditioningBeautiful Paint & InteriorBose Noise Cancelling HeadsetsXM Weather integrationFDS Cabin Entertainment

Pilatus PC-12 NG Tel: +1 (972) 740-9426 E-mail: [email protected]

P157-160.qxp 28/06/2016 11:37 Page 4

AIRBUSA318 . . . . . . . . . 35, 39, 148,

AVIATHusky A-1C . . . . 45,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 64, 164,BBJ2 . . . . . . . . . . 158,727-200 . . . . . . . 41,737-200 . . . . . . . 41,DC-8-62 VIP . . . 41,DC-8-72 VIP . . . 41,

BOMBARDIERGlobal 5000 . . . . 26, 34, 41, 67, 107,. . . . . . . . . . . . . . . 164,Global 6000 . . . . 38, 41, 61, 66, 67, . . . . . . . . . . . . . . . 134, 135, 164,Global Express . 9, 10, 42, 66, 67, . . . . . . . . . . . . . . . 164,Global Express XRS. .1, 7, 9, 23, . . . . . . . . . . . . . . . 34, 61, 65, 66, 67, . . . . . . . . . . . . . . . 109, 137, 164, Challenger300 . . . . . . . . . . . 9, 12, 17, 26, 38, 66,. . . . . . . . . . . . . . . 67, 105, 109, 155, . . . . . . . . . . . . . . . 157, 164,350 . . . . . . . . . . . 152,601-1A . . . . . . . . 23,601-3R . . . . . . . . 66,604 . . . . . . . . . . . 12, 42, 43, 66, 158,605 . . . . . . . . . . . 38, 42, 65, 66, 67, . . . . . . . . . . . . . . . 71, 105, 109, 149,. . . . . . . . . . . . . . . 164,850 . . . . . . . . . . . 67, 164,Learjet 31A . . . . . . . . . . . 43, 44, 89,31ER . . . . . . . . . . 72,35A . . . . . . . . . . . 44,36A . . . . . . . . . . . 159,40 . . . . . . . . . . . . 44,40XR . . . . . . . . . . 20, 140,45 . . . . . . . . . . . . 43, 44, 65, 81, 85,. . . . . . . . . . . . . . . 107,45XR . . . . . . . . . . 12, 13, 67, 85, 89, . . . . . . . . . . . . . . . 105, 157, 164,55 . . . . . . . . . . . . 44,60 . . . . . . . . . . . . 12, 43, 81,60XR . . . . . . . . . . 12, 105, 141,75. . . . . . . . . . . . . 79,

CESSNACitationII . . . . . . . . . . . . . 21, 75, 154,III . . . . . . . . . . . . . 45, 81,V. . . . . . . . . . . . . . 23,X . . . . . . . . . . . . . 20, 23, 43, 163.X+ . . . . . . . . . . . . 144,XL . . . . . . . . . . . . 13, 26, 72, 121, 142,

XLS . . . . . . . . . . . 23, 38, 43, 121,CJI . . . . . . . . . . . . . 43,CJI+ . . . . . . . . . . . . 17,CJ2 . . . . . . . . . . . . . 17, 25, 72,CJ3. . . . . . . . . . . . 20, 25, 43, 157,Bravo . . . . . . . . . 21, 67, 164,Conquest I . . . . . 25,Conquest II . . . . 73,Encore+ . . . . . . . 21, 44,Jet . . . . . . . . . . . . 45,M2 . . . . . . . . . . . . 25,Sovereign 45, 67, 75, 89, 121,. . . . . . . . . . . . . . . 164,Sovereign+ 164,T182T . . . . . . . . . 25,210M . . . . . . . . . . 44,Mustang . . . . . . . 13, 121,Ultra . . . . . . . . . . 21, 45,310 . . . . . . . . . . . 44,525 . . . . . . . . . . . 163.Grand Caravan 208B 73,

DAHER/SOCATATBM 750B . . . . . 153,TBM 850. . . . . . . 20,TBM 930. . . . . . . 21,

DASSAULT FALCON 7X . . . . . . . . . . . . 3, 11, 34, 39, 67, 72,. . . . . . . . . . . . . . . 79, 81, 124, 125, . . . . . . . . . . . . . . . 126, 127, 138, 162, . . . . . . . . . . . . . . . 163. 164,10 . . . . . . . . . . . . 44,50 . . . . . . . . . . . . 162, 50EX . . . . . . . . . . 3, 12, 17, 105, 136,. . . . . . . . . . . . . . . 145, 157, 162, 163.200 . . . . . . . . . . . 79,900 . . . . . . . . . . . 162, 900B . . . . . . . . . . 11, 44, 162, 163.900C . . . . . . . . . . 72, 162, 163.900DX . . . . . . . . . 17,900EX . . . . . . . . . 17, 26, 42, 65, 67, . . . . . . . . . . . . . . . 162, 163.900EX EASy . . . 3, 11, 34, 136, 162, 900LX . . . . . . . . . 11, 162, 2000 . . . . . . . . . . 3, 11, 12, 72, 79, 85,. . . . . . . . . . . . . . . 89, 99, 150, 151,2000EX EASy . . 34,2000LX . . . . . . . . 3, 7, 11, 158, 163.

DORNIER328 . . . . . . . . . . . 79,328-310 . . . . . . . 85,

EMBRAERLegacy 600 . . . . 12, 17, 34, 44, 79,Legacy 650 . . . . 12, 23, 34, 79, 99,. . . . . . . . . . . . . . . 136, 164,Phenom 100 . . . 23,Phenom 300 . . . 79,

FOLLANDGnatt . . . . . . . . . . 45,

GULFSTREAMIV . . . . . . . . . . . . . 107, 109,IVSP . . . . . . . . . . 10, 42,V. . . . . . . . . . . . . . 35, 65, 67, 79, 109,100 . . . . . . . . . . . 121,150 . . . . . . . . . . . 7, 33, 42, 67, 121,200 . . . . . . . . . . . 10, 26, 61, 67, 121,. . . . . . . . . . . . . . . 164,280 . . . . . . . . . . . 143,450 . . . . . . . . . . . 10, 38, 61, 65, 67, . . . . . . . . . . . . . . . 109, 121, 128, 129,. . . . . . . . . . . . . . . 164,550 . . . . . . . . . . . 7, 10, 35, 38, 42, 61,. . . . . . . . . . . . . . . 64, 67, 121, 130, . . . . . . . . . . . . . . . 131, 132, 133, 164,650 . . . . . . . . . . . 10, 35, 41, 42, 64, . . . . . . . . . . . . . . . 109,650ER . . . . . . . . . 35,

HAWKER BEECHCRAFTKing Air100 . . . . . . . . . . . 73,200 . . . . . . . . . . . 44,B200 . . . . . . . . . 79, 121, 146,300 . . . . . . . . . . . 81,350 . . . . . . . . . . . 13, 26, 45, 81, 105,. . . . . . . . . . . . . . . 121,C90 . . . . . . . . . . . 44, 121,C90A . . . . . . . . . . 79,C90GT . . . . . . . . 121,E90 . . . . . . . . . . . 73,F90-1 . . . . . . . . . 73,BeechcraftDuke A60 . . . . . . 44, Premier I . . . . . . 43,Premier IA . . . . . 33,Hawker400A . . . . . . . . . . 20, 23,400XP . . . . . . . . . 21, 121,750 . . . . . . . . . . . 121,800A . . . . . . . . . . 20, 44,800B . . . . . . . . . . 79,800XP . . . . . . . . . 12, 26, 33, 44, 105,. . . . . . . . . . . . . . . 121, 145,850XP . . . . . . . . . 121,900XP . . . . . . . . . 67, 79, 109, 121,1000A . . . . . . . . . 158,4000 . . . . . . . . . . 33,

IAIAstra SPX. . . . . . 44,

LOCKHEADJETSTAR II . . . . . 147,

MOONEYM20 BRAVO . . . . 159,

NEXTANTNextant 400XT . 20,

PILATUSPC12-NG . . . . . . 160,

PIPERMeridian . . . . . . . 25, 45,Mojave . . . . . . . . 73,

ROCKWELL690A . . . . . . . . . . 157,

SABRELINER65 . . . . . . . . . . . . 44,

WESTWINDWestwind II . . . . 44,

HELICOPTERSAGUSTAWESTLANDA109 Grand . . . . 45,A109 Power . . . . 67, 164,A109 E Power . . 13,AW139 . . . . . . . . 16,Koala. . . . . . . . . . 121,

BELL206L4 . . . . . . . . . 159,212 . . . . . . . . . . . 159,407 . . . . . . . . . . . 14,412 EMS . . . . . . 159,

EUROCOPTER/AIRBUSAS350 B . . . . . . . 158,AS350 B-2 . . . . . 14, 16,AS350 B-3 . . . . . 13,AS355N . . . . . . . 14, 16, 79,EC 120 B . . . . . . 41,EC 130 B4 . . . . . 79,EC 135 P2 . . . . . 65,EC 135 P2+ . . . . 121,EC 135 T1 . . . . . 16, 79,EC 135 T2i . . . . . 13,EC 155 B1 . . . . . 14,

MCDONNELL DOUGLASMD520N . . . . . . . 16,MD900 . . . . . . . . 121,

SIKORSKYS-76C+ . . . . . . . . 14, 16, 67, 164,S-76C++ . . . . . . 65,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

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P161.qxp 23/06/2016 13:00 Page 1

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

21st Century May 2016.qxp 19/04/2016 17:01 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

www.cbjets.com

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: [email protected]

Now Actively For Sale2011 FALCON 7X SN 120

Less than 1000 Hours TT, ESP Gold, SingleOwner with Long Standing Falcon History

PROLINE 21 FALCON 50EX SN 302Proline 21 Upgrade, MSP Gold, Aircell ATG-4000 GogoBiz w/ WIFI, WAAS/LPV, Fully Refurbished Interior &Paint completed by Jet Aviation September 2012, A,2A/2A+, 4A/4A+, 1B/2B Inspections c/w 04/16

2002 FALCON 900C SN 1944300 TT, Recent 2C, 12 Year and Gear Overhaul,Brand New Paint, Refurbished Interior, MSP Gold,

Equipped for European Operations

FALCON 900B SN 1392 US Owners Since New, MSP Gold, StandardConfiguration Including Forward and AFT Lav,Acoustical Sound Proofing, Airshow 4000,

Aerial View Camera's, Etc…

1999 CITATION X N750GMSame Owner as SN207 & SN276. Original

Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

CITATION 525 SN 2682888 TT, Engines on Tap Elite Blue, Cescom

Maintenance Tracking, 5 Passenger,New Paint and Interior in 2013

EASY II FALCON 2000LX SN 194An Additional $4.2 Million spent in Over and Above Options IncludingEnhanced Vision. 1425 Hours Since New; 6 Year C Inspection Completed

March 2016 at Falcon. Custom Designed Interior; Exquisite FabricWindow Panels; LED Cabin Lighting; Auto Throttles; TripleFMS/IRS/Audio; CPDLC/WAAS/LPV/TCAS 7.1 and WIFI.

EASY II FALCON 7X SN 882667 TT, ESP Engines, MSP on APU, 1B Inspection

c/w August 2015, No Damage History, CampMaintenance Tracking, Warranties Remaining

thru year 2020

2013 Falcon 7X SN 213 Has Been Sold

New Paint

CBJ July.qxp_CBJ November06 21/06/2016 13:03 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2006 BOEING BUSINESS JET S/N 35990

• 1,818 Hours; 484 Cycles• 15 Passenger Interior

Completed by Gore• Owner Will Pay for

New White Paint

2011 EMBRAER LEGACY 650 S/N 14501142

• 1,441 Hours; 818 Cycles• CPDLC (FANS 1/A),

TCAS 7.1 Equipped• 48 Month Check Done

in March 2016

2014 CESSNA CITATION SOVEREIGN+ S/N 680-0521

• 838.2 Hours; 413 Landings• One U.S. Owner Since New• Fully Programmed/Remaining

Warranty

2016 BOMBARDIER GLOBAL 5000S/N 9707

• Completion Hours & Cycles Only• 13 Passenger Configuration• Trades Welcome

2011 DASSAULT FALCON 7X S/N 128

• 979 Hours, 534 Cycles• Engine on ESP Gold,

APU on MSP Gold• 14 Passenger Interior with

Honeywell SBB

2008 BOMBARDIER GLOBAL XRS S/N 9250

• 3,525 Hours; 887 Cycles• Fully Programmed• Batch 3; FANS-1/A; ADS-B;

WAAS/LPV

Landing

Connections

Around The World.

ALSO AVAILABLE2010 AGUSTA A109 POWER2007 CHALLENGER 3002010 CHALLENGER 6052007 CHALLENGER 8502008 GLOBAL 50002012 GLOBAL 60002003 GLOBAL EXPRESS2011 GLOBAL XRS2004 LEARJET 45XR2001 CITATION BRAVO2011 CITATION SOVEREIGN2008 GULFSTREAM G2002012 GULFSTREAM G4502006 GULFSTREAM G5502005 SIKORSKY S-76C+

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2011 DASSAULT FALCON 7XS/N

• 979 Hours, 534 Cycles•

•

2014 CESSNA CITATION SOVEREIGNS/N

• 838.2 Hours; 413 Landings• One U.S. Owner Since New• Fully Programmed/Remaining

Warranty

2011 EMBRAER LEGACY 650S/N

• 1,441 Hours; 818 Cycles•

•

7-2016_AVBuyer_Back Cover_Landing Connections.indd 1 6/15/16 9:14 AM