avbuyer magazine march 2015

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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

March 2015

™

GAMA 2014 Year-EndShipment Analysis

Safety Focus: Keeping Pace with Technology

Aircraft ComparativeAnalysis - Bell 206B-3

THIS MONTH

www.AVBUYER.com

JSSI FC March 2015_FC December 06 18/02/2015 16:01

Project1_Layout 1 24/02/2015 14:42 Page 1

AIRBUSA318 Elite . . . . . 82,A320 VIP . . . . . . 68, 164,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 43, 53, 73, 164,CRJ-100 . . . . . . . 12,CRJ-200 LR . . . . 164,DC-8-62 . . . . . . . 53,727 VIP . . . . . . . . 53,737-200 VIP . . . . 53,

BOMBARDIERGlobal 5000 . . . . 10, 41, 82, 164,Global 6000 . . . . 24, 63, 68, 164,Global Express . 10, 68, 150, 164,Global Express XRS . 29, 68, 82, 164,Challenger300 . . . . . . . . . . . 12, 28, 53, 68, 103,600 . . . . . . . . . . . 21, 32,601-3A. . . . . . . . . 63, 76,601-3R . . . . . . . . 12,604 . . . . . . . . . . . 32, 39, 41, 68, 76,. . . . . . . . . . . . . . . 83, 95, 103, 133, . . . . . . . . . . . . . . . 140, 149, 164,605 . . . . . . . . . . . 28, 47, 68, 83, 103,. . . . . . . . . . . . . . . 164,850 . . . . . . . . . . . 133, 164,Learjet 31A . . . . . . . . . . . 77, 133,31ER . . . . . . . . . . 85,35A . . . . . . . . . . . 76, 36A . . . . . . . . . . . 159, 40XR . . . . . . . . . . 96, 145,45 . . . . . . . . . . . . 13, 39, 63, 74, 107,45XR . . . . . . . . . . 13, 43, 63, 164,55 . . . . . . . . . . . . . . 76,60 . . . . . . . . . . . . 61, 63, 74,60SE . . . . . . . . . . 77,60XR . . . . . . . . . . 63, 77, 133, 139, . . . . . . . . . . . . . . . 164,

CESSNACitationII. . . . . . . . . . . . . . 37, 77, 143,V. . . . . . . . . . . . . . 13, 63,VII . . . . . . . . . . . . 144, X . . . . . . . . . . . . . 32, 35, 63, 76, 158,. . . . . . . . . . . . . . . 163,XL . . . . . . . . . . . . 13, 37, 137,XLS . . . . . . . . . . . 35,XLS+ . . . . . . . . . . 35, 37, 160,CJ1. . . . . . . . . . . . 41, CJ1+ . . . . . . . . . . 13, 35,CJ2 . . . . . . . . . . . . . 37, 67,

CJ3. . . . . . . . . . . . 13, 41, 84, 107, 142,. . . . . . . . . . . . . . . 163,Bravo . . . . . . . . . 67, 76,Caravan . . . . . . . 53,Encore . . . . . . . . 13,Encore +. . . . . . . 13,Jet . . . . . . . . . . . . 85, 160,Mustang . . . . . . . 35, 53,M2 . . . . . . . . . . . . 37,Sovereign . . . . . . 12, 28, 163,SII . . . . . . . . . . . . 25, 84,Ultra . . . . . . . . . . 32, 63, 67, 84, 135,. . . . . . . . . . . . . . . 158,414A . . . . . . . . . . 37,

EMBRAEREMB-145 EP . . . 53,Legacy 600. . . . . 53, 76, 164,Legacy 650 . . . . 28, 69, 158,Lineage 1000. . . 164,Phenom 100 . . . 63,Phenom 300 . . . 96,

FAIRCHILD DORNIER328 . . . . . . . . . . . 37,

FALCON JET7X . . . . . . . . . . . . 3, 11, 29, 39, 82, 84,. . . . . . . . . . . . . . . 162,10 . . . . . . . . . . . . 76,20E . . . . . . . . . . . 41,20F 5BR . . . . . . . 63, 50 . . . . . . . . . . . . 12, 24, 32, 63, 95,. . . . . . . . . . . . . . . 162, 163,50-40 . . . . . . . . . 163,50EX . . . . . . . . . . 3, 12, 24, 107, 162,900B . . . . . . . . . . 11, 21, 24, 41, 53, . . . . . . . . . . . . . . . 63, 76, 141, 162,900C . . . . . . . . . . 84, 162,900DX . . . . . . . . . 82,900EX . . . . . . . . . 75, 162,900EX EASy . . . 3, 69, 103, 162, 163,. . . . . . . . . . . . . . . 164,900LX . . . . . . . . . 11, 162,2000 . . . . . . . . . . 3, 11, 32, 39, 53, 63,. . . . . . . . . . . . . . . 76, 83,2000 EX EASy . . 68, 164,2000LX . . . . . . . . 11, 32, 35, 69, 107,. . . . . . . . . . . . . . . 164,2000S . . . . . . . . . 3, 11,

GULFSTREAMIV . . . . . . . . . . . . . 11, 43, 63, 164,IVSP . . . . . . . . . . 11, 25, 69, 74, 103,. . . . . . . . . . . . . . . 151,V. . . . . . . . . . . . . . 10, 24, 41, 47, 103,

. . . . . . . . . . . . . . . 136, 143, 158,100 . . . . . . . . . . . 35, 163,150 . . . . . . . . . . . 28, 63,200 . . . . . . . . . . . 10, 21, 61, 77, 83,. . . . . . . . . . . . . . . 133, 152, 154, 163,280 . . . . . . . . . . . 146,450 . . . . . . . . . . . 7, 10, 28, 43, 74, 77,. . . . . . . . . . . . . . . 103, 141, 147, 164,550 . . . . . . . . . . . 7, 10, 24, 25, 29, 41,. . . . . . . . . . . . . . . 43, 63, 69, 73, 82,. . . . . . . . . . . . . . . 103, 164,650 . . . . . . . . . . . 22, 23, 24, 42, 53, 97,

HAWKER BEECHCRAFTBeechcraft 400A . . . . . . . . . . 67, 77,King Air200 . . . . . . . . . . . 76,350 . . . . . . . . . . . 37, 350i . . . . . . . . . . . 95,B90 . . . . . . . . . . . 76,B200 . . . . . . . . . . 53, 67,C90 . . . . . . . . . . . 159,C90B . . . . . . . . . . 13, 160,E90 . . . . . . . . . . . 85,F90-1. . . . . . . . . . 85,Hawker400XP . . . . . . . . . 63, 133,800A . . . . . . . . . . 84,800SP . . . . . . . . . 7,800XP . . . . . . . . . 7, 61, 63, 67, 95, 138,. . . . . . . . . . . . . . . 158,1000 . . . . . . . . . . 39,1000B . . . . . . . . . 164,4000 . . . . . . . . . . 133,

IAIAstra SP . . . . . . . 95,Astra SPX. . . . . . 63,

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

NEXTANT400XTi . . . . . . . . 153,

SABRELINER65 . . . . . . . . . . . . 76,

PILATUSPC 12 NG . . . . . . 161,

PIPERArcher DX . . . . . . 161,Cheyenne II . . . . 41,

Cheyenne III . . . 85,Matrix. . . . . . . . . . 161,Meridan . . . . . . . 14, 85, 161,Mirage. . . . . . . . . 161,Seneca IV. . . . . . 161,Seneca V . . . . . . 161,

SOCATATBM 700B . . . . . 77,TBM 700C2 . . . . 77,TBM 850. . . . . . . 67,

HELICOPTERSAGUSTAWESTLANDA109 Power . . . . 164, A109E Power. . . 14, AW109SP . . . . . . 41,A119 KE . . . . . . . 41,AW109 . . . . . . . . 53,AW139 . . . . . . . . 14, 53,

BELL206 BIII Jetranger 14, 206 L4 . . . . . . . . . 159, 212 . . . . . . . . . . . 159, 407 . . . . . . . . . . . 148, 161,407 GX . . . . . . . . 14, 412 EMS . . . . . . 159, 427 . . . . . . . . . . . 63,

EUROCOPTERAS 350 B3 . . . . . 41,AS 350 B3e . . . . 41,AS355 F2 . . . . . . 53,BK 117C1 . . . . . . 41,EC 120B . . . . . . . 14, 41, 160,EC 130 B4 . . . . . 35,EC 135 T2e . . . . 41,EC 135 T1CDS . 41,

ROBINSONR66 . . . . . . . . . . . 133,

SIKORSKYS-92A . . . . . . . . . 75,S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 14, 75,S-76D . . . . . . . . . 75,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS

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4 AVBUYER MAGAZINE – March 2015

P004 AC Index March15 19/02/2015 12:36 Page 1

vBuyer is true to its commitmentto help readers stay informedand make successful decisions,regardless of what form of

Business Aviation satisfies their transporta-tion needs. Our recent readership surveysuggests we’re on the right path. The vastmajority of respondents stated they readAvBuyer to stay informed—when in the mar-ket for new as well as pre-owned equipment,and when simply keeping abreast of theBusiness Aviation community. We are proudof the role we play addressing your needs.

For the user of business aircraft, AvBuyerprovides timely and relevant informationregarding operational efficiency, flight plan-ning, regulations and safety, along with casestudies illustrating why business aircraft arevaluable productivity-enhancing tools.

For the Business Aviation professional, weinclude features dealing with managementof the aviation department’s physical assetsand personnel.

For clients of dealers and brokers as wellas the marketers of new aircraft, we presentmarket trends and relevant data for detailedanalysis. Meanwhile, our advertising pagesprovide a comprehensive view of what’savailable throughout the landscape ofbusiness aircraft.

As a user of business aircraft or a serviceprovider to the Business Aviation community,you make a valuable contribution to eco-nomic growth and improved quality of life.Business Aviation is a vital component of airtransportation, and we are committed topresenting meaningful intelligence designedto help our readers succeed within thatimportant endeavor. Enlightened corporateleaders—those who truly value the impor-tance of people and time—embraceBusiness Aviation as a transportationresource. Aviators, aviation manager andvendors have chosen a worthy profession.

Serving your informational needs is a respon-sibility we willingly accept.

This Month...Ken Elliott continues his comprehensive cov-erage of mandates that are pacing advancesin airspace management and control. Whiledates for compliance may slip, pity the deci-sion-maker who discounts governmentindicts in this arena. Meanwhile, Pete Agur,Jodie Brown and George Dom provide valu-able insights into challenges that face flightdepartment managers. David Wyndham andKeith Swirsky each offer guidance to theBoardroom regarding charter.

Dave Higdon examines the benefits thatcan be obtained from helicopters in BusinessAviation operations while Michael Chaseadds to our treatment of helicopters with hisComparative Analysis featuring the Bell 206BJetRanger III. You will find plenty of coverageof new aircraft shipments as Mike Pottsreflects on GAMA’s Year-End 2014 AirplaneShipment Report released in Washington,DC last month and what it tells us about themarketplace.

Not to be overlooked is AvBuyer’s signa-ture coverage of Market Indicators andCommunity developments—truly requiredreading for understanding what is happeningin Business Aviation.

We trust that you will find the content ofour March edition both informative andenjoyable.Jack OlcottEditorial Director & Publisher,AvBuyer - your source for Business AviationIntelligence

ATrue to the Cause

WelcomeEditor’s

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

EDITORIALEditorial Director / Publisher

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

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Probably the world’s most recognized expert on thevalue of Business Aviation, Jack Olcott was Presidentof the NBAA from 1992 through 2003, and todayJack’s network and personal knowledge of BusinessAviation uniquely qualifies him as Editorial Directorand Publisher, AvBuyer. [email protected]

Editor Welcome_JMesingerNov06 18/02/2015 12:19 Page 1

Editorial Focus

GAMA 2014 Year-End Shipment Analysis

Mike Potts analyses the OEM shipments for 2014 to identify trends and assess

the health of the market. Discover what made 2014 ’a pretty good year’…

26

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

Global & Domestic Flight Planning

Irrespective of whether it’s a straight-forward domestic trip or one crossing multiple

borders, Dave Higdon highlightsthe advantages of forward planning.

Aircraft Comparative Analysis-Bell 206B-3

How does Bell’s JetRanger III square up against Airbus’ EC-120B? Find out in thismonth’s Aircraft Comparative Analysis…

Reaching New Heights

Rani Singh discovers how Business Aviation expands Barry LaBov’s boundaries far

beyond his company’s Midwestern HQ.

52

102

108

Contents Layout March15 18/02/2015 11:11 Page 1

ContentsVolume 19, Issue 3 March2015

� BizAv Intelligence

15 Market Indicators: Analysis, Reflections, Trends and Comment

34 GAMA 2014 Year-End Report: Acomplete listing of OEM shipments for 2014

44 BizJet Deliveries Soar: …butwhat’s the real impact?

� Flight Department

46 Avionics Mandates (Part 3): Whatyou should know about FANS1/A – ATN-B2

58 Reactive BizAv CostManagement: Four hits andmyths – focus on facts…

60 Looking for More Productivity?Have fewer, but better meetings

64 Gaining Team Credibility: Astrategic approach to individualcommunication

70 Keeping Pace with Technology:How will you incorporatetechnology currency?

72 Training: The power that protects

78 Retail Price Guide: Twenty-yearEntry Level & Light jet priceguide from Bluebook

86 Specifications: Entry Level &Light jet performance andspecifications comparisons

98 Helicopters in Traditional FlightDepts: Could rotorcraft augmentyour options?

� Boardroom

110 The Recovery: Weighing up theevidence, how sustainable is it?

114 Aircraft Charter: It’s an option with many dimensions

118 Chartering your Company Aircraft: Have you considered the tax issues?

120 Hangarkeeper’s Liability: Whatdoes this insurance area actuallycover?

� Community

125 BizAv Review: ‘Plastic Planes’, News, Appointments & Events

Next Month

Dealer Broker Market Update

Cabin Avionics

Getting the Best from a Safety Audit

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

Contents Layout March15 18/02/2015 11:13 Page 2

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2014 flight activity posted its best yearsince 2008 - according to ArgusTRAQPak data - up 2.0% from 2013.Activity had a great start in 1H 2014with gains of 1.6%, but an even strongerperformance in 2H 2014 with a 2.4%increase from July through December.

All four quarters in 2014 grew fromtheir respective quarter in 2013, with 4Qleading the way, up 2.8% from 4Q 2013.1Q, 2Q and 3Q 2014 finished up 1.1%,2.1% and 2.0% in that order over theirrespective quarters in 2013.

Part 135 flight activity finished 2014with another solid year of gains, up 3.9%from 2013. The Part 135 sector saw anincrease in flight activity for 11 of the 12months in 2014 (over 2013).

The Fractional industry saw somepositive signs in 2014 with a YOYincrease in flight activity of 1.2%. The firsthalf of 2013 would have includedAvantair; however Avantair ceasedoperations in June 2013. Part 91operators also saw growth in 2014, with aYOY increase of 1.1%.

Aircraft category results indicated a

strong market for all three jet categories,led by large cabin jets for the secondyear in a row. The large cabin jetsegment posted gains across the board,finishing with a YOY increase of 6.2%.Small and mid-size cabin aircraft postedgains for the year of 4.0% and 2.5%,respectively. The turboprop sector,affected by Avantair’s ceasing operations,finished the year down -1.5% from 2013,however 4Q 2014 flight activity was up2.0% for the turboprop market.

2015 ForecastLooking ahead to 2015, TRAQPakanalysts estimate there will be a 2.1%overall increase in flight activity for 1Q2015 over 2014. It is estimated that thePart 135 segment will finish with thelargest increase for 1Q 2015, up 5.1%from 1Q 2014. The initial forecast for thePart 91 segment indicates a flight activityrise of 2.4% in 1Q 2015. The Fractionalmarket also looks to be on the positiveside of things with an estimated rise of1.9% for the quarter.MI www.argus.aero

BizAv Activity - US & CanadaBizAv Activity - EuropeThere were just 49,929 Business Aviation flights inJanuary, according to WingX. That’s a -5.8% declineYOY, taking last year’s tepid recovery in Europe welloff-course. January 2015 activity was at a similar levelto that of January 2009...Flight activity fell -4% in Western Europe, and as muchas -10% in Germany. France, Europe’s busiest marketfell -2%, and Italy -3% YOY. Activity in Switzerlanddropped -6%. Central and Eastern Europe were alsowell down this month: Poland was down -6%; Austria -17%, Ukraine -59% and Russia -23% YOY.

There were some geographic bright spots however:AOC flights out of the UK increased 10% and out ofBelgium 9%, while overall activity out of Greeceincreased 11%. Flights out of Czech Republic were up6%, of which private flights were up 38% YOY.

Overall, business jet activity (-7%) was impactedmore than turboprops (-1%). Only Turkey showedmeaningful gains in jet activity for January. Charteredjet activity fell -9% in Europe and is now more than-15% below its level in 2008.

The only business jet segment increasing flights thismonth was the Ultra-Long-Range segment (7.5% oftotal volume), with YOY growth of 4%, some way belowits annual trend of 11%. ULR jet charter volume wasstrong, up 9% YOY in January.

MI www.wingx-advance.com

BBUSINESS AIRCRAFT ACTIVITY 2014 vs 2013PPart 91 PPart 135 FFractional AAll

TTurboprop -2.3% 3.7% -29.8% -1.5% SSmall Cabin Jet 2.0% 1.8% 23.6% 4.0% MMid-Size Jet 3.3% 4.0% -0.4% 2.5% LLarge Cabin Jet 4.7% 9.4% 6.2% 6.2% AAll Combined 1.1% 3.9% 1.2% 2.0%

MARKET INDICATORS � BIZAV INTELLIGENCE


Trends, Forecasts, Analysis & Opinion

MarketIndicators _Layout 1 18/02/2015 11:56 Page 1


BIZAV INTELLIGENCE � MARKET INDICATORS

Business Jet resale transaction activity in2014 was up 5.7% over 2013 and 10.8%of the fleet turned over, versus 10.4% in2013, according to AMSTAT. However,YOY growth for Business Jets was belowthat for the previous two years...

“While there was 5.7% growth inBusiness Jet resale transactions in 2014,this should be viewed in context,”Andrew Young, AMSTAT GeneralManager, qualified. “This growth wasbelow the YOY growth of 8.8% in 2013(over 2012) and 6.3% in 2012 (over2011).” For Business Jet resaletransactions there was very little changein Q4 over Q3 (2.9% and 2.8% fleetturnover respectively) and Q4 2014 overQ4 2013 (2.9% versus 3.0% turnover).AMSTAT noted that Q4 was marginallythe best quarter in 2014, the best quartersince Q4 2013, and was just over the20-year Quarterly Average for this group.

Resale transaction activity was up YOYin both the Medium (16.4%) and HeavyJets (4.1%) although in both cases belowthe previous year’s growth rate. For bothMedium and Heavy Jets, Q4 vs Q3, andQ4 2014 vs Q4 2013 were essentially flat.Both Light Jets and Turboprops,meanwhile, had a lackluster 2014, with‐1% and -12.2% YOY transaction growthrespectively. For Turboprops thisrepresented three consecutive years ofnegative results. The Q4 Light Jetperformance met their 20-year QuarterlyAverage and placed Q4 as the bestquarter in this segment since Q4 2013.Q4 performance for Turboprops (2.0%)

was significantly below their 20-yearaverage (2.9%).

Turbine Helicopters had adisappointing year overall with a -7.7%drop in resale transaction activity over2013 (compared to a +2.9% increase in2013 over 2012). Multi and Single EngineTurbine Helicopter activity was down-9.5% and -6.8% year-on-yearrespectively.

Business Aircraft InventoriesInventories remained flat or continued tocontract in 2014. For Business Jetsoverall, 10.6% of the fleet was ‘for sale’ atthe start of 2015 compared to 11.2% at

the end of 3Q 2014. Inventory for thisgroup is now 2% below its 20-yearAverage (12.6%).

Medium Jet inventories contractedfrom 12.3% to 10.9% (20-year Average,12.2%) while Light Jet inventorycontracted from 12.4% to 10.9% (20-yearAverage, 14.3%). Heavy Jet availabilityflattened in 2014 with 9.8% of the fleetfor sale today versus 9.7% a year ago (20-year Average, 10.1%). Turbopropinventories continue to plateau with 7.6%for sale today versus 7.8% a year ago (20-year Average, 10.9%), and TurbineHelicopter inventories also plateaued.Today, 6.2% of the fleet is for salecompared to 6.4% a year ago (20-yearAverage, 6.0%).

By the start of 2015, Heavy JetAverage Asking Prices had increased2.2% over 3Q 2014 and 8.3% over thestart of 2014. By comparison, MediumJets and Light Jets saw continueddownward pressure on Average AskingPrices falling -4.1% and -4.9%respectively since the start of 2014. Withtransaction activity declines and aflattened inventory, Average AskingPrices for Turboprops were down -4.0%over the start of 2014. Average AskingPrice for Multi-Engine TurbineHelicopters increased +4.4% over thestart of 2014 and for Single-EngineTurbine Helicopters decreased -5.9%over 2014.MI www.amstatcorp.com

Medium Jets Led the 2014 Resale Market

RRESALE TRANSACTION ACTIVITY - AMSTAT

Resale Retail Transactions

Global Fleet

Q4 2014 Q3 2014 Q4 2013 20 Year Average Qty of

Xactions % of Fleet

% of Fleet

Q/Q Change

% of Fleet

Y/Y Change

% of Fleet

Current vs Avg

Business Jets 20,438 599 2.9 2.8 0.2 3.0 0.0 2.8 0.1 Heavy Jet 5,638 133 2.4 2.3 0.0 2.4 0.0 2.3 0.1 Medium Jet 6,800 203 3.0 2.8 0.1 3.1 -0.1 2.7 0.3 Light Jet 8,000 263 3.3 3.0 0.3 3.3 0.0 3.2 0.1 Business Turbo 13,608 273 2.0 1.9 0.1 2.3 -0.3 2.9 -0.9 Turbine Helis 18,769 241 1.3 1.2 0.1 1.3 0.0 1.5 -0.3 Helis Multi Eng 7,686 80 1.0 0.9 0.1 1.0 0.0 1.2 -0.1 Helis Single Eng 11,083 161 1.5 1.4 0.1 1.4 0.0 1.7 -0.3

AAIRCRAFT FOR SALE INVENTORY (USED) - AMSTAT

Resale Retail Transactions

Global Fleet

1 Jan 2015 1 Oct 2014 1 Jan 2014 20 Year Average Qty ‘For

Sale’ % of Fleet

% of Fleet

Q/Q Change

% of Fleet

Y/Y Change

% of Fleet

Current vs Avg

Business Jets 20,480 2,172 10.6 11.2 -0.6 11.7 -1.1 12.6 -2.0 Heavy Jet 5,656 556 9.8 10.1 -0.3 9.7 0.1 10.1 -0.2 Medium Jet 6,806 740 10.9 11.2 -0.3 12.3 -1.5 12.2 -1.4 Light Jet 8,018 876 10.9 12.0 -1.1 12.4 -1.5 14.3 -3.4 Business Turbo 13,619 1,030 7.6 7.8 -0.3 7.8 -0.3 10.9 -3.4 Turbine Helis 18,773 1,158 6.2 6.3 -0.1 6.4 -0.3 6.0 0.1 Helis Multi Eng 7,696 441 5.7 6.0 -0.3 6.5 -0.8 6.4 -0.7 Helis Single Eng 11,077 717 6.5 6.4 0.1 6.4 0.1 5.8 0.6


Forecasting an aircraft’s death - the jobslost, lives changed and of course deadaircraft - is sad work, notes RichardAboulafia. Alas, killing one program canlead to deaths elsewhere (and benefits forcompetitors). Case in point: the Learjet 85.Bombardier’s statement about the Learjet85 was as egregious as I’ve seen in thisbusiness, blaming a weak market just asit’s picking up. With industry healthdepending on customer confidence,calling the market “weak” is just badcorporate citizenship. The company alsocalled its Lear 85 move a “pause”. Youdon’t fire 1,000 people and write off$1.4bn for a pause.

What’s to Blame?You could blame the corpse. Compositebusiness aircraft have a troubled past (seeRod Simpson’s feature on p124 of thisedition). The Lear 85 was suffering fromserious delays and cost overruns. Also, itwas close in price and capability to theChallenger 300/350, making it disposable.Yet healthy companies don’t kill programsso far into development.

Bombardier’s financials offer a morecompelling explanation for the 85’s‘pause’. Thanks to CSeries developmentcosts, Bombardier’s total liquidity droppedfrom $4.8bn in 4Q 2013 to $3.3bn in 3Q2014. Bombardier says it has $2.4bn incash and cash-equivalent assets to bringthe CSeries to market. Unfortunately, in2013, the company issued $2bn ofunsecured senior notes with $750m due inJanuary 2016. There’s another $900m of

debt due in 2016. Bombardier will needgo to capital markets in 2016 or sooner.Debt will be very expensive, and equitymarkets unforgiving. With the CSeries stillburning through cash, the Lear 85 simplyneeded to die. Even if it wasn’t a troubledprogram it would probably have beenkilled.

The WinnersUnlike its Commercial Aircraft, BombardierBusiness Aircraft has a great product line,and until 2013 enjoyed #1 marketposition. Yet it heavily depends on newproduct development money to remaincompetitive. It needed a fast response toGulfstream’s G650, but the cash wasn’tthere. The Global 7000/8000development schedule gives Gulfstreamfive years alone on the market, and thatslow response handed Gulfstream the topbusiness aircraft market spot in 2013 and2014. Bombardier may never againreclaim top market position.

Killing the Lear 85 is a big plus forEmbraer’s Legacy 450/500, which is justarriving (Embraer doesn’t see the marketas weak), and for Cessna’s Latitude andSovereign.

Combardier ScenarioReturning to the CSeries, given itsproblems what could save it ifBombardier’s cash problems threaten itsexistence. There’s the possibility ofmassive amounts of Canadian federal andQuebec aid (controversial andcontentious), or there’s China…

For years, I’d dismissed the possibilityof Comac acquiring BombardierCommercial Aircraft, yet my friend KevinMichaels points out that if things getdesperate, Bombardier could sell at a verylow price. Comac is the only entity thatcould absorb the risk and expense. In suchan event, Bombardier would take a hugeand painful write-off, but after that they’dbe able to focus on businesses withrespectable 10% profit margins. Kevincalls this the “Combardier” scenario. It’sone of the weirder wild cards inour industry.

MI www.tealgroup.com

MARKET INDICATORS � BIZAV INTELLIGENCE

FBOs Predict >2.5% FuelSale IncreaseThe latest survey from Aviation Business Strategies Group (ABSG) has revealed the FBOindustry predicts an increase of at least 2.5% in fuel sales for 2015.“After a prolonged period of dealing with depressed fuel sales, we’re starting to see aglimmer of optimism amongst the majority of FBO owners/operators,” ABSG principal John

Enticknap revealed. “Results of our annual FBO industry survey indicate a current marketthat is yet to catch any real traction, as well as one that is being approached with guardedoptimism.”

“In our 2014 survey, the majority of respondents predicted at least a breakevenmarketplace with only about 40% projecting an increase in fuel sales volume. In our recentsurvey, more than 60% predicted an increase in fuel sales,” added Ron Jackson, fellowABSG principal.

Eighteen percent of those surveyed this year predicted an increase in fuel sales of 5-8%, compared to 10% of respondents in 2014, Enticknap outlined, while 8% said theyexpect an increase of more than 8% - the same as the 2014 survey.

Asked about the recent oil prices decreases, many respondents indicated that aviationfuel prices will not come down as quickly as auto gas because there’s still a lot of higher-priced fuel in inventory at airport storage facilities.

According to Enticknap, flight hours flown by General & Business Aviation aircraftcontinued to be flat in 2014. “As a result, we really don’t see flight hours increasing in theshort-term, even though fuel prices are coming down. Based on our survey findings, weforecast aviation fuel prices continuing to drop throughout 2015 with no appreciableincrease in flight activity until the third quarter.”

MI www.absggroup.com

‘Pause’ to Reflect: Learjet 85





Pre-Owned Jet, Turboprop & Helicopter Markets

Across all market sectors, JETNETreports 8,476 full retail saletransactions for 2014, an increase of176 (or 1.8%) over the 8,327 reportedfor 2013.The fleet “For Sale” percentages for allmarket sectors were mostly unchangedin the December comparisons, althoughbusiness jets were down at 11% (1.5 ptsfrom 12.5% in 2013). Businessturboprops for sale were at 7.7% (nochange from 2013); turbine helicoptersfor sale were at 6.4% (no change from2013); and piston helicopters for salewere at 6.1% (up 0.1 pt. from 6.0%).

Full Sale Transactions had mixedresults. Business jets were up (8.1%);business turboprops were down(-11.6%); both turbine (-0.2%) andpiston (-7.3%) helicopters were down,as were all the commercial airliners.

Average Days on Market are all atvery high levels. All market sectorsdecreased in Average Days on MarketYTD, however, through Decemberexcept for piston helicopters andcommercial airliners, which took 41 or

more days. Average Asking Prices,meanwhile, had mixed results. Businessjets (-10.4%), business turboprops(-1.7%), and piston helicopters (-1.8%)all decreased. Turbine helicoptersincreased (+0.7%).

The year-end 2014 For Sale

inventory level is 2,202, or 11% for sale.This inventory level is still above the2,000 mark, but is at the lowest levelsince 2008, and nearly at thepercentage level of 10.8% recorded in2007.MI www.jetnet.com

WWorldwide Trends

DDecember 2014BBusiness Aircraft HHelicopters CCommercial Air l ine TTOTAL

AAllJJet TTurbo TTurbine PPiston JJet TTurboIn OperationFleet 20,010 14,390 20,463 9,683 25,696 9,569 99,811

Aircraft # For Sale 2,202 1,101 1,315 593 483 470 6,164

% Fleet For Sale 2014 11.0% 7.7% 6.4% 6.1% 1.9% 4.9% 6.2% % Fleet For Sale 2013 12.5% 7.7% 6.4% 6.0% 2.2% 4.3%Change – % For Sale -1.5pt n.c. n.c. 0.1pt -0.3pt 0.6pt

JJanuary to December 2014Full Sale Transactions 2,569 1,215 1,320 901 1,847 624 8,476 Average Days on Market 350 315 434 375 403 443

Average Ask Price (US$M)

$4.565 $1.365 $1.365 $0.215

YYTD – January to December 2014 vs 2013% Change (Sale Transactions) 8.1% -11.6% -0.2% -7.3% -9.9% -14.4%

Change (Avg Days on Market) -42 -14 -2 41 42 74

% Change (Avg Ask Price) -10.4% -1.7% 0.7% -1.8%

Source: JETNET; Analysis: Chase & Associates

BizJet Value ReviewInternational Bureau of Aviation (IBA) looked at how businessjet values are performing in 2015. Jonathan McDonald, SeniorAnalyst for IBA, shared his knowledge of business jet values,sampling a few popular types (all values in US$)…Cessna Citation Mustang (VLJ): In July 2013 the oldestMustangs were probably trading at around $1.8m. Nowthey’re down to $1.43m according to IBS. That’s a 20% dropin less than two years. Stripping out 10-12% naturaldepreciation, it’s clear that the aircraft’s market value has notrisen.Cessna Citation CJ2 (Light Jet): In July 2013 the oldest CJ2swere trading at around $2.3m. Now they’re down to $2.06m -a substantial drop. While natural depreciation will take care ofsome of this, there’s substantial room for the market values toimprove yet we still aren’t seeing it.Learjet 40/45/60 Series (Medium Jet): In July 2013 wereckoned the cheapest of these could be yours for anywherebetween $1.8-2.3m. That’s down to $1.33-2.0m.Bombardier Challenger 300 (Super Mid-Size Jet): Values ofthe oldest examples seem to have settled around $9.3m, sono great changes from 2013. IBA Group is aware of for saleaircraft advertised in the $8-9m range, but seemingly with7,000+ hours on them.Heavy Jets: We already know that new Bombardier

Challenger 605s are coming out of the door at around $27m(barely any more than a new super mid-size Challenger 350).Used Legacy 600 pricing remains weak. We’ve seen noevidence of values creeping up on those.Large Jets: Much of this fleet is still made up of “maturing”Global Express, GIV-SPs/G550s, etc. Have we seen improvedmarket values on early examples? Based upon the oldestGlobal Express aircraft coming down from $16m in 2013 to$14.10m in 2015, or the G550s from $27m to $25.3m, theanswer is ‘no’.MI www.ibagroup.com


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In-Service Aircraft Technical Condition and Price

An Asset Insight Index analysisconducted on December 30, 2014covering 76 fixed-wing models and1,468 aircraft listed ‘for sale’ revealedthe following Overall Market assetquality Ratings to end the year…Maintenance Rating (ATC Score): AssetTechnical Condition Score (an aircraft’srating relative to its OptimalMaintenance Condition achieved theday it came off the production line)ended the year with a 3.1 AI2 basispoint decrease, registering 5.436 versusNovember’s 5.467. This Rating was,once again, comfortably above the Mid-Time/Mid-Life 5.000 level (scale of -5to 10).

Financial Rating (ATFC Score): AssetTechnical Financial Condition Score(evaluating scheduled maintenanceevent cost based on the aircraftMaintenance Rating) decreased too,with the Rating ending the year belowthe Mid-Time/Mid-Life 5.000 level (0-10ATFC Score scale) at 4.977, versusNovember’s 5.015.

Asset Exposure (ATFE Value): AssetTechnical Financial Exposure Value (anaircraft’s accumulated maintenancefinancial exposure) was slightlyimproved, decreasing more than $20kthis month to $1.423 Million, fromNovember’s highest and worst figure forthe past 12 months.

Asset Insight’s analysis revealedongoing sales of quality assets, withavailable inventory decreasing by 25aircraft. By asset group, the findingswere as follows:• Large Jets: outstanding quality;

higher Ask Price; improved AssetExposure; best Exposure to Price(ETP) Ratio of all groups.

• Medium Jets: excellent assetquality; 12-month peak Ask Price;slightly worse Asset Exposure;improved ETP Ratio.

• Small Jets: very good overall asset quality; 12-month low Ask Price;

worst ETP Ratio among all groups.• Turboprops: good asset quality;

slightly improved Asset Exposure,Ask Price, and ETP Ratio.

ETP RatioSpread in the ratio of Asset Exposure toaircraft Ask Price (ETP Ratio) for the

aircraft Asset Insight tracks widened forthe third consecutive month, while theaverage improved slightly, from 46.3%to 45.7%. (Asset Insight considersanything over 40% to representexcessive Asset Exposure in relation toAsk Price, and that demarcation pointwas exceeded every month during2014, excepting January and February.)

“It is our opinion that in order for theETP Ratio to register below 40% anytime soon, Ask Prices will need toimprove substantively,” noted TonyKioussis, president, Asset Insight.“When looking at the market segmentsseparately, it is notable that Large Jetshave experienced good market activityand stronger Ask Prices due tooutstanding asset quality.”

A closer look at the ETP Ratio foreach market segment reveals:• Large Jets: the only group to show

improvement in the year-over-yearaverage and, at an ETP Ratio of31.7%, the only group to end theyear below the 40% excessiveexposure baseline.

• Medium Jets: managed to break the40% baseline only once throughout2014, and finished the year in thirdposition.

• Small Jets: again recorded the worstETP Ratio among the four groups,and posted the worst ETP Ratio onrecord in December 2014.

• Turboprops: averaged below the40% excessive exposure baseline in2014 to rank second among the fourgroups.

Market OutlookWhile the year-end ETP Ratio for theoverall market remained above the 40%

level, from a Maintenance and FinancialRating perspective, we ended 2014 withbetter overall figures than for 2013.While aircraft maintenance conditionplayed an active role, falling Ask Pricesfor the available ‘for sale’ fleet had amuch greater impact on the Ratio.

Asset Insight’s 2014 year-endanalysis indicates that seller willingnessto accept lower prices has improvedoverall jet aircraft sales figures.Turboprops have seen fewer trades in2014 than 2013 due, in part, to heavilydepressed pricing and sellerunwillingness to accept even loweroffers. On the other hand, one cannotfault buyers for seeking to take assetmaintenance exposure into account,and we expect this inability to findmiddle ground to continue impactingTurboprop trades.

The figures clearly indicate thatbuyers are seeking out aircraft of higherasset quality, and sellers should notexpect worthwhile offers if their aircraft’smaintenance condition is below themarket average.MI www.assetinsightinc.com �


Table A Table B


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Read our industry blog at jetsales.com/blog • Follow us on twitter @jmesinger • Watch airplane videos at jetsales.com/inventory

+1 303 444 6766 • Fax: + 1 303 444 6866 • jetsales.com

FEEL REFRESHEDThe Gulfstream G650 has the lowest cabin pressure in its class, twice as low as most commercial aircraft. And when your body doesn’t have to work as hard to oxygenate the blood, you arrive feeling more refreshed and alert.

GET THERE...FASTOnce-distant cities can now be a part of your work day. The Gulfstream G650 can comfortably and quietly fly at mach 0.90, allowing you to get from San Francisco to Tokyo in just 9 hours and 40 minutes, or from New York to Istanbul in just over 8 hours.

…the G650 is the biggest, fastest, most luxurious, longest range and most technologically advanced jet — by far — that Gulfstream has ever built.”

—ROBERT GOYER Flying Magazine, Sept. 2013

GULFSTREAM G650SERIAL NUMBER: 6076

Travel faster, farther in comfort & style

ASKING PRICE: $72,500,000

GET THERE IN MAXIMUM SPACE & COMFORTThe interior of the G650 S/N 6076 was created with a Gulfstream floorplan to maximize space and comfort, leveraging the true value of the G650’s size and passenger experience. With four separate seating sections, and room for up to 17 passengers, there is plenty of room to spread out. Six passengers can comfortably sleep in berthed seats and divans while leaving the conference group available for use. On extended flights, the extra space can be the difference between a cramped, tedious experience and enjoyable travel. With many trips lasting fewer than 10 hours, according to Gulfstream, the primary motivators for buyers of G650s is speed and comfort. Don’t settle for anything less than the best—in space and travel experience.

AIRCRAFT FEATURES• Ferry Time Only• Full Factory Warranty• Forward Galley, Forward & Aft Lavatories• 4 Seating Sections — 17 Passenger Configuration• XM Weather• Predictive Windshear• Aircraft Health Monitoring• SWIFT Broadband Data with Wireless LAN• Synthetic Vision, HUD II & EVS• Certified Part 135 Aft Crew Rest Area

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2014 Gulfstream G650

Serial Number: 6076

Asking Price: $72,500,000

Hours: 45 TTAF

Landings: 19

• Delivered September 25, 2014

• Ferry Time Only

• Factory Warranty

• Predictive Windshear, SWIFT Broadband & More

• Fwd Galley, Fwd & Aft Lavs, 4 Seating

Sections — 17 Passenger Configuration

FOR SALE

1995 Falcon 900B

Serial Number: 149


Hours: 5,189 TTAF

Landings: 2,635

• Professionally Maintained & Operated

• Fresh 3C & Interior refurb

• Beautiful and Spacious Fifteen (15)

Passenger Cabin

• Gogo Biz with Talk & Text

FOR SALE

2014 Global 6000

Serial Number: 9583


Hours: 65 TTAF

Landings: 39

• Delivered August 25, 2014

• Factory Warranty

• 2nd Synth. Vision, 2nd Channel SWIFT

Broadband, CNX Data Acceleration, XM Weather

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

FOR SALE


Serial Number: 5316


Hours: 2,475 TTAF

Landings: 761

• Engines enrolled on Rolls-Royce Corporate

Care, APU enrolled on Honeywell MSP

• ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A,

CPDLC Capabilities

• Aircell Gogo Biz ATG-4000 high speed internet

FOR SALE

WANTED

Gulfstream G550

Our client pays our commission.

Seller will contract directly with our client.

Falcon 900LX

• 2005-2008 model

2001 Gulfstream V

Serial Number: 642


Hours: 11,128 TTAF

Landings: 4,195

• Two Owners Since New

• FAR Part 91 Professionally Operated

and Maintained

• Engines enrolled on Rolls-Royce Corporate

Care, APU enrolled on Honeywell MSP

• Honeywell Avionics Protection Plan (HAPP)

FOR SALE

• 2009 or newer

• Forward galley

• Forward Crew rest area preferred

Citation Sovereign

1994 Falcon 50

Serial Number: 242


Hours: 9,102 TTAF

Landings: 6,719

• Professionally Maintained & Operated

• Wing Tank Modification (SB 496) Accomplished

• Engines Enrolled on Honeywell MSP Gold

• APU Enrolled on MSP

• Aircell Gogo Biz Broadband Internet with Wi-Fi

• Duncan interior with LED lighting

FOR SALE • NEW TO MARKET

1997 Falcon 50EX

Serial Number: 260


Hours: 4,739 TTAF

Landings: 1,887

• One Owner Since New

• Very low total time to cycle ratio

• Delivered with fresh 3C check and Wing Tank

Modification (SB 496) Accomplished

• Engines enrolled on Honeywell MSP Gold

• APU enrolled on MSP

FOR SALE • NEW TO MARKET

Exceptional Pre-Owned Aircraft For Sale

Serial Number: 5206 Registration Number: N469SD

Total Time: 3145Total Cycles: 1338

14 Passenger Executive InteriorForward Cabin GalleySecuraplane 50Gulfstream BBML System

Aircraft features include:2008 Gulfstream G550

CONTACT PHIL JORDAN [email protected]

+1 214.213.7469

+1 303.799.9999 tempusaircraft.com

Serial Number: 1356 Registration Number: N970KG

Total Time: 4400 Landings: 3164

HAPP Avionics CMPAPU - MSP Coverage15 Passenger Executive Interior

RRCCForward Cabin GalleySecuraplane 500MSC 600 Satcom

Aircraft features include:1998 Gulfstream IV-SP

[email protected]+1 214.213.7469

+1 303.799.9999tempusjets.com

2008 Gulfstream G550Serial Number: 5206 Total Time: 3145Registration: N469SD Total Cycles: 1338

Aircraft features include:• 14 Passenger Executive Interior• Forward Cabin Galley• Securaplane 50 • Gulfstream BBML System

1998 Gulfstream IV-SPSerial Number: 1356 Total Time: 4400Registration: N970KG Total Cycles: 3164

Aircraft features include:• HAPP Avionics • CMP • APU - MSP Coverage• 15 Passenger Executive Interior • RRCC • ForwardCabin Galley • Securaplane 500 • MSC 600 Satcom

1986 Cessna Citation S-IISerial Number: S550-0097 Total Time: 10,832Registration: N320MB Total Cycles: 8,324

Aircraft features include:• Cescom Maintenance Tracking • RVSM Capable• Classic Citation seven passenger center clubconfiguration • Freon Air Conditioning • Current Part 135

Tempus Jets March_Layout 1 18/02/2015 16:09 Page 1

otal billings for fixed-wing business air-craft in 2014 reached $24.5bn, which isthe second best year in GAMA’s history,surpassed only by 2008 when the total

was $24.8bn. The 2014 total represented anincrease of 4.5 percent over the $23.4bn recordedin 2013.

Business jet deliveries reached 722 units, up 6.5percent from 678 in 2013. Turboprops finished at603 units (-6.5 percent from the 645 in 2013), andpiston aircraft totaled 1,129 units (+9.6 percentover the 1,030 shipped in 2013, making piston air-craft the best performing segment in 2014).

GAMA’s president and CEO Pete Bunce noted,“the mixed results among segments indicate that

the General Aviation manufacturing industry is stillfacing headwinds, given the tepid US economicrecovery and the political and economicuncertainties in Europe.”

In defense of Bunce’s rather glum outlook,GAMA’s helicopter segments are down sharply,with total shipments 24.7 percent below last year,and billings off 7.5 percent. Nonetheless, lookingat just the fixed-wing segment, 2014 was a prettygood year, and a closer look at the numberspaints an even rosier picture than GAMA’s initialoverview portrays.

700 Units Surpassed!For starters, this is the strongest jet market we’ve

GAMA 2014 Year-End Report

Reveals a Good Year


The General Aviation Manufacturers Association (GAMA) issuedits year-end billing and shipment report for 2014 in February, and

in Mike Potts’ view the results were pretty good - althoughGAMA put a long face on its announcement.

T

BIZAV INTELLIGENCE � OEM SHIPMENTS

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

GAMA March15_GAMA DEC05 17/02/2015 15:58 Page 1

seen in the past five years, and the first time jetdeliveries have been above 700 units since 2010.That’s news worth cheering about. Last quarter Ipredicted the market might reach the 710-715level with a strong 4Q surge, although I was alsoskeptical that there was enough productioncapacity to get there.

Fourth quarter sales spikes have been a featureof the Business Aviation market for decades, driv-en primarily by tax laws. For many years a typicalsales spike would cause about 33 percent of atotal year’s deliveries to come in 4Q. Lately thatnumber has been pushing upward, and this year36.43 percent of business jet sales came in the lastthree months of the year, bringing the deliverytotal to 722.

The business turboprop segment is actuallydoing better than GAMA’s overview suggests. Thereport shows turboprop deliveries down -6.5 per-cent, from 645 units to 603, but those numbersinclude agricultural turboprops, and it turns outthe downturn occurs entirely in the agriculturalsegment.

The GAMA report doesn’t break out traditionalbusiness turboprops, so these numbers have to becalculated separately: Looking just at traditionalpassenger-carrying business turboprops, the mar-ket is about even – with 422 deliveries this yearcompared to 420 in 2013 (+0.5 percent). Whilethat increase is whisper thin, it’s still a gain overlast year, and considerably better than the -6.5percent drop listed in the report would suggest.

With a +9.6 percent increase, the piston marketspeaks for itself. Looking at the overall market, wecan see that things are clearly getting better, andacross all segments. Although maybe not as fast as

everyone would like, more airplanes were deliv-ered in all segments than a year ago. Let’s take alook at market specifics…

The Jet MarketLooking at the jet market we see that the 4Q rushthat produced 263 deliveries in the last threemonths of the year was not equally distributedamong all of the OEMs. Of eight companiesreporting, four delivered 40 percent or more oftheir units in the closing quarter while two hadsurges in the mid-to-high 30-percent range. Twoexperienced no surge at all. Oddly, three of thefour with the strongest 4Q gains failed to matchtheir previous year’s delivery total. Of the eight jetOEMs, five had stronger sales than a year ago.

Leading the jet deliveries by a wide margin wasBombardier, with 204 shipments, up from 180 in2013. That’s an increase of 13.3 percent, and cameon a 4Q performance of 78 deliveries – a surge of38.24 percent.

Textron Aviation’s Cessna subsidiary securedsecond place in the jet delivery race with 159units, +14.39 percent from 139 units last year.Cessna’s 4Q deliveries totaled 55 units (34.59 per-cent) of their total year’s deliveries. While not anespecially strong swell, it was enough to carryCessna over Gulfstream, which held the secondposition in jet deliveries at the end of 3Q 2014.

Gulfstream, which typically has very steadydelivery numbers, reported 42 deliveries in 4Q, upa single unit over the year before. The companyfinished the year with 150 deliveries, up 4.17 per-cent from the 144 it had in 2013. Gulfstream’s 42-delivery 4Q amounted to just 28 percent of thecompany’s total 2014 deliveries (which is what

“Althoughmaybe not as

fast aseveryone

would like,more airplaneswere deliveredin all segments

than a year ago.”


continued on page 30


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we’ve come to expect from the Savannah-basedOEM).

With or without a 4Q surge, Gulfstream’s 150units were enough to give it first place in terms ofbillings at $7.78bn. Bombardier was a close sec-ond with $7.56bn, meaning that between themGulfstream and Bombardier accounted for nearly62.63 percent of the industry’s $24.5bn in annualbillings, while delivering just 14.43 percent (354units) of the 2,454 airplanes GAMA reported in2014.

In fourth place for jet deliveries was Embraer,with 116 shipments, including 52 in 4Q 2014 – aspike totaling 44.83 percent. In spite of this strongquarter, Embraer finished three units behind the119 units recorded in 2013. Dassault finished infifth place with 66 units, and also enjoyed a strongsurge, with 42.42 percent of its deliveries comingin 4Q. Dassault’s year-end total was -14.28 percentbelow the 77 units delivered in 2013.

Rounding out the jet market was Eclipse with12 units, including 2 in 4Q; Boeing with 10 (4 in4Q); and Airbus with 5 (2 in 4Q). Boeing andAirbus both had 40-percent fourth quarter surges.Boeing’s delivery total was up 42.8 percent fromthe seven units recorded in 2013 while Airbus wasdown 16.67 percent from six units in 2013.

It is worth noting in the jet segment that largerjets continue to dominate the market althoughlighter jets appear to be staging a comeback afterseveral years of extremely weak sales. The singlelargest selling jet models in 2014 wasBombardier’s Global 5000/6000 with 80 units. Insecond place was Embraer’s Phenom 300 light jet(73 units), but after this the strongest light jet entryis Cessna’s M2 (46 for the year). Most of the otherlight jets are languishing in the 20-unit annualdelivery range, or below.

At the same time numerous medium to largejets from Gulfstream and Bombardier are enjoyingdeliveries in the 30-50-unit range. Dassault’sFalcon 7X outsold all but one of the models inCessna’s CJ line. Today’s market is clearly stillfavoring larger jets.

The Turboprop MarketThe business turboprop segment continues to beessentially flat, although single engine turbopropsare up slightly at 293 this year compared with 283in 2013. Twins are down a little, with 129 this yearcompared with 137 the year before. Total businessturboprop deliveries of 422 units finished close tothe 425-430 level we predicted last fall.

Textron Aviation’s Beechcraft division continuesto be the largest turboprop OEM shipping 127units this year. Nevertheless, the Beech total isdown 5.93 percent from a year ago when it deliv-ered 135 units. Beech experienced a typical 4Qspike, with 32.28 percent of its twin turbopropdeliveries coming in the final three months.Throughout the year Beechcraft was the only twinturboprop OEM reporting to GAMA, but in theyear-end report Piaggio Aerospace checked inwith two units, just as it did last year.

The swell in single-engine turboprop sales wasmore like what the jet market experienced, with38.9 percent of the year’s sales coming in 4Q2014. Cessna led the single-engine turbopropswith 94 deliveries, and like Beechcraft its total wasdown from the year before, when Cessna deliv-ered 105 units. Thirty of Cessna’s deliveries were inthe final three months, which amounted to a 31.91percent of the total.

Pilatus took second place in single-engine tur-boprop deliveries with 76 units, and had a muchmore pronounced rush. The Swiss companyreported 36 aircraft in 4Q (47.38 percent of itsyear’s total). Deliveries were up 10.14 percent overthe 69 reported in 2013.

Socata was third with 51 deliveries, up 27.5 per-cent over its 40 units in 2013. Eighteen of Socata’ssales (35.29 percent) came in 4Q. Piper was nextwith 36 deliveries (+5.56 percent from the 34 unitsreported in 2013). Piper’s 4Q deliveries totaled 14units, a 38.9 percent surge. Quest enjoyed thestrongest 4Q surge among the turboprop OEMs,with 15 units (a remarkable 50 percent of its year-end total) coming in the final three months of theyear. Quest’s total 30 shipments were 7.14 percentabove the 2013 reported units.

Finishing out the single-engine turboprop man-ufacturers were Extra with two units - up from onefor the year in 2013 - and Pacific Aerospace whichshipped four throughout 2014 (down 33.33 per-cent from the six shipped in 2013). Neither Extranor Pacific Aerospace reported any deliveries in4Q 2014.

Piston SegmentsUnlike the jet and turboprop markets, the pistonsegment exhibited almost no year-end sales spike,with just 323 units (28.6 percent of the year’s totalof 1,129) coming in the last three months of theyear. The annual total was a little short of the1,150 we had previously forecast. Only one OEM –Cessna - experienced anything like the sales swell

“It is worthnoting in thejet segmentthat larger

jets continueto dominatethe marketalthough

lighter jetsappear to be

staging acomeback.”



that typified the jet and turboprop segments.Cirrus reinforced its position as the dominant

single-engine manufacturer, finishing the year with308 deliveries, up 11.59 percent from the 276 itreported for 2013. Cirrus’ total reflected a slight4Q surge, with 96 units (31.17 percent of sales)being in 4Q. Cessna was a distant second with220 units, up 6.8 percent from the 206 made theyear before, and built on the strongest 4Q surgeof any of the piston OEMs with 84 units (38.2 per-cent) shipped in the final quarter.

Diamond was third in single-engine pistondeliveries at 152 units, up a strong 31.03 percentfrom the 116 it delivered in 2013. This strong over-all performance came in spite of a rather weak 4Qin which Diamond delivered just 16 singles. Piper,meanwhile, finished fourth in the single-enginerace with 104 units, down slightly from the 109delivered in 2013. Piper shipped 35 singles in 4Q,about 33.65 percent of the company’s year-endtotal.

Italian manufacturer Tecnam, newly added tothe GAMA list, delivered 61 piston singles to finishin fifth place, down from the 69 it reported last

year, while three companies were clustered in thelow 30-unit range, with Beechcraft at 32 (downfrom 35), Extra at 31 (up from 29), and AmericanChampion at 30 (up from 26).

Elsewhere in the Piston report, most notablewas Mooney, which reappeared to report a singledelivery in 4Q 2014. This was the first timeMooney had reported an airplane sale to GAMAsince the 1Q 2010, although GAMA has carriedMooney in its listing continuously ever since.

The piston-twin market seemed quite robust,with 143 deliveries, up 17.21 percent from the 122reported in 2013. All four companies reporting,including Beechcraft, Diamond, Piper and Tecnamlisted deliveries in the double-digit range.

All in all then, I think 2014 should go down as apretty good year for Business Aviation. It was notthe break-out year many had been hoping for, butwe were on a path to steady growth in every seg-ment but twin turboprops, and there is plenty ofreason to expect that the growth trend will contin-ue through 2015 and beyond. Stay tuned!

View GAMA’s Year End 2014 Shipment Report in full on page 34

SINGLE-ENGINE PISTON 216 255 239 276 986

MULTI-ENGINE PISTON 25 30 41 47 143

TOTAL PISTON AIRPLANES 241 285 280 323 1,129

SINGLE-ENGINE TURBOPROPS 103 114 110 147 474

MULTI-ENGINE TURBOPROPS 22 34 30 41 129

TOTAL TURBOPROP AIRPLANES 125 148 140 188 603

BUSINESS JETS 154 164 141 263 722

TOTAL TURBINE AIRPLANES 279 312 281 451 1,325

GRAND TOTAL AIRPLANE SHIPMENTS 520 597 561 774 2,454

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 4 Manufactured Worldwide

SINGLE-ENGINE PISTON 134 170 176 236 716

MULTI-ENGINE PISTON 10 12 18 32 72

TOTAL PISTON AIRPLANES 144 182 194 268 788

SINGLE-ENGINE TURBOPROPS 90 84 75 92 341

MULTI-ENGINE TURBOPROPS 22 34 30 41 127

TOTAL TURBOPROP AIRPLANES 112 118 105 133 468

BUSINESS JETS 89 80 80 126 375

TOTAL TURBINE AIRPLANE 201 198 185 259 843

GRAND TOTAL AIRPLANE SHIPMENTS 345 380 379 527 1,631

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 4 Manufactured US3 Only

NOTES: 1. A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.3. Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval. 4. Military aircraft shipments are not included in shipment table totals.5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2014. 6. Diamond Aircraft HK36 Motor Glider model is included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. Discovery Aviation was previously reported as Liberty Aircraft. 9. Mahindra Aerospace and the Airvan 8 werepreviously reported as GippsAero Pty. Ltd. and the GA-8 Airvan. 10. Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. 11. TECNAM Aircraft is an addition to the GAMA shipmentreport in second quarter 2014. The 2013 report has been amended to also include TECNAM data. 12. Textron Aviation was formed on March 14, 2014 and includes shipments by Beechcraft Corporation and Cessna Aircraft Company com-bined. 13. Textron Aviation first quarter data includes 8 King Air, 1 Bonanza, 1 Baron, and 2 T-6 airplanes delivered by Textron Aviation.

“...2014 should godown as a

pretty goodyear forBusiness

Aviation.”



O'Gara March 16/02/2015 16:23 Page 1

O'Gara March 16/02/2015 16:25 Page 2

2014 Year-End AirplaneShipment Report

MAKE & MODEL Q1 Q2 Q3 Q4 YTD

GRAND TOTAL AIRCRAFT SHIPMENTS 6 816 922 841 1,091 3,672

GRAND TOTAL AIRCRAFT BILLINGS $5,861,412,198 $6,724,007,394 $6,008,057,220 $9,536,596,119 $29,411,961,932

AIRBUS CORPORATE JETS 7

ACJ318 0 0 0 0 0

ACJ319 1 0 0 0 1

ACJ320 0 2 0 2 4

ACJ321 0 0 0 0 0

ACJ330 0 0 0 0 0

TOTAL UNITS 1 2 0 2 5

TOTAL BILLINGS7 $83,000,000 $182,000,000 $0 $182,000,000 $447,000,000

AIR TRACTOR

AT-401B 1 0 0 0 1

AT-402A 0 0 0 0 0

AT-402B 3 9 6 2 20

AT-502A 0 1 0 0 1

AT-502B 18 13 19 11 61

AT-504 2 1 0 0 3

AT-602 5 4 0 5 14

AT-802 3 7 0 0 10

AT-802A 13 8 8 7 36

TOTAL UNITS 45 43 33 25 146

TOTAL BILLINGS $21,449,673 $21,647,255 $14,017,362 $11,520,940 $68,635,229

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 1 0 1

7ECA AURORA 2 0 0 0 2

7GCAA ADVENTURER 0 0 0 0 0

7GCBC CITABRIA EXPLORER 1 2 0 0 3

8GCBC SCOUT 0 2 3 2 7

8KCAB SUPER DECATHLON 2 0 5 7 14

8KCAB XTREME DECATHLON 3 0 0 0 3


TOTAL BILLINGS $1,402,200 $635,600 $1,513,100 $1,573,100 $5,124,000

BOEING BUSINESS JETS 7

BBJ 0 0 2 1 3

BBJ 2 0 1 0 1 2

BBJ 3 0 0 0 0 0

B777-200LR 0 0 0 1 1

B787-8 2 0 1 1 4


TOTAL BILLINGS7 $0 $68,000,000 $123,000,000 $134,000,000 $325,000,000

BOMBARDIER

LEARJET 70 / 75 6 2 7 18 33

LEARJET 60XR 0 0 1 0 1




Charlie Bravo March_Layout 1 17/02/2015 15:22 Page 1

MAKE & MODEL Q1 Q2 Q3 Q4 YTDCHALLENGER 300 / 350 14 9 12 19 54

CHALLENGER 605 6 8 6 16 36

GLOBAL 5000 / 6000 17 19 19 25 80

CL850 / 870 / 890 0 0 0 0 0

TOTAL UNITS 43 38 45 78 204

TOTAL BILLINGS $1,569,500,000 $1,587,900,000 $1,718,100,000 $2,689,000,000 $7,564,500,000

CIRRUS AIRCRAFT

CIRRUS SR20 6 16 5 4 31

CIRRUS SR22 28 29 28 32 117

CIRRUS SR22T 26 35 39 60 160

TOTAL UNITS 60 80 72 96 308

TOTAL BILLINGS $40,204,845 $51,555,749 $52,394,798 $73,234,636 $217,390,028

DASSAULT FALCON JET 5

FALCON 900LX 1 1 3 3 8

FALCON 2000LXS 2 5 4 7 18

FALCON 2000S 3 2 3 5 13

FALCON 7X 3 8 3 13 27


TOTAL BILLINGS $349,500,000 $684,500,000 $499,700,000 $1,181,800,000 $2,715,500,000

DIAMOND AIRCRAFT 6

HK-36 0 0 0 0 0

DV20 0 0 0 0 0

DA20-C1 3 3 5 5 16

DA40 (ALL) 48 49 28 11 136

DA42 (ALL) 9 12 17 12 50

TOTAL UNITS 60 64 50 28 202

TOTAL BILLINGS $24,602,325 $26,947,300 $22,669,725 $12,968,500 $87,187,850

DISCOVERY AVIATION 8

XL2 0 0 0 0 0


TOTAL BILLINGS $0 $0 $0 $0 $0

ECLIPSE AEROSPACE, INC.

ECLIPSE 550 5 4 1 2 12


TOTAL BILLINGS $14,475,000 $11,580,000 $2,895,000 $5,952,050 $34,902,050

EMBRAER 5

PHENOM 100 3 6 1 9 19

PHENOM 300 14 16 14 29 73

LEGACY 500 0 0 0 3 3

LEGACY 600/650 2 6 0 10 18

LINEAGE 1000 / E190 HEAD OF STATE 1 1 0 1 3

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

TOTAL UNITS 20 29 15 52 116

TOTAL BILLINGS $248,453,000 $394,046,000 $129,531,000 $698,129,000 $1,470,159,000

EXTRA AIRCRAFT

EA300 8 9 7 7 31

EA500 0 1 0 1 2


TOTAL BILLINGS $3,120,000 $5,200,000 $2,730,000 $4,420,000 $15,470,000

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150 / 280 6 12 6 9 33

GULFSTREAM 450 / 550 / 650 33 26 25 33 117




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2004 CITATION CJ2, S/N 525A-0203

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1999 KING AIR 350, S/N FL-258

2002 CITATION EXCEL, S/N 560-5249 2000 CITATION EXCEL, S/N 560-5119

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Eagle March 17/02/2015 17:00 Page 1

MAKE & MODEL Q1 Q2 Q3 Q4 YTDRTTOTAL UNITS (GULFSTREAM) 39 38 31 42 150

TOTAL BILLINGS (GULFSTREAM) $2,093,200,000 $1,810,000,000 $1,680,000,000 $2,197,900,000 $7,781,100,000

MAHINDRA AEROSPACE 5, 9

,AIRVAN 8 9 1 2 5 17


TOTAL BILLINGS $6,849,270 $761,030 $1,522,060 $3,805,150 $12,937,510

MAULE AIR, INC.

M-4-180V 0 1 0 0 1

MX-7-180B 0 0 0 0 0

M-7-235C 0 0 1 0 1

M-7-260C 0 0 0 0 0

M-9-235 0 0 0 0 0


TOTAL BILLINGS $0 $60,000 $191,920 $0 $251,920

MOONEY INTERNATIONAL CORP

M20R OVATION 0 0 0 0 0

M20TN ACCLAIM 0 0 0 1 1


TOTAL BILLINGS $0 $0 $0 $699,000 $699,000

PACIFIC AEROSPACE LTD

PAC 750XL 1 3 0 0 4


TOTAL BILLINGS $1,830,000 $5,366,005 $0 $0 $7,196,005

PIAGGIO AERO 10

P.180 AVANTI II N/A N/A N/A N/A 2


TOTAL BILLINGS $0 $0 $0 $0 $14,390,000

PILATUS

PC-6 0 0 3 7 10

PC-12 7 11 19 29 66


TOTAL BILLINGS $31,892,000 $50,116,000 $91,955,000 $144,649,000 $318,612,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 3 0 3

PA-28-181 ARCHER III 11 8 11 15 45

PA-28R-201 ARROW 0 4 1 3 8

PA-34-220T SENECA V 0 2 4 4 10

PA-44-180 SEMINOLE 7 3 5 7 22

PA-46-350P MALIBU MIRAGE 6 9 8 14 37

PA-46R-350T MATRIX 4 2 2 3 11

PA-46-500TP MERIDIAN 6 8 8 14 36

TOTAL UNITS 34 36 42 60 172

TOTAL BILLINGS $28,370,640 $33,161,709 $35,912,562 $55,086,227 $152,531,138

QUEST AIRCRAFT COMPANY

KODIAK 100 4 4 7 15 30


TOTAL BILLINGS $7,100,000 $7,900,000 $13,825,000 $29,625,000 $58,450,000

SOCATA

TBM 900 5 15 13 18 51


TOTAL BILLINGS $18,400,000 $55,510,000 $48,170,000 $66,730,000 $188,810,000

TECNAM AIRCRAFT 11

ASTM - LSA 32 26 28 22 108




General Aviation March_Layout 1 16/02/2015 16:30 Page 1

MAKE & MODEL Q1 Q2 Q3 Q4 YTD


P2002JF (TECNAM Cont) 2 7 5 4 18

P92JS 2 2 2 1 7

P2002JR 0 0 0 0 0

P2008JC 8 10 11 7 36

P2006T 6 6 6 3 21

TOTAL UNITS 50 51 52 37 190

TOTAL BILLINGS $7,240,340 $7,786,245 $7,800,196 $5,102,011 $27,928,791

TEXTRON 12 - BEECHCRAFT CORPORATION 13

BONANZA G36 6 11 6 9 32

BARON B58 3 7 9 21 40

KING AIR C90GTX 2 5 7 7 21

KING AIR 250 7 10 7 11 35

KING AIR 350I/ER 13 19 16 23 71

TOTAL UNITS 31 52 45 71 199

TOTAL BILLINGS (BEECHCRAFT) $161,983,610 $248,819,660 $213,632,085 $312,352,615 $936,787,970

TEXTRON 12 - CESSNA AIRCRAFT COMPANY

172R SKYHAWK 0 0 0 0 0

172S SKYHAWK SP 25 30 45 55 155

182T SKYLANE 0 0 0 0 0

T182T TURBO SKYLANE 0 0 0 0 0

206H STATIONAIR 0 0 0 0 0

T206H TURBO STATIONAIR 6 12 8 17 43

400 CORVALIS TTX 3 2 5 12 22

208 CARAVAN 675 2 5 3 3 13

208B GRAND CARAVAN / EX 22 13 19 27 81

510 CITATION MUSTANG 1 2 3 2 8

525 CITATION M2 11 8 12 15 46

525A CITATION CJ2+ 1 1 0 0 2

525B CITATION CJ3 3 3 0 0 6

525B CITATION CJ3+ 0 0 1 9 10

525C CITATION CJ4 6 6 7 9 28

560 CITATION XLS+ 4 6 5 7 22

680 CITATION SOVEREIGN+ 9 7 3 9 28

750 CITATION X+ 0 3 2 4 9

TOTAL UNITS 93 98 113 169 473

TOTAL BILLINGS (CESSNA) $432,128,560 $470,686,970 $385,079,030 $697,880,350 $1,985,774,910

TOTAL BILLINGS (COMBINED)12 $594,112,170 $719,506,630 $598,711,115 $1,010,232,965 $2,922,562,880

THRUSH AIRCRAFT, INC.

S2R-T34 1 2 2 5 10

S2RHG-T65 0 0 0 0 0

S2R-T660 0 0 1 0 1

S2R-G10 0 1 0 0 1

S2R-H80 11 8 2 3 24


TOTAL BILLINGS $12,739,120 $9,424,424 $5,466,400 $6,690,321 $34,320,265

WACO AIRCRAFT COMPANY

2T-1A-2 2 1 2 1 6

YMF-5D 2 1 1 1 5


TOTAL BILLINGS $1,543,000 $810,250 $1,094,000 $839,000 $4,286,250

TOTAL AIRCRAFT SHIPMENTS 6 816 922 841 1,091 3,672

TOTAL AIRCRAFT BILLINGS $5,861,412,198 $6,724,007,394 $6,008,057,220 $9,536,596,119 $29,411,961,932


�


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BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

ill demand keep up with supply? Willwe find ourselves with an out-of-bal-ance marketplace just as we startedto feel the winds of recovery blow-

ing? Just as we’re ready to take a collective sigh ofrelief, have the winds picked up, or died down?Actually, the winds have both picked up and dieddown. The market segmentation along with globallocations are creating these high and low winds.

Perhaps that sounds like a lot of mumbo-jumbo,to you. Not really - in fact, if we keep this discus-sion logical it will become clearer.

The Low WindsThe plummeting price of oil has sent the oil-pro-ducing countries as well as the oil-producing com-panies into a holding pattern with respect to majorexpenditures. The collateral companies that supplyor provide ancillary products and services to thesesectors are also reining in their capital expendi-tures, at least so far in 2015. So now we know thesectors of business that have pulled back, let’sexplore which products and manufacturers aremost impacted.

Most large corporations involved in the oil (andrelated) sectors have been buying and flying thelonger range, large cabin jets – so Gulfstream,Bombardier, Falcon and Embraer will all feel theimmediate effects of this slowing.

In the last several years, although the US hasbeen steadily returning towards accounting for amore balanced new aircraft delivery percentage,the OEMs have continued to build airplanes withthe expectation of making International sales. Thisis an area in which they are going to see somedramatic shifts.

• China’s slowing economy has all but haltedthat area’s buying frenzy.

• Sanctions imposed on Russia for its allegedinvolvement in Ukraine, coupled with tumblingoil prices have dramatically affected thatregion’s buying power.

• The Middle East is obviously impacted, andEurope is dealing with its own instability.

• The strong dollar and weakening Euro have notbeen good for the world’s economic recovery.

The High WindsNow let’s shift tack to the stronger winds, and thesegment of the market that should enjoy smoothersailing based on new aircraft deliveries. The light andmedium jets that are characteristically sold in the USshould do very well this year. That’s not to say thatthe long-range, large cabin jets are not going to sell.The primary buying sector will shift noticeably, andthe buyers will be more US-based HNWIs rather thanthe corporate groups that were buying with suchvigor before the falling oil prices.

It is very important to be clear that the falling priceof oil is unstable. The oil will not go away; it just willnot be extracted or refined for a period. The price ofoil will bounce back - hopefully to a more balancedand proper price, maybe in the $70.00/barrel range.Priced fairly, spending should be stimulated again inthe sectors that have been challenged lately. Thus,my forecast for 2015 is as follows...

2015 Used Inventory ImpactThough pre-owned inventory is not the primary topicof this article it’s still important to discuss consideringits supply in the market. The bottom line is that salesin the US should do well, transactions should remainrobust, but pricing will remain elusive due to thesupply globally.

The high serial-number, newer pre-owned air-planes in all categories should elicit the best deals,with the buyer potentially paying more for the bestairplanes as they realize supply in this arena is limitedand condition is king.

Essentially, I’m looking forward to a year of hardwork. No sale will come easy, but I believe we canmatch the great year we had in 2014. Our industry ingeneral will continue to provide important tools forbusiness growth and positive changes for thosecompanies that understand the value of BusinessAviation! �

W

BizJet Deliveries Soar!...But What’s the Real Impact?

We’re reading numerous articles about the projected growth in deliveries by aircraft OEMs in 2015. But what will this double-digit increase mean to the

used aircraft market? Jay Mesinger explores the impact on multiple levels.

Jay Mesinger is the CEO and Founderof Mesinger Jet Sales. With 40 years’experience in the aircraft resale market,Jay also serves on the Jet AviationCustomer and Airbus Corporate JetsBusiness Aviation Advisory Boards(BAAB). Contact him at [email protected]


“The light and

medium jets

that are

characteristically

sold in the US

should do very

well this year.”

JMesinger Feb15_JMesingerNov06 17/02/2015 10:53 Page 1

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Bombardier March_Layout 1 14/04/2014 12:54 Page 1

ast month we addressed the first of DataComm’s two main areas; ATN-B1 (ControllerPilot Data Link Communications, or CPDLC).This month we look at the second part,

FANS 1/A+ (including ATN-B2). We covered theData Comm history reaching the point in time whenFANS 1/A + was introduced.

FANS Historical RecapIn 1983 ICAO began an effort to establish a DataLinkarchitecture under its Future Air Navigation System(FANS) structure. This advance became thearchitecture and protocol standard of an oceaniccommunications network where heretofore HF andearly Satcom ruled. Boeing, a long time user of the

Aircraft Communications Addressing and ReportingSystem (ACARS), developed FANS-1 to the newerARINC 622 binary data format, followed by Airbuswith its FANS-A. Later these were combined andhave since evolved into FANS-1/A+. (As an aside,Controller Pilot Data Link Communication (CPDLC) inEurope is now LINK 2000+ but also carries the termFANS 2.)

Boeing (FANS-1) incorporated the principles ofAutomatic Dependent Surveillance (ADS) and earlyCPDLC using the existing ACARS. Note that ADS isautomatic surveillance such as position reporting,and CPDLC is communication using text in the formof data, not voice, for clearance requests andauthorizations.

Avionics Mandates


L

Helping you to familiarize with avionics advances and related mandates for

equipage, Ken Elliott reviews aviation technologies within NextGen, this month

focusing on Part 2 of Data Comm, covering FANS 1/A+ and ATN-B2.

FLIGHT DEPARTMENT � AVIONICS

What you should know aboutFANS 1/A+ - ATN-B2

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

Avionics_Finance 17/02/2015 09:56 Page 1

1999 Gulfstream V

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

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

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

2011 Bombardier Challenger 605

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

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

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

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

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

ADS for FANS is known as ADS-C (ADS Contract)and allows an automatic handshake by contractbetween the aircraft and enroute ATC for DataLink.This is different from ADS-B (ADS Broadcast), thatuses GPS/FMS and Transponder technologyproviding flight and position information. Thisinformation is broadcast as “OUT” data to ATC andaircraft with receivers having “IN” capability.

ICAO had continued a separate FANS effortsimilar to Boeing (FANS-1) and Airbus (FANS-A),based primarily on a newer AeronauticalTelecommunication Network (ATN) set of protocolsand standards. This development also became knownas ATN-B1 (Baseline 1). Understanding thisnomenclature is important because today the twoData Comm paths of FANS 1/A+ and ATN-B1 arebeing combined in the form of ATN-B2. (The ‘+’ onthe end of FANS 1/A, incidentally, came about whenRTCA industry standard DO-258 was amended toDO-258a, adding a message latency feature inCPDLC. All FANS-1/A+ messages can be sent overInmarsat or Iridium satellite systems in addition toVHF (VDL Mode 2).)

ATN-B2 brings together the oceanic focusedFANS 1/A+ and continental focused ATN-B1, and it isstill under development by FAA RTCA sub-committeeSC214 and EUROCAE WG 78. ATN-B2 includesadvanced services such as 4D Trajectories, DynamicRNP and Advanced Flight Interval Management withATC winds.

From a global perspective FANS developmentsatisfies the specific goals of varioustransportation authorities and includes:• US (FAA) Next Generation Air Transportation

System (NextGen);• Europe (European Commission) Single

European Sky ATM Research (SESAR) program;and

• Worldwide (ICAO) International Civil AviationOrganization Aviation System Block Upgrades 1and 2.

US FANS-CPDLCThe FAA uses FANS 1/A services today in theNorth Atlantic and Pacific oceans. Domestically,rather than adopt an ATN-only based solution, theFAA has opted for a longer-term solutioncombining FANS with ATN (as CPDLC). This dualstack aircraft structure has both FANS 1/A andATN-B1 Data Comm systems installed with thegoal of seamless operations (FANS 1/A+).

Currently, as the FAA implements FANS 1/A+technologies in domestic airspace, Data Commwill be used for clearances over VHF VDL Mode 2,which is faster than the existing VHF network.

ATN-B2, an evolution forward of FANS 1/A+, isin its final stage of development by FAA RTCAsub-committee SC214 and EUROCAE WG 78. Thisprotocol will hopefully be embraced worldwide.

Simplified FANS StructureThink of Data Comm as having three majorcomponents:

• Ground• Network• Aircraft

Data communication can be via VHF (eitherPOA ‘Plain Old ACARS’, or AOA ‘ACARS overAVLC’, otherwise known as VDL Mode 2). It canalso be via HF using High Frequency DataLinkoperating at slow speeds, yet may be used overthe poles. Lastly data communication can be viasatellite, today, using Inmarsat and/or Iridium(FANS Over Iridium - FOI). Iridium provides polarcoverage, alleviating the need for HF.

VHF ground stations operate as continentalnetworks, while satellites use SITA, ARINC, SatcomDirect and at least 11 other commercial networks,to provide allocated bandwidth to multiple aircraftoperators who contract their service. Theseservices are communication, broadband and data.They also may “internetwork” to ensure thatmessages from users of one network arecommunicated to users of another.

Separately, aircraft must have equipmentsuitable for VHF, HF and Satcom as required tomeet their individual needs. Aircraft crews need tobe trained and may require a letter ofauthorization (LOA) to operate when used forFANS services (currently the case in the US), oralternatively authorization via an OpSpec.

FANS - ADS-CWhile there is the data communication component ofFANS, there is also the surveillance componentknown as ADS-C. ADS-C is a contract that, onceestablished sends data automatically from the aircraftto the ‘contracted’ air traffic center, thereby



HHISTORY IIDENTIFIER KKEY FEATURES IINSTIGATING

AAGENCY TTIMEFRAME

Early Implemented Structure

FANS-1 (Oceanic)

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from & using ACARS

Boeing 1990s

Early Implemented Structure

FANS-A (Oceanic)

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from & using ACARS

Airbus 1990s

FAA FANS FANS-1/A (Oceanic) No latency timer per RTCA NAC RTCA-FAA 2000s

Current Global Oceanic Structure

FANS-1/A+

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from ACARS but using VHF Data Link (VDL) Mode 2 or Satcom

ARINC 622 RTCA DO-258A

ED100A

1990s- 2000s

(evolved)

The Network Architecture ATN Aeronautical Telecommunications

Network ICAO using ISO 1990s

FAA CNS/ATM Comm

FANS-1/A+ Leading to FANS-3 or -C ATN-B2

US domestic FANS-1/A+ over VDL Mode 2

In work RTCA SC214 and

WG78 2017-2025

CNS/ATM Surveillance ADS-B & -C

Automatic Dependent Surveillance–Broadcast (ADS-B) using Transponders Automatic Dependent Surveillance-Contract (ADS-C) using Satcom

“Separately,aircraft

must haveequipmentsuitable for

VHF, HF andSatcom asrequired...”

Table A contains a summary of FANS-specific history:


supplanting the need for radar contact. Beingsurveillance data (aircraft position and trends), thisaction is equivalent to the ADS-B Out function ofcontinental surveillance that originates partially as ahighly accurate GPS position broadcast by an aircrafttransponder.

ADS-C is not broadcast data per se, but isrequested surveillance under an individual contractbetween aircraft and ATC. ADS-C can be overSatcom or VHF, as a facilitation of ACARS forexample. In the event ADS-C services are notavailable, CPDLC/ATN coverage is the default.Network service providers need to support ADS-C forall of your FANS capability to be functional.There are four types of ADS Contract available:• Periodic that are time-based;• Event that are aircraft 3D deviation-based;• Demand that are initiated by ATC for immediate

surveillance information of an aircraft trendingposition;

• Emergency that is initiated by the pilot.

Aircraft EquipageAircraft and equipment programs supportingNextGen often combine FANS-1/A+ for oceanic usewith CPDLC for Link 2000+, as well as ADS-C andADS-B capability. Confusingly, there are as manypartial equipage versions existing as there aresolutions available, making it essential for manyoperators to seek professional advice, specifically fortheir aircraft.

A simple rule is the newer the aircraft the greaterlikelihood of equipage compliance. A typical set ofFANS equipment will include:

• Flight Management System (FMS) with a Multi-Function Display Control Unit (MDCU) providingWAAS/SBAS GPS signal accuracy. The MDCUshould have Satcom dialing and messagingcapability.

• EFIS displays may require modification fordisplay messages and annunciation ‘in front ofthe pilot monitoring’.

• A Level-D ARINC 741-compliant Satcom usingeither Inmarsat or Iridium satellite service. Becareful to ensure FANS compliance of the actualSatcom equipment itself. For example, whenusing Iridium the system design must meet thespecification of TSO C-159a, and when usingInmarsat the equipment must meet TSO C-132requirements. If the equipment does not meetthese standards then an Alternate Means ofCompliance (AMOC) must be sought.

• A VDL Mode 2 capable VHF transceiver.• A Communications Management Unit (CMU) to

control and perform the DataLink in certainconfiguration of OEM equipage. This could bean upgrade to an existing CMU.

• A compatible data-capable Cockpit VoiceRecorder that in some cases may be a combinedcockpit and flight data recorder (CVFDR). This is

needed to record the data sent back and forth asData Comm now replaces some voicecommunication critical to a flight’s record.

• Modified Audio Control Units so that either pilotcan select audio over Satcom.

• Cockpit aural and visual annunciation.

This impressive and scary list of requiredequipment is the reason why, outside of new aircraftOEM solutions, equipment suppliers and MROs havebeen slow to react. Solutions require complexSupplemental Type Certificates (STCs), which take aconsiderable amount of time and financial investmentin non-recoverable engineering (NRE) to implement.

Installation FacilitiesIn the first article of this series a table of OEMs andMROs with NextGen installation capability wasprovided (see p56-57 of the January edition). Apartfrom the aircraft OEMs that either have - or arefrantically working on - their FANS solutions, there areseveral key MRO players that are focusing on specificprograms.

There are several MROs offering, or proposingaftermarket inclusive FANS solutions, and in somecases they are keeping their STC development close


SSurveil lance Level MMethod WWhere Primarily

Primary Traditional ground radar Continental regions

Secondary Traditional transponder Continental regions

Automatic Dependent Agreement (ADS-A) Now Contract (ADS-C)

Satcom Where there is no or limited primary radar

coverage

Automatic Dependent Broadcast (ADS-B)

Transponder – Data Link Unit Continental regions

DDate MMandate

February 2013 FANS 1/A NATS Phase 1 – desirable tracks FL360-390

January 2014 Link 2000+ CPDLC can be used by FANS equipped aircraft

February 2015 FANS 1/A Phase 2a – expanded airspace, organized tracks FL350-390

November 2015 Reduced Lateral Separation Minimums in NATS (RLatSM) Desirable tracks at 1/2m track spacing

December 2017 FANS 1/A Phase 2b – all MNPS airspace FL350-390

January 2020 FANS 1/A Phase 2c – all MNPS airspace FL290 and above

There are three levels of surveillance, highlighted in Table B

Table C outlines current FANS mandate dates


to their chest. Following, is a list of ‘non-aircraft-OEM’MROs developing solutions today:

Chicago Jet Center – an early starter with anumber of STCs both completed and in work acrossseveral aircraft types. Chicago Jet has FANSinformation on its website.

Duncan Aviation – always a leader in anythingavionics and very well versed in FANS, with acomplete and thorough coverage of NextGen on itswebsite www.duncanaviation.com.

Jet Aviation – selected by Rockwell Collins for theequipment manufacturer solution STC on theBombardier CL604. Can offer several Bombardierfactory solutions on newer aircraft.

Marshalls of Cambridge – factory authorizedBombardier CL604 solution recently announced andin work.

Clay Lacy – another early starter having a numberof legacy Gulfstream solutions both ready and inwork.

Banyan – has a Boeing 727 solution in work.Dassault Falcon Services – although owned by

Dassault, DFS provides a FANS solution under theElite II upgrade program for the Falcon 900C and EX.

There are a broader number of MROsincorporating factory bulletins and modifications thataddress FANS upgrades as they are promulgated byeither the aircraft manufacturer or the avionicsequipment manufacturer. These facilities may eitherbe factory owned or factory authorized. Make sure,

when you are discussing these upgrades, to checkwhat the upgrade actually covers, as many are onlyincremental solutions to the total FANS requirement.

Some solutions come as part of factory avionicspackages such as Dassault’s EASy II, Bombardier’sBatch 3 for Globals, or Gulfstream’s PlaneViewcockpit. If your aircraft is covered under anequipment OEM maintenance service program, suchas Rockwell Collins CASP or Honeywell HAPP, thereare distinct advantages to using equipment solutionsfrom the same provider in terms of support.

Furthermore, with FANS Over Iridium there is anopportunity for lower installation and operating costsolutions being explored across multiple aircraftplatforms. For example, Dassault recently announceda GoGo Iridium solution across a range of its aircraftplatforms.

Certification and OperationAs previously mentioned, FANS installations arecomplex and require STCs to implement acrossdifferent aircraft types. Operational approval can alsobe involved and is structured to the individual userrequirements, including where DataLink services willbe used.

While FAA airworthiness circular AC 20-140B offersguidance on the installation certification or designapproval of FANS, FAA AC 120-70B providesguidance for the operational approval of DataLinksystems to ICAO standards. The AC coversauthorization process, flight crew qualification andtraining, preparing the Minimum Equipment List(MEL) and the Master (MMEL), aircraft flight manual,maintenance, operational use and reporting, as wellas information for foreign carriers.

Benefits of FANSDataLink services do not rely on voice, avoiding allthe concerns regarding voice over, interpretation ofwords, HF limitations, out of range VHF, out of rangeradar, pilot and ATC workload, and data updatetimes.

FANS DataLink services are automated and highlyflexible to users both in the air and on the ground.FANS improves safety, reduces operating costs andsaves time. Lastly, beyond Data Comm, FANS servesother areas of NextGen from surveillance tonavigation, to improved traffic flow.

Some useful Reference SourcesEUROCONTROL - Skyways publicationEUROCONTROL - Skybrary publicationICAO – GOLD (Global Operational Data Link Document) NBAA – under Aircraft Operations (CNS and InternationalOps)Duncan Aviation – website including Straight TalkChicago Jet – website

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“FANSDataLink

services areautomatedand highlyflexible tousers bothin the air

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t's not hard to assert that flying within theUnited States presents the fewest, most-easily met requirements of any region onthe planet. A flight plan isn't even

required unless the flight needs IFR services due tobad weather or flying above Flight Level 180 (forexample).

And yet, for its relative simplicity, within theUnited States optional advance work can helppreclude re-routings, ground holds and otherdiversions from the plan when traffic congestionrears its head. Also, there is the ever-present needto have no surprises when you reach your

destination, such as glitches in groundtransportation or issues with catering for the nextleg of the itinerary.

Private and commercial traffic within the US farexceeds that of any other country. The odds of ATCdiversions increase with traffic density along your enroute sectors, the level in terminal airspace, and atyour destination. The terminal airspace areas wherethis is most-likely to occur are as easy to find as the36 Class B airspace sectors and their 37 airports.

Avenues exist to minimize such routedisruptions, and possibly inoculate a flight againstany unacceptable changes. First-person help exists

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Long View Helps, Even on Short LegsWhether a planned trip is a relatively straight-forward domesticleg, or a more complex international trip crossing multiple borders,Dave Higdon highlights the advantages of forward planning.

Dave Higdon is aninstrument-rated pilotwith over 5,000 flighthours to his name.Based in Wichita, he hasflown in multiple air-craft types, enhancinghis diverse knowledgeand experience ofGeneral Aviation flying.Contact him [email protected]

Flight Planning_Finance 17/02/2015 10:16 Page 1

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in the form of the NBAA's staffing of the GeneralAviation Desk; at the FAA's traffic-flow crossroads;as well as through a myriad of available commercialflight planning services. Capitalizing on theseoptions requires more advance thought andplanning – regardless of where in the world theairplane must go.

The most-complex planning and paperwork,however, involve trips across national borders whereeven after modern technology has streamlinedmuch of the process there’s still a complex,overlapping series of pre-flight preparations tomeet requirements that vary by country.

When flying internationally, a flight crew mustknow and adhere to the requirements of thedestination nation. Failure to properly plan for aninternational trip could result in an unexpectedlyquick return flight because a national requirementwas not met.

Plenty of help exists to prepare a flight crew foran international flight – both at the flight planningstage, and for identifying and meeting internationalrequirements that will be met en route.

Going GlobalBeyond the US, Canada and Mexico in the WesternHemisphere, flight-planning and filing requirementstypically come with the need to file further ahead ofdeparture than for a domestic flight. Advance filingrequirements of 24 hours are not unusual - a fewrequire more advanced notice. Many nations

require not only advance flight plan filing but alsoairspace and landing permits, as well as departurepermits. Nor should an operator forget to check onoverflight requirements in which nations can expectflights to meet their regulations and pay their fees.

Since international trips seldom fall into the spur-of-the-moment category, the time to startresearching requirements for passengers/crew andairplane is the moment the trip becomes apossibility. Enlisting a professional trip-planning firmcan excise much of the work and worry fromarranging such an international itinerary. That firmcan carry you through the entire process, up to andincluding obvious check-list items (hotels, cars andrestaurants), as well as work needs (temporary officeand secure computer access).

Don't forget to weigh any security considerationsthat may accompany the person or destination.Ultimately, more documents, inoculations,equipment and notifications go into planning flightsbeyond domestic borders.

Europe, for example, requires documentation forthe aircraft and people, as well as advancenotifications and specifics on the cities you plan tovisit when the trip is more than a simple fly in andfly away proposition. The UK has its own rules andfee schedules; it’s common to all the countries thataccept private aircraft visitors. Thus, a checklisttailored to the nation of interest can help assure thecrew of meeting all of the requirements for the trip.But beyond each individual state's requirements,



“Failure toproperly plan

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visitors may face a specific process for handlingservices (fuel, ramp or hangar parking, etc.).

Is The Airplane Ready?Don’t overlook the avionics mandates as they applyglobally. ADS-B Out via 1090ES is alreadymandatory in most nations outside of the US(Canada and Mexico excepted). Australia andEurope are already on board. And if your plansinclude ocean crossings via the North AtlanticTrack, well, you have more to consider for thehigher altitudes.

February 5, 2015 marked the implementation ofPhase 2 of the North Atlantic DataLink Mandate(NATDLM). This initiative aims to improvecommunication, surveillance and air traffic controlintervention capabilities in the region and helpincrease the traffic flow and still ensure safety byreducing collision risk.

Phase 1 began in February 2013 by requiring allaircraft operating on or at any point along twospecified tracks between FL360 and FL390 duringthe Organized Track System (OTS) validity periodbe fitted with, and use Future Air NavigationSystems (FANS) 1/A (or equivalent) Controller-PilotData Link Communications (CPDLC) and AutomaticDependent Surveillance-Contract (ADS-C).

Eurocontrol postponed the VHF DataLink (VDL)Mode 2 Communications mandate in Europe until

February 5, 2020, but starting in 2020, all civilaircraft operating IFR above FL285 in theEurocontrol area must be retrofitted to supportVDL Mode 2 data. Aircraft delivered before 2014with FANS 1/A installed are exempt from thismandate, however. Europe's ADS-B Outrequirement began on January 8, 2015, for aircraftmanufactured on, or after that date; non-compliantaircraft must retrofit by December 7, 2017.

For flights within US borders, conversely, Mode-C and Mode-S remain requirements for ATCsurveillance – at least until December 31, 2019. OnJanuary 1, 2020, the US steps into line with the restof the world requiring ADS-B Out for operation inits airspace.

Flight Planning, DomesticallyAs mentioned above, no advance notice isneeded for domestic US operations. Open skiesabound. No restrictions will be encountered...well, apart from TFRs, MOAs, Prohibited Areasand approximately three dozen cities.

For those sectors and cities, advance noticeand some coordination with the FAA can helpkeep a trip on-track and allow an operator toavoid hearing those dreaded words, “Stand by...”This is where some new FAA tools come into playto help minimize, or even eliminate surpriseroute changes.




CTOP & CACRCollaborative Trajectory Options Program (CTOP)and Collaborative Airspace Constraint Resolution(CACR): the main difference between the currentsystem (CACR) and what CTOP offers is the abilityfor the operator to file with multiple route optionsso, if the original becomes unavailable, you canavoid discussions about your amended route.

As part of CACR, CTOP is a traffic managementinitiative (TMI) that automatically assigns delayand/or re-routes around one or more flow-constrained area (FCA) airspace constraints in orderto balance demand with available capacity. WithCTOP, however, a cooperative operator can belined up to get priority handling to avoid theconstraint, providing of course that capacity existsat the arrival airport.

Furthermore, CTOP allows operators to pick areroute, from their Trajectory Options Set – thosefiled alternatives – rather than taking a grounddelay or rerouting per FAA dictates. Realizing thebenefits of CTOP requires an operator to do a bitmore advance planning, particularly on days and toregions impacted by constraints such as convectiveweather. And operators must be willing andprepared to accept any of the routes contained intheir TOS.

CTOP is optional, with participation level left tothe operator's discretion. Those who declineparticipation simply continue to file their singleflight plan – considered a ‘single-option TOS’.(Naturally, however, single-option TOS’ face higherodds of a ground hold or re-routing should theirfiled route becomes unavailable.)

To participate in CTOP, operators submit a set ofroute options – their TOS – along with their flightplan in advance of the flight. A number of popularflight plan service providers are working onenhancements to their systems that allow them toassist operators in creating TOS’ submitting themto ATC, and keeping those operators updated onchanges.

Once the TOS has been submitted, the operatorneeds to be prepared to receive updates from ATCas conditions change. While one particular routemight be assigned initially, that route assignmentcould change several times before departure. Thisis due to the fact the CTOP is constantly evaluatingthe constraint(s) and making adjustments tomaximize capacity.

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ne man’s boon is another man’s bane. The recentdrop in crude oil prices has lowered BusinessAviation costs significantly. But the oil producersare seeing greatly reduced revenues. As a result,

many are cutting costs. Aviation services are a natural targetfor those cuts, some appropriate and some not.

The following are common Myths and Hits about corpo-rate cost reductions as they apply to Business Aviation.

Number 1Myth: If we do a great job, they’ll know it. Most aviationprofessionals love to serve. They bust their buns to do agreat job. But few aviation professionals are effective mar-keters. They assume their customers know how valuable theiraviation services are. But value is based on perception.Therefore, without reinforcement, yesterday’s daunting deedsare inconsequential in the harsh light of current crises.

Hit: Give them what they want and need…and show themwhat they got. If the corporate strategy calls for boots on theground, Business Aviation services are the tool of choice.Case closed? No. If top management does not know theleveraged impact Business Aviation creates (deals done, cus-tomers saved, cycles shortened) it is too easy to forget thatairplanes are about much more than just time and dollars,takeoffs and landings.

Getting the right person in front of the right client at theright time benefits the entire company. Your BusinessAviation’s leveraged impact must be reinforced, even builtupon, accounted for and reported. You must maintain your

leader’s positive perception long before there is a threator challenge.

Number 2Myth: Business Aviation is the pervue of the powerful; there-fore it is safe from attack. Most Business Aviation servicesreport to the C-suite. Your executive passengers tell you howmuch better it is to soar in the company aircraft than to bemired among the masses on the airlines. Certainly a smartleader would not gore his own goat! But, Nero taught us thatif you continue the good life (flying high) while the massessuffer (Draconian cost cuts), leaders lose power and followersdo not follow willingly. That is why aviation services are oftenamong the first targets, appropriately or not.

Hit: Business Aviation should lead the offensive in corporatecost management. Business Aviation is a very visible and sig-nificant cost that is easily perceived by critics as not directlybenefiting the entire organization. That is one reasonBusiness Aviation can be a lightning rod for criticism.

Defensive behaviors by executives or the aviation depart-ment can amplify the power of attacks. Wise aviation man-agers anticipate those threats and behaviors. They proactive-ly present an array of cost-cutting options that would delightGoldilocks; ranging from too soft to too hard. Help the exec-utives decide how much, if any, to cut.

Number 3Myth: The aviation budget should be cut 10%, the same aseveryone else’s. The annual budget, including depreciation,

Reactive BizAv CostManagement: Four Hits and Myths


O

Pete Agur reflects on the recent fall in

fuel prices and cautions flight department

managers to focus on facts...

FLIGHT DEPARTMENT � MANAGEMENT

FD M 1 March_Finance 17/02/2015 10:30 Page 1

for a typical mid-sized jet is around $2.25 million.It is reasonable for the uninitiated to assume a10% cost savings is not a stretch goal. After all,the rest of the company is being asked to makesimilar sacrifices.

Hit: Business Aviation supports the success ofthe core enterprise. And, its costs are unique.Recognize that fixed costs, which typically areover half of aviation’s total expenditures, plusaccruals for maintenance and overhaul collective-ly represent about two-thirds of the flight depart-ment’s annual budget. Thus, you are left withonly about a third of the budget that can bemanaged in the short-term.

So, what looks like an easy 10% saving reallyrequires slashing about 1/3 of the controllablebudget. Even hacking that much doesn’t result ina 10% saving. When people don’t ride in thecompany aircraft, there are significant contra-costs incurred such as lost productivity, contactsnot made or postponed, and missed opportuni-ties (in addition to the costs associated with air-line travel and overnight accommodations associ-ated with scheduling difficulties). What looks likea 10% savings is actually much smaller.

Number 4Myth: It’s all about the dollars. If the company isstruggling through hard financial times, you just

need to do your share, right? Everyone else isbeing asked to cut costs by 10%. Logically, if youpresent a plan to do the same, you’ve demon-strated good corporate citizenship. Illogically, youcould be in for a nasty surprise! When it comes toairplanes, it is rarely really about the money.

Hit: Optics are more powerful than dollars.When word comes down to cut 1/3 of the costsfrom a three-airplane department, it may not beabout costs. The real message may be to get ridof an airplane. Why? The C-suite is asking therest of the company to cut costs. Top manage-ment must also demonstrate substantial cuts inthe great sea anchor of corporate economics:General and Administrative Expenses (wheremany aviation departments’ budgets reside). Thevery visible reduction in the physical fleet thatresults in a significant savings in the G&A over-head is a powerful way for the C-suite to showthey have skin in the game. If you misunderstandtop management’s goal, you don’t understandthe optics of the situation.

And speaking of optics, the message is clear;when it comes to reactive Business Aviation costmanagement, it is crucial that you be on targetand proactive. �Are you looking for more articles on Flight DepartmentManagement? Visit www.avbuyer.com/articles/flight-department-management/


Pete Agur imparts awealth of safety andmanagement knowl-edge having sat onvarious committeesincluding for FlightSafety Foundationand NBAA(Corporate AviationManagement). He isalso the MD &founder of The VanAllen Group. [email protected]


here seems to be no middle groundwhen it comes to meetings. Everyoneeither hates them because there are fartoo numerous – “When do they expect

me to get my work done?” – or there are far toofew as everyone is busy, moving at Mach 2, oper-ating in their own silo. The second reason is oftenprevalent within flight departments, which typicallyhave lean staffs, high demands and personneltraveling all over the map.

Either point of view comes with a price. Withjust the right number of focused, highly productive

meetings, the collective wisdom of the team isleveraged for great ideas, insights and solutionsare shared, priorities are aligned and connectionbetween teammates grows.

Unfortunately, preparing and running greatmeetings is not usually viewed as a specific leader-ship skill. It doesn’t come naturally and, like flying,requires planning, preparation, focused executionand critique in order to achieve mastery.

When done correctly, meetings enhance pro-ductivity, collaboration, coordination, alignmentand shared lessons. They can even be fun.

Have Fewer, but Better Meetings



T

You want higher morale, greater engagement and more productivity? George Dom offers good advice:

Hold better meetings.

George DomUSN(Ret) has over 30years aviation leader-ship experience, wasSr VP of an industry-leading consulting firmand is president &founder of NFSAdvisors, where herepresents buyers ofbusiness aircraft andservices. [email protected]


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Here are some ideas to conduct better meetings:1. Focus. Have a clear reason for the meeting. If

you are not sure why you are having a meet-ing, then cancel it until you can figure it out.Lazy leaders and organizations get into a rou-tine of holding meetings that may have serveda purpose initially, but now are held out ofhabit. Ask yourself, “If I cancelled this meeting,who would complain?”

2. Meetings should be about Discussions andDecisions. If the purpose of the meeting issimply to share information, then put the infor-mation in a memo and email it to everyoneand cancel the meeting.

3. Advance Agenda. Send an agenda at least aday in advance so people can prepare andthink about the topic(s). Keep it focused ononly 1-3 items or issues.

4. Background. Require presenters to send 1-2page read-aheads that provide backgroundinformation and set the stage for discussionand decisions (see #2 above).

5. Ban Powerpoint Presentations. At least makea rule of no more than five slides. Powerpointslides full of words are often a crutch for peo-ple who don’t want to do the work to preparean engaging presentation; the same as peoplewho read speeches from a script. If a presenterstarts reading from his slides, do everyone afavor and give him the hook (see #2 above).

6. Timekeeping. Start the meeting on time – itshows you respect everyone’s time as much asyou value yours.

7. Listen. Give everyone in the meeting a chanceto be heard. Even if they don’t have anythingto add they will appreciate being asked. If theyknow they will be called to participate, theywill pay greater attention.

8. Show Common Courtesy. Ban texting andsmartphone surfing during the meeting. It isdisrespectful to the presenter or discussionleader. If people can’t take an iPhone siestaduring the meeting, then they shouldn’t havebeen invited. Clearly they were:- Too busy to pay attention;- The wrong person for the agenda; or - The meeting included topics not relevant to

everyone in attendance.Participants taking notes on a laptop or iPad should announce their intentions at the beginning of the meeting so others don’t thinkthey are checking Facebook or surfing the internet.

9. Record. Have someone keep a record of whatwas discussed and decided. Post it so thosewho didn’t attend can be kept in the loop.

10. Get Out of a Rut. Change the meeting loca-tion from time to time. If that is not practical,then change the seating arrangement.

11. Stand Up. If you want to keep the discussionshort, concise and to the point, hold stand-up

meetings if the number of attendees is lessthan 10. This also helps keep people awakeand engaged, especially after lunch andduring late-afternoon meetings.

12. End on Time. If there’s more to cover, youragenda was probably too ambitious, so sched-ule another meeting. People will sing yourpraises if they can depend on you adhering tothe schedule.

13. Review. Allocate time at the end of the meet-ing to review what has been decided, whatactions will be taken, who is responsible andnote all deadlines. If the meeting doesn’t iden-tify next actions, you should consider it afailure.

14. Thank Everyone for their Attention andEngagement. Solicit ideas on how to make thenext meeting more productive and valuable.Ask three simple questions about the meeting:a. What should we keep doing to make the

meeting most successful?b. What should we start that we are not yet

doing?c. What should we stop doing?

15. Lead. As always – no matter your role inthe flight department -- you must leadby example.

In the hands of a skilled leader and in the pres-ence of a high-performance team, meetings are akey component of an organization’s success. But likeany tool or instrument, meetings can detract fromoverall performance if not routinely sharpened andupgraded. �

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


“Solicit ideason how to make the next

meeting moreproductive

andvaluable.”



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1998 Falcon 2000 75

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2008 Gulfstream G150 256

1987 Gulfstream GIV 1021



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t all begins with credibility. If your employeesdon't find you credible, you have very littlechance of getting them to support your ideasand direction. Establishing credibility means

that you demonstrate your competence and expert-ise and that you're trustworthy. However, everyoneviews the world from different perspectives and isconvinced to get on the bus by their own uniquestandards.

There is a misconception that personnel knowwhat’s expected of them and that they trust the busi-ness judgments made by their leaders. Projectassignments, equipment upgrades and departmen-tal changes may have valid reasons. But those goalsoften aren’t well-communicated, are misunderstoodor not explained based on rational, valid, relation-ship-centered business-based reasons.

Managers exhaust their energy in emphasizing

what they want to achieve. However, what seemslogical and influences the leader does not necessari-ly convince others.

When Don took over the flight department herealized a lot of change was required. In the firstweeks and months on the job he tried to get every-one on board with his ideas. Expectations were high.The more he pressed his case, however, the moreresistance he encountered. There seemed to be astalemate. His presence achieved one result; it creat-ed a solid coalition against him.

Newcomers are not the only ones who confrontcommunication barriers. When people have workedtogether over a long period of time they developlazy habits. They tune each other out, second-guessand assume what others are going to say. It’svery difficult to change old patterns within astatic culture.

Gaining Team Credibility A Strategic Approach to Individual Communication


I

Jodie Brown offers practical advice for assessing employees and influencing behavior to achieve results.

Jodie Brown has over 20years’ Business Aviationexperience, and more than25 years of leadership andteaching experience. Aconsultant and executivecoach to C-Suite executives, owners anddirectors of aviationcompanies and FlightDepartments, she isfounder and president ofSummit Solutions.Contact Jodie [email protected]


FD M 3_Finance 17/02/2015 10:34 Page 1

InterestsSelf-interest is a powerful motivator. Maintenance,flight crews, dispatch and finance have differentoperating agendas, and interdependence oftencreates conflicting priorities. Your mission as leaderis to have team members present a unified front andsupport each others’ goals. As a team, your flightdepartment must constantly demonstrate its value tothe corporation.

Within teams we find individual skills and person-alities. People differ on what they deem importantto their success, and their communication stylesreflect that fact. Your relationship and knowledge ofyour staff’s individual preferences can bridge differ-ences and move them to your side.

You may recognize three styles of behavior foundin your own departments…

Direct: Independent-minded employees prefer con-trol. They are assertive and like to maintain a meas-ure of authority. As they aren’t naturally trusting ofothers, they conduct their own research and drawconclusions on their own.

In leading such employees, it is best to presentfacts as something for them to consider and providesupporting materials from an authoritative source.Be clear and to the point. Keep your focus on themeaningful results and not on who owns the idea.

Relationship-Centered: These employees dependon a predictable and constant environment. Theyrespond favorably to high levels of concentrationthat allow them to work steadily at a task.Relationship-centered employees are patient andsympathetic listeners who dislike conflict andconfrontation.

When you are attempting to institute change, besure to provide employees with clear instructionsand empathy for their discomfort. Realize that rela-tionship-oriented members of your team will requirea high level of support, especially when employeesare dealing with uncertainty.

Rational: This group of employees likes detail, factand structure. Most often quiet, they will hesitate tospeak out unless directly asked. They too prefer con-trol over their environment but use structure andprocedures, rules and regulations to achieve it.Because they dislike being pressured, they will post-pone action until it is absolutely necessary torespond.

When you are speaking with them, be thoroughand respect their boundaries. Minimize uncertainty,and ask them to assist with standardization.

Strategic ChecklistWe created the SCAN approach to help leaderscommunicate with personality differences.1. What is the Situation you want to address? Does

the other person see the issue at hand in thesame light?

2. What is the Cause of the current situation? Doesthe evidence resonate with the other person?

3. What are some of the potential Answers thatthe other person may need to support the idea?What issues related to resources, turf, credit orseniority exist that prevent commitment?

4. What would the Net results be when action istaken?

Remove Barriers to AgreementThe more you push, the more your employees arelikely to push back. People will be forever defendingthe status quo unless they can address their percep-tions, ask difficult questions and see what’s in it forthem. As their leader make your point logical andobvious, and therefore easy for the other person tosupport. Communication mismatches are very com-mon. When you're trying to connect, tune into thepreferred wavelength of your employee.

Sometimes you can’t influence everyone. Andwhen you can’t get the whole team on the busheading in the same direction, remember: It’s moreimportant to be respected than liked. �


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FD M 3_Finance 18/02/2015 12:03 Page 2

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Keeping Pace with Technology

FLIGHT DEPARTMENT � SAFETY


The ever-increasing supply of technological upgrades that enhance aircraftperformance and flight safety are both an opportunity and a threat, notes Mario

Pierobon. How should you train to mitigate the threat aspect?

How will you Incorporate TechnologyCurrency Within your Flight Department?

Safety 1 March_Finance 17/02/2015 10:37 Page 1

s with all technology, it is possible thatperformance improvements areaccompanied by an increased risk. This isparticularly the case if the technology is

complex and sophisticated, and its appropriate userequires specific training on the part of the user.

One of the many roles of the flight departmentmanager is to keep pace with technology, andchoose the items that will enhance the operations ofthe flight department. The selection process beginswith a risk assessment of technologicalimplementation – and that will mean weighingperformance benefits with the risks faced.

Firstly, is there a real need for this new technologywithin the flight department? When technologyimplementation is being considered, all the necessaryrisk mitigations that the change would require are notyet in place. Therefore, risk reduction is a must. In aflight department the reduction of the safety riskassociated with technology implementation isultimately attained by means of consistent training tobest practice.

Is the organization prepared to manage thechanges that the new equipment will bring to theoperation? There should be a plan to smoothlyembed the new procedures within the operatingsystem to ensure the calibration of technology end-users to a safe enough standard.

Structured TrainingTraining for technology currency is done in astructured fashion within commercial operations thatare required by law to have a training system headedby a ‘Post Holder Crew Training’ officer. For theseoperations, internal quality controls and authorityoversight should - in theory - ensure a thoroughtraining system.

However, flight departments that do not operatecommercially need to consider and structure theirtraining system themselves. They’d do well to look athow commercial operators manage their training fortechnological currency.

Once a training need is defined, the onus is on theflight department manager to ensure adequatefinances and time are dedicated to technologycurrency through the necessary training. When timeand money are made available the flight departmentmanager should decide whether an external trainingorganization would serve the purpose best, orwhether ‘in-house’ training will be adequate.

Sometimes there is no other option than goingthrough an approved training organization to gainratings, but sometimes it’s possible to providetraining internally like (for example) when transitioningto a paperless cockpit via an Electronic Flight Bagsystem. When training is internal, however, it is vital toselect a ‘qualified’ trainer with adequate credentials.

In-House SafeguardsWhen the opportunity arises to deliver in-housetraining, you should guard against two particularlycommon traps:

• Employing own personnel for the purpose ofdelivering training carries the risk that, while thestaff member may be a proficient technologyuser, the same person may not be proficient attransferring his or her know-how. It may benecessary to ‘train the trainer’ to enable them toimpart their knowledge in an adequate mannerto their colleagues.

• Online training is on the rise in the world ofaeronautical training, and this clearly signals thecommoditization of training in the industry. Thequality of training online greatly depends on theintegrity of the service provider. But with onlinetraining it is often difficult to ensure that thosepartaking in internet-based training are actuallypartaking in the learning process. While theflexibility of on-line training can actually improvethe learning process, the flight departmentmanager should opt for training solutions thatunequivocally test technology-proficiency (e.g.a written exam).

The Correct Method?With regard to the choice of the training method, inhis foundational book Human Factors in Flight,Captain Frank Hawkins recognises how asindividuals we prefer certain learning methods overothers. Yet he adds that individual preferences maynot always be significant in reflecting the optimumtraining, even if individual temperaments andcognitive styles should be carefully considered ifmajor changes in technology are involved (i.e. to theglass cockpit).

If the training requires live interaction – and theexchange of experiences and lessons learnt – thenlessons and discussions as training methods shouldbe preferred over lectures, which are better suitedas a training method to introduce and give ageneral background to a subject, notes Hawkins.

Once the necessary method is defined whatremains is to ensure the training is delivered, wherenecessary in an ongoing manner. Documentationalso should be amended to detail new or revisedoperating procedures as precisely as possible, thusleaving no room for doubts in interpretation andcalibrating technology users’ performance tocommon, high operating standards.

Thus you can see that to effectively implementnew technologies into the flight department andminimize the safety risks associated with the newtechnologies, you cannot simply expect to glean allthat you need from an operations manual, whichtends to be purely descriptive and generic in scopewhen it comes to detailed procedures.

Ultimately, in addition to the above outline, if youare to minimize the risks posed by new technologyin your flight department, then fluency in thedevelopment of procedures (based on theidentification of the main tasks, their sequentialordering, and their specification) together withdetails as to the tools needed to accomplish tasksshould also be part of the training system. �


A

“Whentraining isinternal,

however, it isvital to selecta ‘qualified’trainer with

adequatecredentials.”

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

Safety 1 March_Finance 18/02/2015 12:04 Page 2

oth pilots were experienced aviators, andthe third person onboard the Learjet 24was commercially rated. The aircraft wasreturning to its company headquarters in

Texas under the command of the firm’s president, anATP certificate holder with more than 6,400 totalflight hours, but fewer than 30 in Learjets since beingtype rated in the Model 24 about six weeks prior tothe fateful flight. The NTSB found no evidence thathe had other experience in turbojet aircraft.

Accompanying him in the cockpit was the firm’schief pilot, also certificated as an Airline TransportPilot. His flying experience included more than17,500 hours, with approximately 5,000 hours inDouglas DC-8 aircraft. His total time in Learjets, how-ever, was 17.4 hours, including the 10.4 hours spentin training for the LR24 type rating three years earlier.In fact, he had not flown a Learjet between beingtyped and two weeks prior to the accident.

Flight conditions at the time were seeminglybenign. Clear air turbulence was neither forecast norreported, and the National Weather Service notedno thunderstorms in the vicinity of the TexasPanhandle. Upper air disturbance could not be ruledout, however, since a cold front at the leading edgeof a high pressure ridge extended from extremenortheastern Texas, southwest through the centralpart of the state, and the core of the subtropical jetstream was directly over the accident site.

Details of the tragedy were masked by the rapidi-ty of the Learjet’s descent from FL450 and the severi-ty of the crash that pulverized the aircraft and creat-ed an impact crater about 50 feet wide and 3 feetdeep. Hitting the ground at a steep angle, theaircraft was so demolished that NTSB investigatorswere unable to say with certainty which ATP certifiedpilot was occupying the left seat.

Albuquerque Air Route Traffic Control Center lostradar contact with the Learjet at FL447. About fourminutes later, the aircraft struck the ground, and noradio transmissions occurred during the descent.Witnesses heard an aircraft flying overhead at whatseemed to them to be a very high speed. One per-son stated he heard a vibrating sound, and anotherthought the aircraft was about to break thesound barrier. Only one witness said he saw the

aircraft briefly and that it was nose down at a45-degree angle.

Challenged by TechnologyThe Learjet was one of the first business aircraft thathad sufficient performance to operate at the upperreaches of the atmosphere where the speed marginbetween stall and high speed buffet is very small. Athigh Mach numbers (i.e., close to the speed ofsound), some aircraft have a pronounced tendencyto pitch nose down (a phenomenon known as Machtuck). Shock waves over the wings can lead to loss ofroll control as ailerons react to compressibility effects.The handling qualities of first generation businessjets operating at high altitude were indeed challeng-ing - certainly not the environment for those with lim-ited knowledge of jet operations at high flight levels.

The company president was listed on the flightplan as pilot in command. His Learjet training con-sisted of 20 hours of informal ground school from anFAA designated pilot examiner who gave him a flightcheck for the LR24 rating one week later. There is norecord of training regarding high altitude operations.Nor was the company president given (or required tobe given) any factory authorized training prior to hischeck ride.

While the second ATP in the ill-fated Learjet cock-pit had at least 5,000 hours of turbojet experiencewith Douglas DC-8 equipment, his knowledge offlight characteristics at FL450 was nil since theLearjet’s altitude performance exceeded thecapabilities of the DC-8.

The NTSB determined “…that the probable causeof the accident was loss of control, possibly initiatedby an unexpected encounter with moderate tosevere clear air turbulence...” The Board commentedon the crew’s lack of adequate training and experi-ence in the Learjet. It also noted that the aircraft’sspoilers were deployed during the uncontrolleddescent, a previously approved procedure that beenremoved from the Learjet AFM about one year priorto the tragedy.

When dealing with areas of technology beyondour experience, there is no substitute for thoroughtraining and supervised indoctrination. �

- JWO

Training:The Power that Protects

FLIGHT DEPARTMENT � SAFETY


B“Experience

that isunrelated

to thechallenge at hand isuseless and

oftendangerous.”

- Anonymous

Man's flight through life is sustained by the power of his knowledge. — Quote on the Eagle & Fledgling statue at the U.S. Air Force Academy.

Safety 2_Finance 17/02/2015 10:41 Page 1

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Jetbroker's March_Layout 1 16/02/2015 16:49 Page 1

Jetbroker's March_Layout 1 16/02/2015 16:50 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 1995 throughwinter 2014, and covers 30 models. Values reportedare in US$m, with each reporting point representingthe current average retail value published in theBluebook by its corresponding calendar year. Forexample, the Cessna Citation Bravo average valuereported in the winter 2014 edition of Bluebookshows $2.8 million for a 2006 model, $2.6 millionfor a 2005 model and so 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 86of 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_Finance 17/02/2015 15:11 Page 1

Trade your chocks for

S T A R T I N G B L O C K S .

U.S . +1 . 8 4 4 . 4 4 .T X TAV | INTERNATIONAL +1 . 3 1 6 . 517. 8270

© 2015 Cessna Aircraft Company. All rights reserved. TTx is a trademark of Textron Innovations Inc., used by permission. Garmin and G2000 are trademarks of Garmin International or associate companies.

CESSNA TTx

This beautiful sprinter was born with the heart of a racer. A twin-turbocharged racing powerplant

that speeds the TTx™ to the top of i ts class at 235 knots. Elegant gul l -wing doors f loat up to

reveal sleek, custom cabin schemes and a Garmin® G2000™ fl ight deck. The all -composite

a i r f rame makes i t tough enough for Ut i l i ty Category cert i f icat ion. There’s a lso an economy

cruise sett ing – but – real ly? On your mark. Get set . Go to Cessna.com to catch the TTx.

Client: Textron Aviation/TTxAd Title: Starting BlocksPublication: AV Buyer - MarchTrim: 205 x 270 mm • Bleed: 211 x 276 mm • Live: 185 x 246 mm

33496_TTxStartingBlocks_AVBuyer.indd 1 2/11/15 11:02 AM

Entry-Level & Light Jets Average Retail Price Guide

BEECHCRAFT PREMIER 1A 2.9 2.6 2.3 2.0 1.7 1.6 1.5

BEECHCRAFT PREMIER 1 1.4

BOMBARDIER LEARJET 45XR 7.9 7.3 6.5 5.9 5.3 4.6 4.3 4.0

BOMBARDIER LEARJET 45 4.3 4.0 3.7

BOMBARDIER LEARJET 40XR 6.8 5.8 5.1 4.4 4.1 3.6 3.4 3.0

BOMBARDIER LEARJET 40 3.3 3.0 2.7

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 12.992 10.0 9.2 8.7 8.0 7.5 6.8

CESSNA CITATION XLS 560 5.5 5.2 4.7 4.4

CESSNA CITATION ENCORE+ 560 5.0 4.5 4.1

CESSNA CITATION V ENCORE 560 3.9 3.7

CESSNA CITATION EXCEL 560-XL

CESSNA CITATION V ULTRA 560

CESSNA CITATION BRAVO 550 2.8 2.6

CESSNA CITATION CJ4 525C 9.380 8.0 7.3 6.9 6.5

CESSNA CITATION CJ3 525B 8.458 6.7 6.0 5.6 5.3 5.0 4.8 4.6 4.3 4.1

CESSNA CITATION CJ2+ 525A 7.253 6.2 5.7 5.3 4.8 4.5 4.3 4.0 3.5 3.3

CESSNA CITATION CJ2 525A 3.0 2.9

CESSNA CITATION M2 525 4.671 4.2

CESSNA CITATION CJ1+ 525 3.5 3.2 3.0 2.8 2.6 2.4 2.2

CESSNA CITATION CJ1 525 1.9

CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510 3.465 2.9 2.3 2.2 2.1 2.0 1.9 1.8 1.7

ECLIPSE 500 2.450 0.850 0.80 0.750

EMBRAER PHENOM 300 9.315 8.3 7.8 7.4 6.8 6.7

EMBRAER PHENOM 100E 4.350

EMBRAER PHENOM 100 3.5 3.3 3.0 2.7 2.4 2.2

HAWKER 400XP 2.6 2.4 2.2 2.1 1.9 1.7

HAWKER BEECHJET 400A

NEXTANT 400XTI 4.2 3.4 3.2

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

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values_RPG 17/02/2015 10:49 Page 1

WINTER 2014 What your money buys today2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

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

MODEL

YEAR OF MANUFACTURE$

BEECHCRAFT PREMIER 1A

1.3 1.2 1.1 1.0 BEECHCRAFT PREMIER 1

3.8 3.4 BOMBARDIER LEARJET 45XR

3.5 3.1 2.9 2.8 2.7 2.6 2.5 BOMBARDIER LEARJET 45

BOMBARDIER LEARJET 40XR

2.4 BOMBARDIER LEARJET 40

1.650 1.550 1.450 1.350 1.250 1.150 1.0 1.050 0.9 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

4.2 CESSNA CITATION XLS 560

CESSNA CITATION ENCORE+ 560

3.5 3.2 2.9 2.7 2.6 CESSNA CITATION V ENCORE 560

3.9 3.7 3.6 3.3 3.0 2.7 2.5 CESSNA CITATION EXCEL 560-XL

1.8 1.7 1.6 1.5 1.4 CESSNA CITATION V ULTRA 560

2.4 2.2 2.0 1.9 1.8 1.7 1.6 1.5 CESSNA CITATION BRAVO 550

CESSNA CITATION CJ4 525C

3.9 CESSNA CITATION CJ3 525B

CESSNA CITATION CJ2+ 525A

2.8 2.7 2.6 2.5 2.4 CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525

CESSNA CITATION CJ1+ 525

1.8 1.7 1.6 1.5 1.4 CESSNA CITATION CJ1525

1.3 1.250 1.2 1.150 1.1 CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510

ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100E

EMBRAER PHENOM 100

1.5 HAWKER 400XP

1.350 1.250 1.150 1.050 1.000 0.950 0.900 0.850 0.800 HAWKER BEECHJET 400A

NEXTANT 400XTI

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values_RPG 18/02/2015 12:06 Page 2

1984 Hawker 800A • 258008

Aircraft Sales & Acquisitions

888.703.3060South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1985 Citation SII • S550-0036

2003 Falcon 900C • 197

1998 Citation Ultra • 560-0477

2007 Falcon 7X • 7X-007

2007 Citation CJ3 • 525B-0147

1991 Learjet 31ER • 31-033

Aircraft Sales & Acquisitions

2006 Piper Meridian • 46972511980 Cheyenne III • 42-8001021

888.703.3060South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1999 Citation CJ • 525-0318

1983 King Air F90-1 • LA-205 1978 King Air E90 • LW-286

Description of Cost ElementsThe following describes the content of eachcost element used in The Aircraft CostEvaluator. There are no sales taxes included in these 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 thatcabin 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

aircraft certification. • Basic Operating Weight is the empty

weight, 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.

Specifications Performance Range:• Range - Seats Full is the maximum IFR

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

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

• VFR Range - Seats Full is the maximumVFR 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-off

distance 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 to Aircraft Performance and TechnicalSpecification Data is updated by Conklin & de Decker on a regularbasis. The Guide is much more comprehensive and informative, pro-viding more aircraft types and models and including variable costnumbers for all models.

This month’s category of aircraft - Entry Level & Light Jets – appears overleaf,to be followed by Turboprops next month.

Please note that this data should be used as a guide only, and not as the basis

on which buying decisions are taken. The data presents aircraft aged below 20years of age only, but Conklin & de Decker provides details of older airplanes too.

If there are any other ways in which we can improve the content or presenta-tion of this information, 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

Performance & SpecificationsEntry Level & Light Jets


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs Intro March15_AC Specs Intronov06 17/02/2015 12:20 Page 1

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

ENTRY LEVEL & LIGHT JETS

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL



BEEC

HCRA

FT H

AWKE

R 40

0XP

BEEC

HCRA

FT H

AWKE

R 40

0XPR

BEEC

HCRA

FT P

REM

IER

IBE

ECHC

RAFT

PRE

MIE

R IA

BOM

BARD

IER

LEAR

JET

31A

BOM

BARD

IER

LEAR

JET

31A/

ERBO

MBA

RDIE

R LE

ARJE

T 40

BOM

BARD

IER

LEAR

JET

45

BOM

BARD

IER

LEAR

JET

40XR

$2,383.10

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

$2,416.13

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

BEEC

HCRA

FT B

EECH

JET

400A

$2,346.67

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

$2,462.81

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

$2,462.24

4.35

4.95

12.9

281

4.16

3

40

-

2

6

17200

16000

11203

4124

1873

2297

1211

1337

3800

4200

5110

1610

462

441

417

2

TFE 731-2

$1,749.80

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

$2,414.21

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

$2,384.90

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

$1,874.62

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10900

4912

688

2100

1243

1974

4030

5237

5000

620

450

450

425

2

FJ44-4A-32

$1,762.42

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

AircraftPer&Spec March15_PerfspecDecember06 17/02/2015 12:42 Page 1



CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

BOM

BARD

IER

LEAR

JET

45XR

$2,485.47

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

$1,879.84

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

$1,632.73

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

$1,538.79

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

$1,568.20

4.75

4.83

11

201

4.25

2

0

45

2

5

10700

9900

7035

3220

545

1365

895

1245

3990

4135

3290

906

389

389

307

2

FJ44-1AP

$1,628.96

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

$1,728.61

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

$1,839.88

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

$1,820.65

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

CESS

NA C

ITATI

ON B

RAVO

CESS

NA C

ITATI

ONJE

T

CESS

NA C

ITATI

ON C

J1

CESS

NA C

ITATI

ON C

J1+

CESS

NA C

ITATI

ON C

J2

CESS

NA C

ITATI

ON C

J2+

CESS

NA C

ITATIO

N CJ

3+

CESS

NA C

ITATI

ON C

J3









CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

CESS

NA C

ITATI

ON C

J4$2,142.87

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

$2,235.59

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

$2,190.12

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

$2,625.25

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

$2,541.99

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

$2,503.30

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

$1,500.89

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

$1,090.43

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

$2,461.68

4.8

4.83

17.33

310

4.25

2

26

41

2

7

15900

15200

9400

5770

930

1800

1220

1644

3740

3750

3684

1139

397

397

350

2

JT15D-5A

CESS

NA C

ITATI

ON E

NCOR

ECE

SSNA

CITA

TION

ENC

ORE+

CESS

NA C

ITATI

ON E

XCEL

CESS

NA C

ITATI

ON X

LS

CESS

NA C

ITATI

ON X

LS+

CESS

NA C

ITATI

ON M

2

CESS

NA C

ITATI

ON V

CESS

NA C

ITATI

ON M

USTA

NG





CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

CESS

NA C

ITATI

ON U

LTRA

$2,486.09

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

$983.54

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

$986.73

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

$951.22

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

$1,248.93

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

$1,248.93

4.94

5.08

11

212

4.86

2.04

10

60

1

5

10472

9877

7132

2804

580

1312

917

1233

3479

4110

3061

702

390

371

333

2

PW617F-E

$1,916.59

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

$1,802.59

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

$1,798.42

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

ECLI

PSE

500

TOTA

L EC

LIPS

E 50

0

ECLI

PSE

550

EMBR

AER

PHEN

OM 1

00EM

BRAE

R PH

ENOM

100

EEM

BRAE

R PH

ENOM

300

NEXT

ANT

AERO

SPAC

E 40

0XTi

NEXT

ANT

AERO

SPAC

E 40

0XT




�


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

Challenger 6047470 AFTT, Engines on Smart Parts Engine,APU on MSP Gold, Great Pedigree, TwoOwners Since New, Delivered with Fresh 192month, Fresh Landing Gear

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

Falcon 5013,611 hrs, Engines on MSP Gold, CollinsPro-Line 4, Dual Honeywell Laser Ref III,Magnastar Airphone C-2000, Airshow 400,MGTW Increase, 8 Passenger Seating, APU onMSP

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

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson 1 March 16/02/2015 17:07 Page 1

Helicopters in Traditional

Flight Departments: Could a Rotorcraft

Augment your Travel Options?

FLIGHT DEPARTMENT � ROTORCRAFT


Helicopters _Finance 18/02/2015 15:54 Page 1

friend who spends part of the yearliving in a major metropolitan areafaces a lengthy commute to reach hisairplane from his office. Add traffic

issues and the combination often makes himdream of owning a helicopter. “If ever my budgetallows, a helicopter would be the ideal lift toaugment the airplane.”

As a matter of fact, many business aircraftoperators find that a helicopter can complementtheir fixed-wing aircraft. Although there are somecomplex elements that pave the path to adecision about augmenting fixed-wing aircraftwith a helicopter, generally it all boils down tomeeting the same set of considerations as forchoosing a fixed-wing aircraft: mission need.

Would a helicopter benefit your flightdepartment? It depends. The answer becomesclearer when need hinges on the helicopter'sunique abilities…

Universal Appeal & CapabilityAviation is known for crafting solutions for prettymuch any need. Helicopters stand among the topsolutions, particularly when the destination elicitsan exclamation: “You want to go where?” Theability to launch and land from a spot barelytwice the rotor diameter (assuming a climb-and-depart path that’s free of obstructions) bringsmany different benefits to many differentcompanies.

Speed and range covered between launch andlanding might seem somewhat puny – at least byturboprop and jet standards, but for trips that fallnear the lower-end of the Business Aviationaverage (350-500 miles) the 170ktas speed oftoday’s helis used for business transportation stillkeeps trips short and time-saving. Additionaltime-savings are realized when one considers thevery take-off and landing nature of a helicopter.Passengers could quite literally step into theirhelicopter on one office roof and land on theroof of their client’s office (or a helipad nearby).

On such occasions, helicopters can completelydisplace the fixed-wing aircraft for the entire trip.The general limitation of the helicopter optionhinges on the availability of landing areas near towhere you need to be. It makes no sense to takea helicopter from one airport to another if thesecond airport could have accommodated thefixed-wing aircraft.

If no close-by landing pad is available, then

the time-versus-cost equation returns to primacy.Some businesses use helicopters as lift

augmentation where rotorcraft are essentially ameans of allowing passengers to avoid groundtraffic associated with going to or from anairport. At other times, a destination may bewholly unsuitable for the company’s fixed-wingairplane. At almost every level, a helicopter’sunique abilities hold strong appeal for manyflight departments interested in what they couldbring to their company.

Mission Fulfilment FirstFixed-wing aircraft traditionally face runwayconstraints that can vary with weather andelevation; and today's most-popular businessturbine aircraft need more runway than thatoffered by about one-fifth of the United States’airports. A helicopter operator never needs toworry about sufficient runway.

But speed and payload come into play...asthey always do. Research and developmentefforts continue to explore the expansion ofhelicopter speed envelopes, but for theforeseeable future the standards of today'sfastest rotary-wing machines stands at about 170knots. (This paradigm may change when Tilt-Rotor aircraft such as the Bell/Agusta BA609become operational.)

Whether you’re contemplating the most-popular of piston helicopters or a flying-officestyle business-turbine helicopter, their varietyallow them to satisfy many business needs, fromsimple hops of a few dozen miles carrying threepassengers at one end of the capability spectrumto the other extreme of taking the office along inthe same style as a corporate jet with a team inthe cabin.

Beyond these basics, a flight departmentshould take into consideration most of the samemission concerns applied when contemplatingadding any equipment to the fold.

• Does the helicopter meet at least 70% of themission needs it’s anticipated to serve?

• Are crew and maintenance available withinthe flight department already? If not, whatwill be required to add the necessaryexperience to the team?

• Will another hangar be needed?• Most importantly: Can it be operationally

and financially justified?


A

Dave Higdon is ahighly respectedaviation journalist whohas covered all aspectsof civil aviation overthe past 35 years.Based in Wichita, hehas several thousandflight hours, and haspiloted pretty mucheverything from foot-launched wings tocombat jets. Contact him [email protected]

Dave Higdon discusses the unique attributes of helicoptersand considers factors that might justify adding vertical

lift capability to your flight department.

“Does thehelicopter

meet at least 70%

of themission

needs it’santicipatedto serve? ”


That last point alone can be an eye-opener for the flightdepartment new to rotorcraft: compared to fixed-wing aircraft,you can expect to spend more per seat on acquisition, andmore per seat/hour in operating costs and maintenance costs.And compared to fixed-wing aircraft, helicopters have moreparts that are moving in close proximity and in finely balancedharmony. Maintenance hours per flight-hour generally tend tobe greater than for a fixed-wing aircraft with a comparablenumber of seats. Carefully evaluate costs per mile travelled,which in some situations can be three times that of fixed-wingaircraft.

Another area requiring some consideration from the flightdepartment is regulatory impact: while the addition of a rotor-wing aircraft adds little to the need to understand regulatoryrequirements, helicopter approvals fall under FAR 27 or FAR 29

instead of FAR 23 or FAR 25. The need to know, understandand adhere to these regulations remains the same in terms ofmaintenance and crew scheduling.

As we outlined above, filling crew and maintenance slotsrequires people who meet the qualifications and have theexperience to do the required jobs on and in helicopters. Themilitary continues to feed a pool of well-trained, experiencedhelicopter-savvy crew, but recruiting can still take a bit of timeand effort for some aircraft.

In the end, for the flight department with the need, thehelicopter can generally transport people far closer to theirdestination than the nearest airport – and take them outagain when the day’s business is done. When the missionjustifies, vertical lift can be a fantastic supplement to thefixed-wing stable. �


FLIGHT DEPARTMENT � ROTORCRAFT

The Air Taxi OptionPerhaps full-ownership of a helicopterisn’t the right option for your flightdepartment. The mission requirementwould not justify full ownership, butthere remains an occasional need forthe benefits that a helicopter offers.

Helicopter lift is available in mostmajor metropolitan areas – oftenbased at the same airport used bybusiness turbine operators. Manymedium-city airports also boasthelicopter operators at their main andGeneral Aviation airports.

Just like ad hoc charter operationswith fixed-wing aircraft, the goal of theair taxi option with helicopters remainsthe same: To place passengers asclose as possible to their ultimatedestination as time and efficient use ofdollars allow, but without the burdenof full ownership.

Chartering helicopters is a viableoption that warrants evaluation bymost flight departments.


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

he field for this month’s Aircraft ComparativeAnalysis includes the pre-owned JetRanger IIIand new and used Airbus EC-120C helicopterswith values ranging between $350k-$1.8m.

Within our analysis, we’ll consider the usual produc-tivity parameters – including payload, range, speed andcabin size, and cover current market values.

Brief HistoryThe genus of the Bell 206 single turbine series helicop-ter dates from 1966. The 206B-3 JetRanger III replacedthe 206B JetRanger II in 1977 and was produced until2010. There are currently 1,904 206B-3 helicopters fly-

ing today, and 2,478 that were manufactured during the1977-2010 timeframe, representing the largest numberof a single model of all 206 series helicoptersproduced.

The 206B JetRanger II aircraft could be modified toa model 206B-3 JetRanger III by the completion ofService Instruction 206-112 (which requires the installa-tion of the Allison 250-C20B engine). One crew andfour passenger seats are available on the 206B-3.

It is interesting to note that the Bell 206 series makesup 61% of the 10,300 units Bell Helicopter has pro-duced. All told, Bell has produced 40% of all theCommercial Western-built helicopters (per JETNET

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

T

Aircraft Comparative Analysis: Bell 206B-3 JetRanger III


EC120B

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

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of new and pre-owned Single-Engine Turbine

helicopters for the purpose of valuing the Bell 206B-3 JetRanger III.

AirCompAnalysis A_ACAn 18/02/2015 11:01 Page 1

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

2008 Gulfstream G550 s/n 518016 pax. Engines RR CorporateCare, Foxtrot EnhancedNavigation WAAS/LPV, FANS 1/A-CPDLC, Paperless FlightDeck, Multi-link hi-speed data sys., Operated Part 135,TCAS 2000 w/chg 7.1

2008 Gulfstream G450 s/n 412214 pax., Forward and aft lavs, Forward galley, Engines on RRCorporate Care, Planeview cockpit, HUD/EVS, Swift 64internet, Wireless LAN, JAR Ops

1997 Gulfstream V s/n 52412 pax, RR Corporate Care, APU on MSP, Avionics onHAPP, Electronic Flight Bags, ATG 4000 GoGo wi-fi, Ads-BOut, . 12-24-48-96-192 Mo. CMP Codes c/w 4/2014

1999 Gulfstream IVSP s/n 138314 pax., Engines RR Corporate Care, APU on MSP, Avionicson HAPP, Honeywell MPP, Ads-B Out, Direct TV & Int’l TV,Triple IRS, MCS7000 SATCOM, Operating Part 135

2008 Challenger 605 s/n 574012 pax. In service 5/2008, CofA 11/2007, On Smart Parts,Engines on GE OnPoint, APU on MSP, Collins ProLine 21Sys., Wi-Fi, EVAS, Capable of WAAS/LPV approaches, 88parameter FDR

2008 Falcon 900EX EASy s/n 19314 pax, Avionics EASy II Phase 1 Upgrade, FMS upgradeVersion 7.1 & RAAS, Engines MSP Gold, APU on MSP,Winglets, Synthetic Vision, 1C & Z insp. 5/2014,Well-equipped, many upgrades

1996 Challenger 604 s/n 531510 pax, On Smart Parts Plus, Engines on GE OnPoint, APUon MSP, Enhanced Auto Throttles, Precision Plus, ATG-4000Wi-Fi, ADS-B Out, TCAS 7.1, 48-96-192 mo. insp. c/w7/2012, Operating Part 135

1995 Gulfstream IVSP s/n 126916 pax., Engine O/H’s 4/2013-eligible for CorporateCarecan purchase enrolled or not, Avionics on HAPP, -150 APUupgrade on MSP, Triple IRS, AirCell Axess II Irid. SAT phone.Operating Part 135

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

Price $13,995,000

Price $5,395,000

2007 Challenger 300 s/n 20121FOR SALE OR LEASE. 9 pax. Engines & APU on MSP,Collins ProLine 21 Sys., Dual IFIS, GoGo Wi-Fi, Newwoodwork, 4000 hr. eng. insp. & fuel nozzle replacementc/w 6/2014, 96 mo. airframe & gear insp. c/w 12/2014

Price $11,295,000

Price $13,995,000

Price $7,595,000

Price $6,995,000

Price $22,750,000

LEAS Single March_LEAS 18/02/2015 12:01 Page 1

records in February 2015).Of the 1,904 wholly-owned

Bell 206B-3 helicopters in opera-tion worldwide, just 15 are inshared ownership. According toJETNET, an additional 3% of theBell 206B-3 helicopters areleased. By continent, NorthAmerica houses the largest fleetpercentage (56%), followed bySouth America (12%) andEurope (11%) – that’s a com-bined total of approximately80%.

Payload & RangeThe data contained in Table A(left) is sourced from Conklin &de Decker and B&CA’s May2014 issue. A potential operatorshould focus on payload capa-bility. The ‘Available payloadwith Maximum Fuel’ for the Bell206B-3 is 208 lbs, which is signif-icantly less than the EC120B(383 pounds).

Also note the fuel usage byeach helicopter model in thisfield of study: The Bell 206B-3 at25.2 gallons per hour (GPH)leads the EC120B as the mostfrugal. The Bell 206B-3 shows10.6% less fuel burn with theRolls-Royce engine than theEC120B, according to AircraftCost Calculator.

Cabin Cross-SectionsAccording to Conklin & deDecker, the cabin volume of theBell 206B-3 (54 cubic feet) isexactly the same as the EC120B(54 cubic feet). The respectivecabin cross-sections are repre-sented, courtesy of UPCASTJETBOOK, in Chart A (left).

Range ComparisonAs depicted by Chart B (left),using Louisiana, USA as adeparture-point, according toAircraft Cost Calculator the Bell206B-3 shows slightly morerange coverage than theEC120B. By using Louisiana, therange circle map also shows therange coverage for off-shoredestinations, illustrating theattraction of these helicoptersfor off-shore utilization.

Note: The lines depicted donot include winds aloft or anyother weather-related obstacles.

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Bell 206B

Airbus EC120B

3,200

3,780

610

730

25.2

28.2

818

1,113

208

383

365

383

270

240

Chart B - Range Comparison

Table A - Payload & Range

Chart A - Cabin Cross-Sections

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



Bell 206B3 263.250 NmAirbus/Eurocopter EC120B 234.000 Nm

Souce: UPCAST JETBOOK


Powerplant DetailsThe Bell 206B-3 is powered by asingle Rolls-Royce 250-C20Jpowerplant. The EC120B offersa higher power rating value with400 SHD transmission from itsTurbomeca Arius powerplant[transmission rating is a limitingfactor in the total rated andusable engine power output].The Bell 206B-3 engine offers atransmission rating of 317 SHD.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart C (right) is definedas the Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense. TheTotal Variable Cost for the Bell206B-3 shows a higher cost at$572, or 1.4% compared to theEC120B at $564.

Aircraft Comparison TableTable B (right) contains the 2007retail prices from Vref pricingguide for each helicopter. Theaverage speed, cabin volumeand maximum payload valuesare from Conklin & de Decker,while the number of aircraft in-operation and percentage ‘ForSale’ are as reported by JETNET.

The Bell 206B-3 has 6.3% ofits fleet currently ‘For Sale’.Evidently Bell 206B-3 helicoptersmake an attractive propositionwith a monthly average of 12units sold over the past 12months, compared to theEC120B with 4 units sold permonth, on average.

Depreciation ScheduleHelicopters that are owned andoperated by businesses areoften 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 (seeTable C, right).

In certain cases, helicoptersmay not qualify under theMACRS system and must bedepreciated under the less

$0 $200

Bell 206B

Airbus EC 120B

$ per hour

$572

$564QQ

$400

Table B - Comparison Table

Source: NBAA

Chart C - Variable Cost

Table C - Part 91 & 135 MACRS Schedule

MACRS SCHEDULE FOR PART 91

Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135

Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %


AIRCRAFT COMPARATIVE � FLIGHT DEPARTMENT

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For Sale Sold*Model

MaxPayload

w/avail fuelrange (nm)

Bell 206B-3

Airbus EC120B

113

110

54

54

270

240

$900kUsed ‘07

$925k

Used ‘07

1,905

622

6.3%

10.8%

12

4

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET;Aircraft Bluebook; Operations Planning Guide B&CA


favorable AlternativeDepreciation System (ADS)where depreciation is based ona straight-line method meaningthat equal deductions are takenduring each year of the applica-ble recovery period. In mostcases, recovery periods underADS are longer than recoveryperiods available under MACRS.

There are a variety of factorsthat taxpayers must consider indetermining whether a helicop-ter may be depreciated, and ifso the correct depreciationmethod and recovery periodthat should be utilized. Forexample, aircraft used in com-mercial charter service (i.e. Part135) are normally depreciated

under MACRS over a seven-yearrecovery period or under ADSusing a twelve-year recoveryperiod.

Helicopters 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 helicopter, such asnon-business flights, that mayhave an impact on the allowabledepreciation deduction availablein a given year.

Table D (above) depicts anexample of using the MACRSschedule for a 2007 model Bell206B-3 helicopter in private (Part

91) and charter (Part 135) opera-tions over five and seven-yearperiods, assuming a Vref Pricingguide retail value of US$900k.

Asking Prices vs AFTT, Age & Engine ThrustChart D, sourced from theMulti-dimensional EconomicEvaluators Inc. (www.meevaluators.com), showsValue and Demand for the pre-owned Bell 206B-3 and EC120B. The current pre-ownedmarket for these Helicoptersshows a total of 189 aircraft ‘ForSale’ with 124 displaying an ask-ing price, thus we have plottedthose 124.

The equation that we derived

2007 BELL 206B-3 - PRIVATE (PART 91)

Full Rate Price-Thousand

Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

$900k

1

20.00 %

$0.2

$0.7

0.2

2

32.00 %

0.3

0.4

0.5

3

19.2 %

0.2

0.3

0.6

4

11.5 %

0.1

0.2

0.7

5

11.5 %

0.1

0.1

0.8

6

5.8 %

0.1

0

0.9

2007 BELL 206B-3 - CHARTER (PART 135)

Full Rate Price -Thousand

Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

$900k

1

14.3 %

$0.13

$0.77

$0.1

2

24.5 %

0.22

0.55

0.3

3

17.5 %

0.16

0.39

0.5

4

12.5 %

0.11

0.28

0.6

5

8.9 %

0.08

0.20

0.7

6

8.9 %

0.08

0.12

0.8

7

8.9 %

0.08

0.04

0.9

8

4.5 %

0.04

0.00

0.9

TABLE D - MACRS Depreciation Schedule

Chart D - Value & Demand

from these asking prices andfrom other criteria should enablesellers and buyers to compare,and perhaps adjust their offer-ings if necessary. Demand andValue are on opposite sides ofthe same Price axis.

The Demand Equation forboth vehicles is Price =3,483,000 Qty-0.455. This powerequation is very well correlated,with an adjusted R2 of 99.9%,and a P-Value of 2.32 E-05.

The Linear Equation describ-ing used Airbus EC-120B heli-copter value is Asking Price =$1,638,000 - 52,600 Qty. Whilethis equation is only fairly wellcorrelated with an R2 = 60.7%,its P-Value (the chance that thisequation came about by chance)is 4.30E-11, so we choose to useit. The Linear Equation describ-ing used Bell 206B-3 helicoptervalue is Asking Price =$1,255,000 - 21,250 Qty. It isbetter correlated with an R2 =67.8%, with an attendant P-Value of 1.22 E-19. Thus, in thismarket the Bell 206B-3 depreci-ates at $21,250/year, less thanhalf the depreciation of that forthe Airbus EC-120B, for whichasking prices fall by $52,600per year.

In order to try to keep theanalysis similar with respect tothe age of the vehicles, werestricted the age of the Bellfleet to approximately that ofAirbus (in this case, limiting theBell age to 19 years), we foundthat Bell 206B-3 depreciationwas $38,600 per year (but corre-lation was poor at 35.6%,though this equation passed thecommon P-Value threshold of0.05 with a reading of 0.031).Based on our experiment in lim-iting the study years for the Bell206B-3, we expect that the EC-120B will depreciate less eachyear on average the longer thatit is on the market. Interestingly,power form equations (like thatused for demand) did not workas well as linear equations inpredicting depreciation.

The points in Chart E (oppo-site) are centered on the samegroup of aircraft. Pricing used inthe vertical axis is as publishedin the Vref pricing guide. The

Source: Vref



The Market for Used Bell 206B-3sCompared to Airbus EC-120Bs

DemandValue


productivity index requires fur-ther discussion in that the factorsused can be somewhat arbitrary.Productivity can be defined (andit is here) as the multiple of threefactors:

1. Range with full payload andavailable fuel;

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

3. The cabin volume availablefor passengers and amenities.

The result is a very largenumber so for the purpose ofcharting, each result is dividedby one billion. The examplesplotted are confined to the air-craft in this study. A computedcurve fit on this plot would notbe very tight, but when all heli-copters are considered the “r”squared factor would equal anumber above 0.9. Others maychoose different parameters,but serious business aircraftbuyers are usually impressed

with Price, Range, Speed andCabin Size.

After consideration of thePrice, Range, Speed and CabinSize, we can conclude that theBell 206B-3 JetRanger III, asshown in the productivity index,is productive compared to theEC120B. Both helicopters met-rics are quite similar and eachhas its own attributes. The Bell206B-3 has slightly more rangeand uses less GPH. It is very

popular in the pre-owned mar-ket. The EC120B, meanwhile,has more available payload withmaximum fuel, but uses moregallons of fuel per hour.

SummaryWithin the preceding para-graphs we have touched uponseveral of the attributes thathelicopter operators value.However, there are often otherqualities such as service and

support that factor into a buy-ing decision, and are beyondthe scope of this article.

The Bell 206B-3 JetRangerIII helicopter fares well amongits competition - so those oper-ators in the market should findthe preceding comparison ofvalue. Our expectations arethat the Bell 206B-3 JetRangerIII will continue to do very wellin the pre-owned market forthe foreseeable future. �

IndexP

ric

e (

Millio

ns)

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

0.0000

$1.5

$1.2

$0.9

$0.6

$0.3

$0.0 0.0010 0.0020 0.0030

Bell 206B-3

Airbus EC120B

0.0040

Chart E - Productivity


AIRCRAFT COMPARATIVE � FLIGHT DEPARTMENT

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Rani Singh writes about aviation. Asought after Journalistand author she alsoreports on news,foreign affairs, politicsand business with theworld’s largest news organization.

BOARDROOM � CASE STUDY

ort Wayne, Indiana has a population ofapproximately 256,000 and values its Mid-western traditions. It’s a quiet, medium-paced city offering limited commercialtravel options. You wouldn’t necessarily

expect to find the headquarters of one of theUnited States’ most successful advertising and mar-keting communications companies there.

Yet LABOV Marketing, Communications andTraining is located in Fort Wayne – and companyowner, Barry LaBov is able to hold face-to-facemeetings and attract clients thousands of milesacross America and the rest of the world. He fig-ures that his nearest major client to Fort Wayne is

40 miles away, and the furthest is 2,000 miles.His is a diverse company offering a number of

services, including dealer and employee training;internal and external branding; digital marketing(SEO/SEM); customer loyalty; app and website de-velopment; corporate communications; sales incen-tive programs; customer and sales events; andadvertising and logo design. Among his manyclients, Barry lists Audi, Directional Aviation, Flex-jet, Harley-Davidson, Sentient Jet and Volkswagen.

So how does LABOV succeed in reaching out toits customers so efficiently? “We’ve operated andowned two aircraft in our 30+ year history,” Barrytells AvBuyer. “We operate a Cessna Citation CJ1

Rani Singh discovers how a leading US Marketing, Communications and Training company covers vast swathes of the continent from its Midwestern HQ.

Reaching New Heights

Business Aviation Expands Barry LaBov’s Boundaries


F

BG 1 March15_Layout 1 17/02/2015 15:53 Page 1

CASE STUDY � BOARDROOM


and previously flew a Piper Cheyenne, our first cor-porate aircraft. (I’ve also been fortunate to fly on aGulfstream GIV numerous times and a Citation X.)”

Direct AccessFort Wayne provides a good base for LABOV. Itsmid-sized airport facilitates both commercial andprivate flights arriving and departing daily. Offeringprivate hangars as well as an FBO with fuel andrelated services, it’s the ideal set-up for LABOV’sbusiness jet.

“Typically to reach most cities from Fort Waynecommercially, one is required to connect throughChicago, Detroit or other larger metropolitan air-ports,” he highlights. “Flying private means we flydirect to an FBO nearer the client. It easily can savea day or two per trip.”

Ultimately, private aviation allows LABOV em-ployees to visit multiple clients, in multiple citieswithin a one- or two-day trip. “It increases em-ployee productivity, getting them where they needto be faster than spending time in airports, makingconnections and coping with delayed and canceledflights.

“The more efficiently employees can move fromlocation-to-location, the more efficiently they canserve clients and respond to their needs,” Barryelaborates.

Plane PoolingHe highlights his point with one of the businesstrips made by his company. “We sent six employ-ees to visit three different clients in three cities in asingle day and still returned home later that night.

“The best use of a business aircraft is when mul-tiple employees can visit multiple clients in one trip.For example, if one client is located a few hundredmiles from another client, employees can coordi-nate visits so one flight gets them close to each oftheir destinations, maximizing efficiency and usingthe aircraft in the smartest way possible.”

Recognizing that a happy employee is a produc-tive one, he also notes that if employees need toget home for family reasons, private aviationensures that that can happen.

Barry bases himself in two locations in order tobetter manage current and potential clients. “Halfof my year is spent at our headquarters in FortWayne and the other half is spent at our Phoenix,Arizona location. We have clients throughout NorthAmerica, which means I’m traveling often. Workingout of two locations, one in the Midwestern US andone in the Western US gives me the opportunity toserve them all equally, while also pursuing newbusiness opportunities.”

Sharing the MessageHowever, Barry doesn’t just use Business Aviationas a critical tool for his own company – he’s a pas-sionate advocate for its use wherever it can helpother organizations.

“LABOV understands the value of private avia-tion,” he emphasizes. Often, he’s able to promotethe use of Business Aviation not just in his companywork strategy, but also through his membership ofprivate aviation committees (like NBAA), in themedia with appearances on CNBC, and by takingon a few jet companies as clients.

As an advocate, it is important for Barry to ob-serve a strict ethic regarding his use of BusinessAviation. His company aircraft is exactly that: “Mypersonal opinion is that a business jet is for busi-ness and it’s not right for me to fly on the com-pany’s dime. I have flown with friends on theirprivate aircraft to vacations and have shared the ex-penses and it’s been fantastic,” he told us, but he’sclear that LABOV’s jet is for LABOV-related useonly.

And it’s this usage that has reaped such benefitover and above the competition. Barry reveals noneof his competitors have caught on to the advan-tages offered by Business Aviation. “They neverhave,” he noted. “For the competitors that are inour region, I believe the fact that we have em-braced private aviation has been a distinctadvantage for us.

“Ultimately, LABOV offers a unique value tocompanies, and the fact we can serve companies allover the nation opens doors for us.”With thanks to Dan Hubbard, NBAA (www.nbaa.org).For more info, please go to www.LABOV.com �Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/articles-guides/business-aviation-and-the-boardroom

“Flyingprivate

means we flydirect to anFBO nearerthe client.

It easily cansave a day ortwo per trip.”

BARRY LABOV FACT FILE:• Founder & president, LABOV Marketing

Communications & Training

• Two-time Ernst & Young Entrepreneur-of-

the-Year

• Inductee into the Entrepreneur-of-the-Year

Hall of Fame

• Published author and co-author of over a

dozen business books

• Subject matter expert with appearances on

CNBC and Fox Business channels

• Former co-owner and President of Sycamore

Hills Golf Club, one of “America’s Top 100

courses”


BOARDROOM � MARKET ANALYSIS

everal news outlets are indicating thatactivities in business aircraft operations aswell as sales are increasing measurably.More flights are being flown and

transactions are up. Inventory levels are flattening.All reports sound pitch-perfect. Are they real or not,that is the question. I am going way out on a limband say, there’re real!

That said, I do want to step back slightly fromthe end of the limb and add a bit of caution as wellas thoughts about the direction of the recovery.

We are living and working in a Global Industry.Balancing all the political and economic comingsand goings that create the risky environment we allwork and live in is daunting. The situation remindsme of the famous spinning-plate circus act. Theentertainer runs up and down a long table withspinning plates on top of sharp sticks. He works

diligently to keep them spinning at a velocity sothey do not wobble, lose balance and fall to thefloor and smash. Just as he gets the plates spinningat the right speed at one end of the table he looksdown to the other end and notices a sharpreduction in plate speed, so he races across andspins the plate that is wobbling. Back and forth hegoes—correcting, adjusting and balancing.

Now let’s leave the circus and talk about theBusiness Aviation recovery. While our citizens seekenergy independence and lower fuel prices, I amreminded to be careful what you wish for. As acountry we have never produced more oil.Combine that fact with our nation’s focus on usingless petroleum products and we are on our way toenergy independence.

The second goal is lower prices. This wish hasalso come true, but it also has rocked the global

Jay Mesinger believes the Business Aviation community is experiencing sustainable recovery. Is he right, or is he out on a limb?

The Recovery:Weighing the Evidence


S

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


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

economy. Consequently, energy-producingcountries and energy-producing companies arepulling back or stopping entirely the thought ofcapital expenditures during the slide. We all knowthat what goes down eventually comes up and thatoil not being pumped and refined now is not goingto disappear. But energy that remains to beharvested and refined is just not driving oureconomy like it was when oil was selling forsignificantly higher prices less than a year ago.

CaveatsRussia, hit by record low oil prices as well assanctions related to its Ukrainian incursion, has allbut stopped buying aircraft. China, with its lowerexpectation of GDP has lost much of its appetite tobuy aircraft. Western Europe is experiencingeconomic uncertainty, and the strong dollar andweaker Euro is slowing down aircraft salesdramatically. The Middle East is also reeling fromenergy’s low prices.

The burden of the recovery falls again on theshoulders of the US. Except for a few oil sectors andclosely related industries, our economy is growingand continuing to show real improvement. This yearshould be very robust in the US for our aircraftbusiness.

With respect to the pre-owned marketplace, Irecall a few years ago when 20% of all aircraftregistered in Europe were for sale. Even with anincreased demand for business aircraft the US couldnot absorb all that available inventory. In spite ofrapidly increasing transactions, pricing remainedunstable due to the abundance of inventoryglobally. I am afraid we are going to see thatinstability remain until global economies becomemore stabilized.

Because of their past success with internationalsales, I believe the Original EquipmentManufacturers (OEMs) are going to have the

roughest time this year. Recently, the majority ofOEM orders and deliveries have occurredinternationally. As those orders diminish, inventoriesof new aircraft could grow, lead time for deliveriesof popular models could shorten and pricing couldsoften slightly.

Although OEMs have adjusted manufacturinglevels downward since 2008 to accommodateeconomic conditions, the fact remains that a highpercentage of aircraft produced were earmarked forChina, Russia and the Middle East and Europe. Withthese sectors slowing down dramatically, the impactwill be felt quickly.

So here I am out on this limb. I know I’m notalone believing in the recovery. I may have taken asmall step back from the very end of the branch, butI remain out here in the recovery tree.

As prudent Board Members I hope you willcontinue to make good decisions for your companybased on need, buying and selling opportunities,and timing of the perception and optics surroundingyour specific business segment. Remember howcritical global balance is to the market for businessaircraft. There will never be a time in this globalindustry of ours where balance between economicconditions and geopolitical events and prices of oiland other critical commodities will not play a hugerole in the equilibrium of our markets. Hold on anddon’t be discouraged. We are recovering. �

Are you looking for more Business Aviation & TheBoardroom articles? Visit www.avbuyer.com/articles-guides/business-aviation-and-the-boardroom

“So here I am out onthis limb. Iknow I’mnot alonebelieving

in therecovery.”


BOARDROOM � MARKET ANALYSIS

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recent client presented a very interest-ing challenge. About 40 percent oftheir private air travel is less than 200miles, much of it to short runways at air-ports that are conveniently located to

their plants. Another 40 percent or so is in the 800to 1,500 mile range to visit regional offices. Thetypical passenger load on these trips is three to fivepersons with minimal baggage, and the short tripsare always out and back in the same day. The last20 percent of their travel is long-range (in excess of2,000 miles) and although loaded with only five orsix passengers, there is considerable baggage onthose trips.

No one aircraft seemed a best fit for all thecompany’s travel needs. Any aircraft that could flythe long-range trip could easily handle the inter-mediate range travel, but finding a long-range al-ternative capable of the short-range trip was notpractical. There were several aircraft models that,lightly loaded for the 200 mile trip, could land andtake-off from a few of the shorter runways, butmost short-range missions with a long-range air-craft would require operating from larger airportsmore distant from the desired destination. Further-more, the acquisition prices of the long-range alter-natives were $18-25 million and their operatingcosts were relatively high.

When your company’s travel needs are diverse and the frequency ofdemand for any specific mission does not support a dedicated business

aircraft, charter may be the optimum choice, notes David Wyndham.

Aircraft Charter: An Option with Many Dimensions


A

David Wyndham isco-owner & presidentof Conklin & deDecker where his expertise in cost andperformance analy-ses, fleet planningand life cycle costingare invaluable. He’sformerly an instruc-tor pilot with the USAir Force. Contacthim via [email protected]


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There were aircraft capable of the intermediaterange trips that could also do the short hops. Theiracquisition prices were $7-9 million, and their oper-ating costs were lower than the long-range jets. Butthey would require a fuel stop on the long-rangetrip, and the passenger cabin (even with only fivepersons aboard) was too small to accommodatepeople and baggage appropriately.

For about $3-4 million, a turboprop airplane wasvery cost effective on the short trips and could eas-ily handle the shortest of the runways at the com-pany’s intended destinations. But the slower speedsof the turboprop made the intermediate tripslonger than the client wanted. Furthermore, due toits faster speed, the business jet’s cost per trip wasactually very close to the trip cost of the turboprop.

With the company’s total utilization and missionprofiles, acquiring more than one aircraft was notcost effective.

Examining OptionsOne recommendation was acquiring a light jet forthe short- and intermediate-range trips and addedsupplemental charter for the longer trips. Full air-craft ownership for any mission, however, wasn'tcost effective when the company’s frequency ofspecific needs was analyzed. Thus a second optionwas chartering three different aircraft that wereoptimized for each trip.

Upon analysis, the client was ideally suited forthe all-charter option to address differing triplengths and baggage requirements. The companyhad experience chartering various aircraft and hadidentified several preferred charter operators toprovide lift. One offered the light-twin turbopropneeded for the short trips. Two other charter com-panies operated jet aircraft suitable for the longer-range missions. Charter fit all the company

needs well. Charter is a flexible option for companytravel. My client was able to pick the right aircraftfor each mission. If they end up flying more fre-quently than they do now, ownership might makesense for them in the future, possibly with a lightjet for the short- and intermediate-range trips andadding supplemental charter for the longer trips.But for now, the client needed the option of lowutilization and high flexibility that charter provides.

Charter as Supplemental LiftThis type of flexibility works even for those whoown their own aircraft. A chartered aircraft can bethe second aircraft when needed, since acquiringanother aircraft for a slight increase in utilizationdoes not make fiscal sense. Charter also serves as ameans of evaluating the need for new or additionalaircraft.

Include Jet Card memberships as part of yourassessment of the charter option. Cards offer flexi-bility since card holders pay only for the flightsflown and competitive rates can be customized tomeet the holder’s needs.

Do you fly on non-peak days and need a lot ofone-way trips? Or fly only between major metro-politan city-pairs? There may be a charter plan anda business aircraft just right for you. �

Are you looking for more Business Aviation & TheBoardroom articles? Visit www.avbuyer.com/articles-guides/business-aviation-ownership

“ Do you fly on

non-peakdays andneed a lot of

one-waytrips?”


BOARDROOM � OWNERSHIP

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Chartering your Company Aircraft:

BOARDROOM � TAX

Have you considered the Tax Issues?(Part 2 of 3)

BG4 March15_Layout 1 17/02/2015 10:01 Page 1

TAX � BOARDROOM


he federal income and excise tax conse-quences of placing an aircraft on a man-agement company’s charter certificateare indeed complicated, at least for the

layman. If an aircraft is used primarily in a tradeor business that is organized as a pass-throughlegal entity or a closely held “C” corporation,and the charter rental revenue received by theaircraft owner equals or exceeds 2% of the lesserof the fair market value of the aircraft or the un-adjusted basis of the aircraft, then the hours theaircraft is chartered and the cost related tochartering must be separately accounted forand prorated.

Costs to be accounted for in this regard in-clude not only the fixed and direct expenses ofoperating the aircraft, but also annual tax depre-ciation deductions otherwise permitted under theInternal Revenue Code (IRC). In general, all suchcosts will be treated as “passive” losses for fed-eral income tax purposes.

For the aircraft owner, characterizing a loss as“passive” may be adverse due to the prohibitionon netting such losses against non-passive in-come imposed in IRC Section 469. Most aircraftowners have little or no passive income otherthan charter rental income. Since costs allocatedto the aircraft charter activity when tax deprecia-tion is included typically exceed charter rental in-come, the net amount of passive tax losses aresuspended and carried forward to future tax yearsuntil they can be deducted against future passiveincome, or until the owner sells the aircraft in ataxable transaction - whichever occurs first.

In the event of a taxable sale of the aircraft, allunused passive tax losses attributable to the air-craft owning activity are converted to non-passivetax losses and may then be used to offset any in-come reported on the owner’s Form 1040. How-ever, in the event that the aircraft has retainedsignificant value, the use of such tax losses in theyear of a taxable sale of the aircraft will have nopractical net tax benefit due to the depreciationrecapture rules set forth in IRC Section 1245.

ExamplesIn the first example (let’s call this the “100 per-cent company use” example), we assume that anaircraft owner that uses its aircraft entirely or pre-dominately for trade or business purposes (re-gardless or the number of hours flown per year)

will generally be entitled to utilize all or nearly allof the depreciation deductions as well as fixedand direct operating expenses as deductions tooffset all types of income.

Several additional tax issues must be analyzed(such as whether such deductions are “ordinary,necessary and reasonable” and whether theowner “materially participates” in the trade orbusiness activity) to ultimately reach and confirmthis conclusion, but we will assume that thoseconditions have been met for purposes of thisdiscussion. The deduction entitlements in thisexample would pertain regardless of the hoursoperated by the aircraft owner.

In the second example (let’s call this the “char-ter added” example), the same aircraft owner de-cides to place its aircraft on a charter certificate.Thereafter, the aircraft is chartered on average200 hours per year. If, in this second example, theowner had 100 hours of use of the aircraft in itstrade or business, combined with the additional200 hours that the aircraft was chartered, thenthe aircraft would be considered to have beenutilized one-third of the time in the taxpayer’strade or business, and two-third of the time in apassive leasing activity. Thus, instead of the air-craft owner being able to offset all types of in-come against the aircraft deductions as was thecase in the first example, in this example two-thirds of the deductions would be classified aspassive and would only create a tax benefit forthe owner if the owner had sufficient (i.e., offset-ting) passive income. Although the charter rentalincome is considered passive income, it will un-doubtedly be insufficient to take advantage of allof the passive tax loss, since two-thirds of the an-nual depreciation deductions will also be classi-fied as passive losses.

In sum, while chartering the aircraft may gener-ate positive cash flows, tax write-offs would besubstantially diminished, resulting in a potentialnegative economic overall result for the owner. Infact, it is commonplace that the tax analysis ofpassive activity losses and their limitations willdrive the decision whether or not to charter anaircraft to third parties. �

Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/articles-guides/business-aviation-tax

“...whilecharteringthe aircraft

may generatepositive cash

flows, taxwrite-offswould be

substantiallydiminished...”

Keith Swirsky is presidentof GKG Law, P.C., andChairman of the firm’scorporate aircraft and taxgroups. A founding memberof NBAA’s TaxCommittee, he is a regularspeaker at tax [email protected]

T

Keith Swirsky continues his discussion of the many tax issues that arise when owners place their business aircraft on a

management company’s charter certificate.

BG4 March15_Layout 1 18/02/2015 12:16 Page 2

Stuart Hope, co-ownerof Hope Aviation, is alicensed Airline Trans-port Pilot and a frequentNBAA speaker andindustry authority oninsurance and riskmanagement topics.Contact him via [email protected]

BOARDROOM � INSURANCE

definition of Hangarkeeper’s Liability(HKL) is in order. In layman’s terms itcovers an insured’s legal liability fordamage to a non-owned aircraft in theinsured’s care, custody or control. Gen-

erally this coverage is carried by commercial avia-tion businesses such as FBOs, Aircraft RepairFacilities and Airport Operators but is also carriedby corporate flight departments (e.g. for those de-partments that allow Board Members to store anaircraft in the company hangar while in town).

Case StudyA recent loss will help illustrate the issue. A clientcalled to report a large dent he discovered duringpre-flight on the vertical stabilizer of the insuredKing Air 350, which was housed in a large hangar

operated by a brand name FBO and used bymultiple companies. The flight was cancelled anda charter arranged for the owner.

The client notified the FBO that the mishapmust have occurred in their hangar since the dam-age was not there during pre-flight inspection priorto their last flight.

FBO management stated they would investigatebut suggested that the client also submit the claimto the owner’s insurance company. Linemen andservice personnel were interviewed and lo and be-hold, no one recalled any scenario where theycould have damaged this aircraft. After somesleuthing of his own, our client discovered what ap-peared to be corresponding damage on the hori-zontal stabilizer of another aircraft that resides inthe same hangar. His theory: a lineman pushing

Hangarkeeper’s Liability: What Does It Cover?


A

This generally misunderstood insurance is a valuable risk-management tool for aircraft owners as well as

FBOs. Beware of what you don’t know, warns Stuart Hope.


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Avbuyer_Layout 1 22/01/2015 14:34 Page 1

the other aircraft into the hangar banged it into his.Unfortunately the client’s supposition remained a

theory without proof. His firm’s insurance companypaid for the damage with the following negativeconsequences:

• The loss now resides with the aircraft owner’s loss history, potentially impacting his future insurance program.

• The aircraft owner does not get paid for any lossof use or diminution of value.

• There is no compensation for lost time related to the aircraft repair process.

Unrealistic ExpectationsIn fairness to FBOs and Repair Facilities, many air-craft owners are also prime customers that they aremotivated to make happy. When one of these cus-tomers “notifies” the FBO they have discovereddamage to their aircraft and expect the FBO to takecare of it, many a well-meaning but uninformed fa-cilities manager tells the customer they have insur-ance coverage that will respond.

While that statement is true, remember theFBO’s insurance is liability coverage. If it cannot beshown that FBO’s negligence caused the damagewhile the aircraft in question was in their care, cus-tody or control, the FBO’s Hangarkeepers Liabilityinsurance will not respond. How does the FBOknow the aircraft wasn’t damaged at another airportwhile on a trip?

Recommended ActionNeither party wants their insurance to be responsi-ble because of the impact to their insurance pro-gram. Unless there is clear liability on the part ofthe FBO, it is considered best practice for both par-ties to turn the claim in to their respective insurersfor action. Generally the aircraft owner’s insurancecompany will pay to repair the direct damage andthen subrogate (or go back against) the FBO’s insur-ance if they feel the FBO’s negligence caused thedamage.

The FBO’s insurer will then either agree (therebyreimbursing the owner’s insurer for the repair cost)or if they don’t feel their client (FBO) was negligent,deny liability and refuse to pay. That action causesthe aircraft owner’s insurance company to decidewhether it makes sense economically to sue theFBO for damages and let a court of law decide, ordrop the claim altogether. The decision will dependon how compelling the evidence is against the FBOand how large the claim amount is potentially to berecovered.

Perhaps the biggest elephant in the room is thediminution of value to the aircraft due to damagehistory as well as loss of use. If the FBO is found tobe negligent and their insurance responds, theirHangarkeeper’s Liability policy typically coversdiminution of value/loss of use claims (assumingyou didn’t sign away those rights in a hangar

agreement). Otherwise, the owner’s insurance pol-icy must respond and there is no coverage fordiminution of value or loss of use under an aircrafthull and liability policy.

Neither party wants such losses to occur. ManyFBOs now utilize cameras on their ramps and shopareas for protection. The pilots for aircraft ownersmust remain keenly vigilant in every pre-flight, look-ing for any damage to their aircraft, or run the riskof having to eat a claim that wasn’t really theirs.Beware my friends. �

Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/articles-guides/business-aircraft-ownership


BOARDROOM � INSURANCE


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Rod Simpson is an ex-perienced journalist andaircraft historian whospecialises in BusinessAviation. He is theauthor of more than adozen aviation booksand has worked as aconsultant in the USGeneral Aviation indus-try and contributed tomany journals on bothsides of the Atlantic.Contact him [email protected]

he life of the aircraft designer isn’t easy.“Make it go faster, build it lighter andmake it stronger.” The holy grail is aquantum leap in technology and, in the

1960s this breakthrough seemed to be on the horizonwith the promise of plastic materials bringingsignificantly lighter airframes.

The term ‘composite’ is used for a wide variety ofmaterials and construction (initially Glass ReinforcedPlastic, followed by widespread use of resin bondedcarbon fibre offering outstanding lightness with greatstrength). Composites have actually been verysuccessful for light aircraft including kit planes (BurtRutan’s VariEze) and such aircraft as the Cirrus andColumbia/Cessna TTx.

In 1966 Wassmer flew its Wa.50, which was built insignificant numbers as the Europa and is still givingexcellent service, confounding those who fearedthey’d suffer structural deterioration. But why notbuild larger aircraft that would benefit from lightweight and require less power for betterperformance, thus offering much better operatingeconomics?

Early EffortsBill Lear tried in the early 1970s with the Learfan - asix-pax aircraft with twin PT6A turbines driving asingle pusher propeller. While graphite/epoxycomposites were more expensive than metal alloys,

Lear reasoned, they don’t corrode or fatigue, whilethe weight-saving meant the Learfan would use 75%less fuel than a normal twin turboprop. The projectoutlived Lear, with the first of three prototypes flyingin 1981. Sadly, insoluble problems with the enginegearbox system meant the Learfan didn’t reachproduction. Design methods and certificationstandards were based on metal fabricationprocedures. It was difficult for OEMs to realize thepromises of composites.

At about the same time, Linden Blue, President ofBeechcraft, sought to develop the Beech 2000.Contracting Burt Rutan, by then with ScaledComposites, his Starship closely resembled a scaled-up Rutan VariEze. Akin to a silkworm’s cocoon, theairframe was made from graphite fibre and thencured in a huge autoclave. Beech flew the prototypeStarship in 1986, but the FAA had yet to certify acomposite aircraft.

More strengthening was demanded; the projectran over schedule; and weight was gained, pushing itacross the 12,500 lbs threshold requiring certificationas a commercial transport aircraft. Other problemsincluded noise and lightning strike dispersal. Theprice crept up to the $4.5m mark, which put theaircraft in the same bracket as the much speedierlight jets. Bold as the Starship was, it ultimatelyproved a commercial failure for Beech. Whilecustomers were fascinated with the unusual design,

The Learjet 85 became the latest on a long, rocky road strewn with dumpedbusiness jet programs that were to be built from composites, notes

Rod Simpson. So what’s proving so problematic to the OEMs?

Plastic PlanesIt’s a Rocky Road to Certification...

T


BIZAV REVIEW � COMMUNITY NEWS

Community News_Layout 1 18/02/2015 12:17 Page 1

OEM Bites

Bell Helicopter deliveries, revenuesand profits were all down last year.Revenues dipped by $266m, to$4.25bn, while YoY profits slid by $44mto $529m. www.bellhelicopter.com

Cessna celebrated roll-out of the firstproduction Citation Latitude. Thecertification program, which includesfour flying aircraft, has accumulated500 flights and 1,200 hours to date.www.cessna.com

Daher-Socata revealed that 2014exceeded 2013 aircraft sales anddeliveries by 27%. In 2014, 64 TBMaircraft were ordered and 51 new TBM900 delivered, the best year ever interms of TBM sales volume.www.tbm.aero

Dassault Aviation celebrated firstflight of its Falcon 8X a little more thana month after roll-out. With test pilotsEric Gérard and Hervé Laverne at thecontrols, s/n 01 lifted off fromDassault’s Mérignac - Bordeaux plant. Itclimbed to FL400 accelerating to Mach0.80. www.falconjet.com

Diamond Aircraft’s turbine-powered DA50-JP7 has made its firstflight. The seven-seat airplane ispowered by a dual-FADEC 465-shpMotor Sich AI450S turboprop and willbe developed in two versions: one withrugged landing gear for unpavedrunways and a second intended fortraining. www.diamond-air.at

Piper Aircraft introduced its newesttop-of-the-line M-Class single-engineMeridian M500 turbine businessaircraft. The 2015 Piper M500 willcome equipped with the latest Garminavionics package for increased safety.www.piper.com

COMMUNITY NEWS � BIZAV REVIEW

they took the safer option of the King Airwhich were only marginally slower - theC90 series allowed non-type ratedoperation. In 1994 Beech repurchasedalmost all the Starships and removed themfrom service.

Undeterred, Beech then set itscomposites experience to a moreconventional design, the Premier I light jetwith composite fuselage and normal metalwings.

By then the FAA was more familiar withcomposites. Beech wasn’t out of thewoods, though - the Premier I was the firstjet with major composite construction tobe certified by the FAA, and the processtook over six years from project launch tofirst customer delivery. Nevertheless, thecompany delivered 295 Premiers andoperators were generally very happy withthem.

Next, Beech launched the super-midsize Hawker Horizon (later Hawker4000), which also had a compositefuselage and metal wings. Hopes of afaster development period weremisplaced though, and certification waspainfully slow with the aircraft forced tocomply with new rules right at the end ofits development. When Hawker Beechcraftfaced its final crisis, the Hawker 4000 andPremier were immediate casualties.

VLJ RevolutionThe early 2000s heralded the VLJs (VeryLight Jets) and various new entrants intothe market - including the Adam A500push-pull piston twin and the A700 jet.Again, these were all-composite airframeswith unconventional lay-out with twinbooms and a separate fuselage. Adammanaged to get the A500certified and delivered ahandful to customers but,having flown the jetprototype ran into financialdifficulties.

The VLJ concept alsoattracted Diamond Aircraft,which was very successful inthe all-composite lightaircraft market. Its single-

engined five-seat D-Jet flewin 2006 and went through aprotracted developmentcycle including an engineupgrade - but certificationissues led to itsabandonment. Linden Blue,meanwhile, returned foranother bite of the apple.His Spectrum S.40 Freedomand S.33 Independence

focused on composite construction,although they have yet to reach fruition.

The Grob SPn program, meanwhile,appeared to hold some promise. Flighttesting began in 2005 and proceeded atpace with the company claimingsignificant orders. The project came to ashuddering halt with the fatal loss of thesecond prototype. Following Grob’sdescent into financial crisis, the remainingSPn was kept airworthy by Daher-Socatabut the aircraft never came to production.

And it’s here that the story comes full-circle: Bombardier, recognising Grob’stechnical expertise contracted the designof its new Learjet 85 to Grob. Alas, thedesign and materials experience was lostwhen Grob went bankrupt. Thus,Bombardier was forced to bring theLearjet 85 back in-house.

How to Conclude?Many companies have been seduced bythe advantages of composites, but thecertification hurdles seem to defeat most.For most business jet OEMs the policy isclear: Gulfstream stuck with conventionalmetal airframes for its new G500 andG600, and Embraer kept the same policyfor its Legacy 450 and 500. Dassault,meanwhile, aims to achieve light airframeweight through meticulous design of itsmetal structures. Composites are usedselectively.

For the forseeable future the businessjet OEMs will shy away from wholly-composite airframes, using onlycomposite parts for those areas that arelargely non-structural and will not causeconflict in the certification effort or bringcostly development delays. �


THE BEECH STARSHIP

BILL LEAR’S LEARFAN

FALCON 8X FIRST FLIGHT


BizAv Events 2015

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

Aircraft Interiors Europe Apr 14 – 16 Hamburg, Germany www.reedexpo.comAero Friedrichshafen Apr 15 – 18 Friedrichshafen, Germany www.aero-expo.comSun’N Fun Fly-In Apr 21 – 26 Lakeland, FL, USA www.sun-n-fun.orgNARA; Spring Meeting Apr 29 Savannah, GA, USA www.naraaircraft.comAEA (Aircraft Electronics Association Regional) May 4 - 6 Barcelona, Spain www.aea.netNBAA: Maintenance Management Conference May 5 – 7 Portland, OR, USA www.nbaa.orgNBAA: Business Aviation Taxes Seminar May 8 Dallas, TX, USA www.nbaa.orgThe Elite London May 8 – 9 Biggin Hill, London, UK www.theeliteevents.comAviation Africa 2015 May 10 – 11 Dubai, UAE www.aviationAfrica.aeroBusiness Aviation Safety Summit (BASS 2015) May 13 - 14 Weston, FL, USA www.flightsafety.orgAOPA Fly – In May 16 Salinas Mun Airport CA, USA www.aopa.orgEBACE: (European Business Aviation Convention) May 19 – 21 Geneva, Switzerland www.nbaa.org/www.ebace.aeroHeliRussia 2015 May 21 – 23 Crocus Expo Moscow, Russia www.helirussia.ru AeroExpo May 29 – 31 Sywell, UK www.aeroexpo.co.ukHeli UK Expo May 29 - 31 Sywell, UK www.heliukexpo.co.ukAOPA Homecoming Fly – In Jun 6 Frederick Airport, MD, USA www.aopa.orgEuropean Festival of Aviation (EFA) Jun 11 – 13 Prague, Czech Republic www.efaprague.comParis Airshow Jun 15 – 21 LeBourget, Paris, France www.siae.frCBAA 2015 Jun 16 – 18 Montreal, Canada www,cbaaconvention.comJETNET iQ Global Business Aviation Summit Jun 23 - 24 New York, NY, USA www.jetnetiq.comNBAA: Regional Forum Jun 25 Teterboro, NJ, USA www.nbaa.orgNBAA: Flight Attendants/Flight Technicians Conf. Jun 30–Jul 2 Tucson, AZ, USA www.nbaa.orgEAA AirVenture Oshkosh Jul 20 – 26 Oshkosh, WI, USA www.eaa.orgLABACE 2015 Aug 10 – 22 Sao Paulo, Brazil www.labace.org.br

Pete Conrad, long serving regional salesmanager at Sierra Industries has retired.

Kevin Crowe has joined FreestreamAircraft USA Ltd., one of the world’s mostrespected business jet brokers. Crowe,based in Houston, Texas, will focus onincreasing the company’s business in theBombardier and Gulfstream marketsegments.

Rossella Daverio is the newly appointedsenior vice president communications, atPiaggio Aerospace. Rossella replaces En-rico Sgarbi who has moved to a multi-na-tional shipbuilding company specializingin luxury yachts.

Michimasa Fujino, president and CEO,Honda Aircraft Company, was recently

honored with the Aviation IndustryLeader of the Year Award for the devel-opment, production, marketing andsales of the innovative HondaJet.

Dan Moody joined the Duncan AviationAircraft Sales & Acquisitions team re-cently to add his global expertise andconsultant advice to the aircraft salesprocess, which helps the sales team andtheir customers better predict and avoidpotential trouble based in cross-bordertransactions.

Thomas Kopetzky has been appointedFBO supervisor at Jet Aviation Vienna.

Rodrigo Pesoa was promoted to seniordirector of sales for Latin America, at Das-sault Falcon Jet. Pesoa will direct new

business development in South America,Mexico, Central America and theCaribbean.

David Rimmer is the new president at JFI Jets. His responsibilities include thesafe and profitable operation of the company’s managed fleet of private jet aircraft. Rimmer previously heldthe position of president at ExcelAire LLC, a General Aviation service provider.

Richard Shaw joined Innotech Aviation asmanager, North America Sales. He will bebased in Dorval, Canada.

Rick Trusis was appointed vicepresident, Mid-Cabin Programs atGulfstream.

Michimasa Fujino Rodrigo Pesoa Richard Shaw Rick Trusis

BIZAV REVIEW � COMMUNITY NEWS



Join European business leaders, government officials, manufacturers, corporate aviation department personnel and all those involved in business aviation for the 15th annual European Business Aviation Convention & Exhibition (EBACE2015).

Visit the EBACE website to learn more and register today.

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PRODUCTS & SERVICES

Recently announced, that they have reached the milestone of 500ARGUS Rated Charter Operators holding either a Platinum or GoldRating. The ARGUS Rating is the most sought after symbol of qual-ity for charter consumers around the globe. These 500 operatorscome from more than 15 countries on 5 different continents andcollectively account for over 4000 aircraft including jets, turbopropsand helicopters. www.aviationresearch.com

ARGUS International (ARGUS)

Has been selected to provide completion document review serv-ices, including cabin definition and specification document reviewsfor a China based BBJ client. As part of the review service, ASG willbe identifying the least costly alternatives for services and equip-ment, reviewing critical task paths which may affect the efficiency ofscheduling, ensuring all manufacturing procedures are safe, func-tional, manufacturing friendly, and compliant with regulatory re-quirements, review and comment on engineering requirements,and scrutinize all certification statements to avoid any unforeseenissues, among others. www.asianskygroup.com

Asian Sky Group

Has embarked on a FANs 1/A+ STC solution for an undisclosedBoeing 727 VIP operator. This upgrade includes the installation ofdual Universal UNS-1Lw Flight Management Systems, Universal UL-801 Unilink, CVR-120A cockpit voice recorder, and an ICG-220ANxtlink Iridium system. "This upgrade will prepare the aircraft tomeet the requirements of FANs/CPDLC to allow access to the FANsairspace for increased fuel savings and reduced cockpit workload,"says Paul Rose Banyan's VP of Technical Services.www.banyanair.com

Banyan Air Service

Has released the latest version of LIFE CYCLE COST 2015 VolumeI. The most innovative and comprehensive aircraft budget and fi-nancial analysis tool in the industry, LIFE CYCLE COST (LCC) fromConklin & de Decker, provides aircraft owners, operators, flight de-partment managers, and aircraft consultants with independently re-searched ownership and operating cost data for more than 460jets, turboprops, helicopters and piston aircraft.www.conklindd.com

Conklin & de Decker

The worldwide leader in King Air Garmin G1000 retrofits and an au-thorized King Air service center, has now increased the downtimeguarantee for G1000 installations to $3,000 a day. With experi-enced gained by doing over 150 King Air G1000 installations Elliotthas perfected and streamlined the installation. This provides Elliottthe confidence of a 15 working day guarantee and assurance to theaircraft owner the installation will be done on time.www.elliottjets.com

Elliott Aviation

A leading provider of in-flight connectivity and entertainment solu-tions to the global aviation market, recently announced that it willbring its next generation ATG-4 air-to-ground connectivity technol-ogy to business aviation. ATG-4 will be available for business air-craft via a new equipment package called ATG 8000. Firstshipments are expected in April 2015. Particularly well-suited forlarge business aircraft in corporate shuttle configurations, ATG8000 will help passengers realize a significant increase in connectiv-ity speed and capacity. www.gogoair.com

Gogo

Has begun testing voice recognition inside aircraft cockpits, using arecently developed rapid prototyping system that allows emergingtechnologies like voice recognition control to more easily integrateinto flight decks. The Honeywell Innovative Prototyping Environ-ment (HIPE) lets pilots operate a traditional multipurpose controldisplay unit from a tablet interface to incorporate new concepts.This new testing system makes it easier to take emerging technol-ogy into the field sooner. www.aerospace.honeywell.com

Honeywell Aerospace

Global business jet sales and acquisition specialists, JetBrokers,have enjoyed a flying start to 2015 with sales of five aircraft duringJanuary, following on a strong end to 2014, the JetBrokers’ teamare now busy seeking new listings with even more urgency. An inventory of 22 aircraft remains for sale covering the full rangeof manufacturers from a Socata TBM700B through to a GulfstreamG450 but this is around half of the number that is more typicallyavailable from the JetBrokers team. www.jetbrokers.com

JetBrokers


Sean advertorial - Products & Services March_Layout 1 19/02/2015 09:58 Page 1

PRODUCTS & SERVICES

Recently launched a new, commercial aircraft sales and leasingDivision. Named Jetcraft Commercial, the Division will focus onprocuring and placing commercial aircraft globally, along withdeveloping current and new relationships with commercial aircraftleasing organizations. Heading the new division is industry veteranRaphael Haddad. With a long history at Bombardier, Haddadbrings significant sales expertise to his role as president of JetcraftCommercial. www.jetcraft.com

Jetcraft Commercial

A subsidiary of British aviation consortium Marshall Aerospace andDefense Group, has been awarded a 20-year lease to operate theformer Euro Jet FBO at the UK's Birmingham Airport. According toa company spokesman, the new Marshall location is undergoingrefurbishment and will begin handling aircraft in late February, withfull service available starting in March. The company’s aircraftcharter and management division will also have a presence there.www.marshallas.com

Marshall Aviation Services

Was launched recently with one goal, to help high-net-worthindividuals and large corporations navigate the acquisition andselling of pre-owned Gulfstream jets with data-driven analysis. Thisanalytical strategy helps their clients navigate the complex aircraftmarket with confidence. “Clients see true value from our analyticalmarket perspective. There’s no doubt that better buy and selldecisions come from good marketplace data and meaningfulanalysis,” said CEO and President James Hagerty.www.hagertyjetgroup.com

The Hagerty Jet Group

A leading global aviation services provider, and EPIC Aviation, aleading aviation fuel supplier, recently announced the formation ofa strategic alliance that will create opportunities for growth for bothindustry-leading companies and deliver added value to theircustomers. EPIC Cardholders, who currently have access to over5,000 EPIC FBOs and merchants, will realize even greater accesswhen operating internationally through the UAS network of 3,000locations and regional operations teams.www.uas.aero / www.EPICaviationllc.com

UAS International Trip Support and EPIC Aviation

Announced recently that it has received Transport Canada typecertification for its PurePower(R) PW814GA and PW815GA engines,which will power the new Gulfstream G500 (range of 5,000 nauticalmiles) and G600 (range of 6,200 nautical miles) business jetsrespectively. Certification of these two engine models followsGulfstream's recent unveiling of its new G500 and G600 businessjets and the news that P&WC's PurePower PW800 engines wereselected to power these next-generation long-range andultra-long-range aircraft. www.pwc.ca

Pratt & Whitney Canada (P&WC)

Has created an industry first with the launch of AeroIT, aninformation technology certification designed to help aircrafttechnicians expand their knowledge of today’s sophisticatedairborne communications systems. Because of the burgeoningdemand for in-flight connectivity, aircraft technicians need to knowmore than airframes and powerplants; they have to be IT expertsas well. To address this need, Satcom Direct developed AeroIT,the world’s first IT training and certification course for aviation.www.satcomdirect.com

Satcom Direct

Recently announced that it has added four new FBOs to their grow-ing Air Elite Network of uniquely exceptional fixed-base operators(FBOs) delivering “diamond level” customer service.. YU Lounge,located at Robert L. Bradshaw International Airport (TKPK) in Bas-seterre, St. Kitts & Nevis; Jet Centre Curacao, located at Hato Inter-national Airport (TNCC) in Willemstad, Curacao and Ecuacentair,located at Mariscal Sucre International Airport (SEQM) in Quito,Equador have signed with the network.www.AirEliteNetwork.com

World Fuel Services

Voted No 1 FBO by Flight Crews and operators throughout theEMEA & Russian regions, Rizon Jet UK FBO was included in around400 facilities in Europe, Middle East, Africa and Russia, who partici-pated in the 2015 EBAN survey. Rizon Jet UK London, Biggin Hillreceived winning votes on the range of services they offered andthe standards to which they were delivered. To be rated No 1 is anoutstanding achievement with this being the second time in only 4years of operation. www.rizonjet.com

Rizon Jet UK


Sean advertorial - Products & Services March_Layout 1 19/02/2015 09:59 Page 2

OFFICESWORLDWIDE

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

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

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ExteriorOVERALL WHITE with BROWN AND TAN TAIL

ASKING PRICE: MAKE OFFER

1999 Gulfstream V


AeroSmith Penny II LLCBob Nygren or Jeff Carter

8031 Airport Blvd., Suite 224, Houston, TX 77061

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

Prestige JetAlexandre Le Tourneur

Tel: +41 (0) 76 3870273Email: [email protected]

Aerosmith Penny 1999 Gulfstream V March 17/02/2015 11:38 Page 1

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

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

APUHONEYWELL RE-100XL 1,479 TT

AvionicsFLT DIR: HONEYWELL PRIMUS 1000 IFCS

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

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

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

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

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

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

TX 77061

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

2002 Citation Excel


Aerosmith Penny Citation Excel March 17/02/2015 11:41 Page 1

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

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

- TCAS 4000Autopilot: Automatic Flight Guidance System

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

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

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

with ADF/GS/MB

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

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

2004 Hawker Beechcraft 800XP

Jet Sense Aviation, LLCContact: Brett Forrester

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


Jet Sense Aviation Hawker 800XP January_Empyrean 17/02/2015 11:43 Page 1

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

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

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

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:

TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS with

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

DisplaysAir Data Computer: Dual Collins ADC-850D Air

Data ComputersFMS: Dual Collins FMS 5000 Flight Management

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

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

DME-442

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

SystemELT: Artex C406-2 MHz ELT w/Nav Interface

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

InteriorFireblocked, XR Executive Floor plan A (Eightpassengers) 7 passenger seats and 1 beltedlavatory seat. The cabin features four-placeexecutive club chairs with two executive fold-outtables and a forward three-place divan. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorNew 2014

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

2008 Lear 60XR

March 2015 – AVBUYER MAGAZINE 139Advertising Enquiries see Page 8 www.AvBuyer.com

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

Very Aggressively Priced at $4,395,000

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

Jet Sense Aviation, LLC Lear 60XR January_Empyrean 17/02/2015 11:46 Page 1

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Serial Number: 5624Registration: 9H-JGRAirframe TT: 5,343Landings: 2,196

One of the last 604s ever produced, EmpyreanAircraft Consulting Ltd is very proud to offerSerial Number 5624, a 2006 delivered machine.With the aircraft fresh from 24/48/96 monthchecks, engines enrolled on GE “On Point”, freshpaint and a new interior, the aircraft is anexcellent example of the 604 family. Managedand operated by a Swiss / Maltese AOC holderand maintained in Europe, the aircraft can bemade available for inspection subject to priornotification. This exceptional aircraft now awaits anew home

• Engines on GE “On Point”• APU enrolled on Honeywell MSP.• Enrolled on CAMP.• Fully EASA compliant.

EnginesGE CF34-3B. Total Time & Total Cycles: 5,327Hours & 2,177APUHoneywell GTCP-36-150 – NEWLY UpgradedAvionicsElectronic Flight instrument and Engine Indication& Crew Alerting SystemEFIS & EICAS Display 6 Collins EFD-4077Data Concentrator Unit (DCU) 2 Collins DCU-4002Display Control Panel 2 Collins DCP-4000

Airborne Flight Information System (AFIS)Data Management Unit (DMU) 1 Honeywell AFISVHF Communications Antenna 1 Sensor

Systems S65-8280-10Auto ThrottleSafe Flight Enhanced Auto Power SystemFlight Control SystemFlight Control Computer 4 Collins FCC-4006Flight Control Panel 1 Collins FCP-4003Inertial Reference Unit (IRU) and Air Data SystemInertial Reference Unit Computer 2 Litton LTN-101Air Data System (RVSM Accuracy) 2 Collins

ADC-850EAir Data Reference Panel 2 Collins ARP-4000Weather Radar SystemWeather Radar 1 Collins RTA-854Weather Radar Control Panel 2 Collins WXP-4220Flight Management SystemFlight Management Computer 2 Collins FMC-6000Control Display Unit 2 Collins CDU-6000Database Transfer Unit 1 Collins DTUGlobal Positioning System 2 Collins GPS-4000AInteriorCabin Layout:Fwd Cabin: Four place club.Aft Cabin: Four place berthable divan and fourplace conference / dining group with dual doubleseatingGalley and Lavatory: Forward Galley (equipped with oven, microwaveand brewer coffee machine)Aft Lavatory

Empyrean Aircraft Consulting LtdContact: Andrew Butler

Tel: +34 96626 1967Cell: +44 7880 717362Email: [email protected]

2006 Bombardier Challenger 604


Empyrean March_Empyrean 17/02/2015 11:47 Page 1

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Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

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

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

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

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

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

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

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

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

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909

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

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

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


1 Mente January 17/02/2015 11:51 Page 1

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

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

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

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

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

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

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

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

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

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

Asking Price: US$4,950,000

2008 Cessna CJ3

142 WORLD AIRCRAFT SALES MAGAZINE – March 2015 Aircraft Index see Page 4www.AvBuyer.com

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100

90411 NuernbergGermany

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

Aero-Dienst January_Heeren Cit Ultra sep 17/02/2015 16:44 Page 1

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Kaiser AirOakland Jet Center

Otto Wright

1980 Cessna Citation II One owner, loaded with options, first run engine, ask $810,000

Tel: +1 (510) 553-84381-(800) JET-2OAKE-mail: [email protected]

Serial Number: 550Airframe TT: 7039 Landings: 3,120

Aircraft fuselage is overall Matterhorn White and isconservatively accented with Aristo Blue and MediumGray striping. Three crew, 16 passenger with AFT galleyconfiguration. Entryway crew rest area with two place (75inch) divan and crew lavatory. Forward cabin consists ofleft and right hand club seating. The center sectionfeatures a left side conference group seating for fouracross from a large credenza with ample storage. Theconference group berths to a two person sleeping area.The AFT cabin area includes left side club seating acrossfrom a berth-able four place divan. The galley features awater heater, coffee maker, a cold storage compartment,high temp oven and a microwave oven.

EnginesRolls-Royce BR710A1-10• Serial Numbers(L/R) 11211/11212• Hours Since New: 6751/6751• Cycles Since New 3098/3098• OH (Remaining) 1249/1249• Program JSSIAPUHoneywell RE220. • Serial Number P-155• Hours Since New 4130 • Program JSSIAircraft Programs: Honeywell HAPP & Honeywell MPPAdditional Highlights/Options• Excellent Pedigree• RVSM, RNP-1, RNP-5, RNP-10• FM Immunity• 110V Outlets throughout• Pulse Lights• Certified for FAR Part 91/135 Operations

• ASC-173 Ribbon Heat Tape Completed• Interior Refreshed 2011Cockpit Avionics• Honeywell SPZ-8500 6-Tube EFIS/Autopilot• Dual Honeywell NZ2000 FMS’s (5.2 Software)• Single Lasertrak INS • Dual Honeywell GPS’s• Dual Collins RTU-4280 Radio Tuning Units• Dual Collins VHF-422D Comm’s (8.33MHz)• Dual Collins HF-9000 Comm’s• Triple Honeywell Laser IRU’s• CPDLC EQUIPPED • ADS B EQUIPPEDCabin Avionics•Aircell Axxcess Iridium Phone with 4 Handsets•Aircell Gogo Biz Broadband (6 Dataports and STC’d Wifi)•EMS-400 Swift Broadband•Collins iPod/iPhone Interface•FDS Charging Station•Airshow Gensys

1998 Gulfstream V Asking price is $15.8M

Serial Number: 550-149Airframe TT: 8924.8 Landings: 1909

EnginesLEFT RIGHT

TSN 692.6 112.7TSHSI 1136.1 N/AS/N JF0036 JF0021

InteriorRefurbished 07/17/04

ExteriorNew Paint 2014• 7 PAX CONFIGURATION• WHITE WITH BLUE, TEAL, BLACK STRIPES• LEATHER SEATS

• BEVERAGE BAR• GRAY WOOD DRINK RAILS• 8TH SEAT AVAILABLE CHANGE OUTAdditional Features٠ FLIGHT ENVIRONMENTS٠ STROBE LIGHTS٠ AIR CONDITIONER٠ SUPER SOUNDPROOFING٠ DUAL RMI٠ COCKPIT VOICE RECORDER٠ INCREASED GROSS WEIGHT٠ SIERRA GLARE SHIELD٠ FLUSHING AFT LAV 13,500 TO 14,700٠ INSTR PANEL MODIFICATION٠ 20 CELL BATT٠ DUAL DAVTRON 811B CLOCKS٠ NAVCOM PACKAGE 11/04

Avionics٠ DUAL COLLINS FD 109 (ADI٠ DUAL ENCODING٠ WULFSBERG FF IV٠ DUAL COLLINS 329B-8Y HIS٠ GARMIN 500 GPS W/TAWS B٠ COLLINS COMPARATOR٠ DUAL COLLINS VHF-20A٠ ROSEMOUNT PROBE٠ TELEDYNE ANGLE ATTACK SYS.٠ DUAL COLLINS VIR-30A٠ DUAL VG-14A VERTICAL٠ AUTOPILOT SP 200 WITH٠ DUAL COLLINS DME-40٠ GYRO SWITCHING LEFT TO RIGHT٠ DUAL COLLINS TDR-90٠ FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Kaiser Air March 18/02/2015 12:34 Page 1

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Serial Number: 7046Registration: N703RBAirframe TT: 7,206Landings: 7,725

EnginesGarrett TFE–731–4RS–2S .... 4,200 TBOLeft: 7,046 TSN. 2,830 TSOH. 720 TSHOT. MSP GoldRight: 7,046 TSN. 2,830 TSOH. 720 TSHOT. MSP Gold

APUGarrett GTCP 36–150W. ,406 TSN. PATS install

AvionicsHoneywell SPZ 8000 EFIS SystemDual SPZ–800 Digital AutopilotDual DFZ–800 Digital Flight DirectorsDual Collins VHF–22 CommsDual Collins VIR–32A NavsDual Collins DME–42Dual Collins ADF–62Dual Collins TDR–94DCollins ALT–55Dual Global GNS–XLS FMS’Dual Honeywell AZ 810 Air Data ComputersHoneywell Primus 870 Color RadarKing KHF–950 HF

FeaturesDOC 8 Complied with July 2014Honeywell TCAS II w/Change 7Honeywell EGPWS MK VIIICamp Maintenance Tracking

Part 13576 cubic feet oxygenAircell Iridium Flitfone w/ 2 handsetsExternally serviced lavatoryTAS/SAT/TAT IndicatorFuel TotalizerRVSM CertifiedN1 DEECS

InteriorNine passenger executive seating with a forwardgalley, coat closet and two place divan, four placeclub and two forward facing chair in tan leather,aft belted lavatory and coat closet. East IndianLaurel veneer, gold plating, beige carpeting. DualDVD players, five plug in LCD TVs, Airshow 400,XM Satellite

ExteriorOverall white with maroon, black and gold ribbonstripes

Asking: Make Offer

144 WORLD AIRCRAFT SALES MAGAZINE – March 2015 Aircraft Index see Page 4www.AvBuyer.com

Contact K. Hunter WeissTel: +1 (0) 703-787-8800Mob: +1 (0) 703-966-0936Email: [email protected]

Cessna Citation VII

Welsch Avitaion March 17/02/2015 11:55 Page 1

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• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,733Landings: 3,007

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,745 / Right Engine 3,738MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

Aircraft Management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

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

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


Northern Jet Lear 40XR March 18/02/2015 16:50 Page 1

Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements.AvionicsAircraft equipped with G280“Intercontinental Package”

EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfiguration

Forward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pendingcertification)

Aircell Gogo Biz high-speed internet

SHOWCASE

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


2014 G280

CAAP G280 February 17/02/2015 16:38 Page 1

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Serial Number: 4321Registration: N321LVAirframe TT: 22:9Landings: 9

• Engines Enrolled on Rolls-RoyceCorporate Care Program

• APU Enrolled on Honeywell MSP contract• Honeywell HD-710 High Speed Data• PlaneView Enhanced Navigation Package• Synthetic Vision 2.0• ADS-B Out• Runway Awareness Advisory System(RAAS)

• Digital Flight Data Recorder• High Speed Data System• Enhanced sound proofing

Aircraft specificationsL/H Engine TAY MK 611-8CSerial Number 85653Actual engine hours 22:9R/H Engine TAY MK 611-8CSerial Number 85652Actual engine hours 22:9Engines Enrolled on Rolls-Royce CorporateCare Program

APUEnrolled on Honeywell MSP contractAircraft Enrolled on Gulfstream PlanePartsProgram

Avionics•Four (4) Honeywell DU-1310 Flat Panel Display Units•Two (2) Honeywell DC-884 Display Controllers•One (1) Honeywell DP-884 Display Brightness Panel

•One (1) Honeywell / Kollsman Visual Guidance System•Triple (3) Honeywell MAU-913 Modular Avionics Units•One (1) Honeywell GP-500 Flight Guidance Panel•Triple (3) Honeywell MC-850 Control Display Units•Triple (3) Honeywell AZ-200 Air Data Modules•One (1) Honeywell WU-880 Weather RadarReceiver / Transmitter Antenna

•Two (2) Honeywell WC-884 Weather RadarControllers•Triple (3) Honeywell IR-500 LASEREF V MicroInertial Reference Units

•Dual (2) Honeywell MRC-855A Modular RadioCabinets•One (1) Miltope printer (cockpit)•One (1) Honeywell MCS 7000+ SATCOM•One (1) Chelton SATCOM antenna•One (1) Aircell Transceiver ST-4200•One (1) Sensor Systems Dual Element Antenna•One (1) Aircell Iridium-based corded handset(cockpit)Interior•Fourteen (14) passenger executive interior. Theforward cabin features a forward four (4) placeclub with pull out tables as well as a crewrefreshment area and forward crew vacuumlavatory.•The mid cabin area offers a four (4) place leftside conference group opposite a credenza whichincorporates the Cabin Entertainment System andmiscellaneous storage. The aft cabin beings at ahard partition divider and features a right side four(4) place divan opposite a two (2) place clubarrangement. Aft passenger vacuum lavatory. Theforward galley features both High- Temp andMicrowave ovens as well as both Coffee &

Espresso makers. The cabin EntertainmentSystem features an Airshow 4000 System (V2)with three (3) external cameras as well as anEnhanced Vision System Video Interface Installedto enable passengers to view FLIR cameraimages.Options/Features•19" LCD monitor above credenza•Sky Lounger berthing pads•Quartz polymer countertop surface material•Aerolux espresso machine to include cups,saucers & spoons


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

Sorens Group Ltd1 1\2 Miles Northern Highway,

Belize City, Belize


EASTUNION - Sorens Group Ltd March 18/02/2015 14:16 Page 1

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Serial Number: 53875Registration: N523PCAirframe TT: 713.8Landings: 1598EnginesAllison Rolls-Royce 250-C47B Starts: 1305One U.S. Corporate Owner Since NewAvionicsChelton synthetic EFIS w/ Chelton AHRS, GPS,TAWS and TAS interface

Garmin GDL-69A w/ XM WeatherGarmin SL-40 Comm. #2Garmin GTX-330 Mode S TransponderAvionics Cooling Fans (two each)Avidyn/Ryan TAS610 TCAD-w- Mutable AudioInterfaced to GNS-530W

Artex C406-NHM /3 Freq-w- GPS InterfaceGarmin GNS-530W GPS/COM/NAV/GSAvionics Master SwitchPS Engineering PAV-80 AM/CD/DVD w/ IPODinterface

PS Engineering PMA 7000B Audio PanelParrot Bluetooth Cel Phone Interface12 VDC Receptacle in CockpitAdditional Factory EquipmentHi-Viz rotor bladesRotor BrakeWhelen 2 position strobesMax Gross Weight Kit28 Amp BatteryStandard Headliner W/ A/C ductsDual controlsAux Fuel Tank Provisions

InteriorCompleted in 2009Beautifully appointed 6 passenger corporateinterior, seats, armrest and soundproofing. Theseats are covered in 2 tone Spinneybeck leatherwith coordinated pipingExteriorCompleted in 2009See photos for exterior paint. Inside of CowlingsPainted White / Top of Engine Cowling BehindStack Painted BlackEdwards & Associates, Inc.Completion EquipmentCustom Passenger Assist Handles (2)High Visibility Crew Doors with Snap VentsDual Control Safety KitFuel Filler ProtectorBaggage Floor ProtectorRubber Mounted Chin Bubbles WindowsButterfly DZUS fasteners on battery compartmentGround Handling Wheels (Brackett)Automatic Door opener Kits, Cabin-BaggageCarbide Technologies AFT only Skid shoesFolding Maintenance StepsCustom Black Instrument PanelSheepskin Covers on Crew SeatsWired for Bose Headsets (7)Wire Strike Protection SystemCrew Wedge WindowsSuper Night Scanner Belly Search LightTwo Double Blisters Wrapped in Cabin RoofFabric added to Cabin Containing OriginalFlood light & Pivoting Reading Light

LED Position LightsIBF Filter w/ Access Door (in lieu of particleseparator)

Cabin Floor Protector KitPre-Flight Kit (steps)Map PocketsCollective Safety CoverPassenger Wedge Windows W/SlideCustom Assist Handles in Cockpit (2)

Florida Jet Sales1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

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

2008 Bell 407


Florida Jet 2008 Bell 407 March 17/02/2015 11:56 Page 1

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Aircraft Acquisitions, IncP.O. Box 389 Durham, N.C. 27702

Tel: +1 919 683 2600Email: info@aircraft-acquisitions

2001 Challenger 604


Serial Number: 5488Registration: N604FMAirframe TT: 3760.5Landings: 2261

EnginesGeneral Electric CF34-3B, GE ON-POINTPower-By-the-Hour Program

#1 #2Serial Numbers: GE-E-872953 GE-E-872952Maintenance ProgramMaintained under Bombardier CL-604 Chapter 5(Time & Calendar). APU is enrolled MSPMaintenance Tracking CAMP Systems, IncParts ProgramBombardier’s Smart Parts PlusAPU GTCP 36-100E, Serial Number: P-680Maintenance & InspectionsAircraft Enrolled on SmartParts Plus (includesavionics)• The Auxiliary Power Unit (APU) is onHoneywell’s MSP program

• The Engines on enrolled in GE’s On PointEngine Maintenance Program 1

• 12/24/48 Month Inspections complied withDecember 2014

• 96 Month and detailed inspections of Nose andLanding Gear was performed April 2009, nextdue 2017

ExteriorThe exterior is new and is finished in MatterhornWhite with Seahawk Gray, Harvest Gold, Alpineand Ashen Green accent stripes

Avionics and Cabin Communications• Collins Pro Line 4 Avionics System withPrecision Plus

• Dual Collins VHF-422C Comms w/8.33 kHzSpacing

• Dual Collins VIR-432 Navs w/FM Immunity• (2) Dual Collins FCS-4000/Pro Line 4 AutopilotSystem

• Collins 6-Tube Electronic Flight InstrumentSystem (EFIS)/Engine Instrument and CrewAdvisory System (EICAS)/3D Mapping option

Other Options & Features• 3D Mapping option displayed on MFD• Pulse Landing Light System• Logo Lighting• Pathfinder Emergency Escape Path LightingSystem

• Fintop RadomeInteriorThe twelve-passenger executive interior is brand-new and consists of a four-place conferencegrouping, opposite the four-place divan, and afour-place forward club area as well as newpocket-style lavatory doors for more efficientaccess to the lavatory. The leathers and carpetingare completed in light beiges from Aeristo’sAeronappa line and the Scott Group respectively;the cabinetry is refinished Carl Booth’s PommeleSapele veneer and include new arm-ledges andaft pocket doors

Aircraft Acquisitions Inc March 18/02/2015 12:40 Page 1

SHOWCASE

Corporate Concepts International, Inc.Dennis Blackburn

Tel: +1.832.647.7581Email: [email protected]

2000 Global Express


Airframe TT: 5,554.2Landings: 1,974

Corporate Concepts International, Inc ispresenting Global Express – serial number 9018for immediate sale or lease. The Global Expressfeatures some of the latest technology incorporate aviation including a next generationenhanced vision system. This aircraft features aspacious cabin with an aft stateroom and theOffice in the Sky option this aircraft allows themost discerning passengers privacy and fullability to take care of business during your flight.With the newly refurbished interior,comprehensive 8C inspection, low cabin altitudemodification, and Batch 3 avionics upgrades thisGlobal Express represent’s the best value in thelong range, large cabin market. Call us today toschedule an appointment to see the aircraft orask us how we can help with all of your aviationneeds

The newly refurbished interior of this GlobalExpress features seating for fourteenpassengers. The spacious, wide body cabin isconfigured with a four-place VIP clubarrangement with fold-out tables in the forwardcabin, a three-place berthable divan (two seatsapproved for takeoff and landing) opposite atwo-place club arrangement in the mid cabin anda four-place conference group with executivetable opposite a two-place club arrangement inthe aft cabin. This aft area makes into a

conference area to allow for private businessmeetings or the conference group can beconverted into a bed for sleeping and privacy.This aircraft is equipped with forward and aftlavatories and a forward full service galley

Features• New paint in 2003 by Savannah Air Center• Engines enrolled in Corporate Care program

and APU on Honeywell MSP• Batch 3 avionics upgrades including full ADS-B

and high speed internet• Central Aircraft Information Maintenance

System (CAIMS)

Avionics• Honeywell 2000 XP Integrated Avionics System

with Batch 3 upgrades:• Six 8”x 7” DU-870 Color EFIS displays, 2 PFD

/ 2 EICAS / 2 MFD• Triple AZ-840 Micro Air Data Computers (MADC)• Quad Ameteck DA-810 Data Acquisition Units (DAU)• Triple IC-800 Integrated Avionics Computers

(IAC) with Batch-2 upgrade• Primus WC-880 Color Weather Radar w/ Dual

Controls• Dual full regime Autothrottle System• Full Authority Digital Engine Control System

(FADEC)• Engine Indication/Crew Alerting System (EICAS)

Available Immediately for Sale or Lease –Financing Available – Some TradesConsidered

Corporate Concepts March_Empyrean 18/02/2015 15:45 Page 1

SHOWCASE

Hagerty Jet Group, LLC100 Bull Street, Suite 200Savannah, GA 31401 USA

Tel: +1 (912) 236-8500 - OfficeTel: +1 (912) 695-5579 - MobileE-mail: [email protected]


1996 Gulfstream IVSPSerial Number: 1292Registration: N292MUAirframe TT: 9,352Landings: 4,975EnginesRolls-Royce Tay 611-8

s/n TSN Cycles ProgramLeft CAE 16698 8,932 4678* RRCCRight CAE 16695 9,119 4774* RRCC*As of August 16, 2014APUAPU: Honeywell GTCP-6-150G s/n Time Since New Cycles Program P-775-C 5079 5402* MSP*As of August 16, 2014AvionicsHoneywell PlaneDeck Six Screen LCD Primaryflight Display Upgrade

Honeywell SPZ-8400 AutoPilotHoneywell 2020 Head Up DisplayHoneywell XMD-157 XM WeatherBf Goodrich GH-3000 ESIS w/Mini ADCDual Esterline cursor controlsDual CMC cMA-1100 electronic flight BagsTriple Collins VHf-422D Comm’s w/8.33 SpacingDual Collins VIr-432 Nav’s w/FM ImmunityDual Collins DMe-442 DME’sDual Collins ADf-462 ADF’sDual Collins TDr-94D Mode S transpondersw/enhanced flight ID

Honeywell Primus 880 color Weather radarDual Honeywell NZ-2010 FMS w/6.1 (Upgradeto Support ADS-B Out)

Dual Honeywell 12-channel GPSDual Honeywell Laseref IRS’sTriple Honeywell cDU-820 control Display UnitsAdditional EquipmentEB FAR Part 135RVSM / 8.33 Spacing / FM ImmunityRNP & MNPS capableForward Jump SeatAirshow GenesysForward & Aft cabin 17” MonitorsAircell AtG-4000 Go-Go Wifi Domestic HighSpeed InternetPrinter / copier / Scanner / fax MachineDVD/CD PlayerDual Davtron clocksAft equipment Bay w/Storage BoxPortable tow Bar ProvisionsInteriorElegant thirteen (13) Passenger fireblockedexecutive interior featuring a forward cabin four(4) place club followed by a mid-cabin three (3)place berthable divan opposite a two (2) placeclub. The aft cabin features a four (4) place leftside conference/dining group with an opposingright side credenza. All individual seats arefinished in beige leather and the mid-cabin divanis upholstered in a solid coordinated lighter tanfabric. Beautifully sculpted Light tan carpetingruns throughout the cabin. The aircraft cabinetry,executive tables, conference table, drink rails andbulkheads are finished in a very attractive HighGloss Waterfall Bubinga Veneer accented by Goldcolored bright-work.

Hagerty Jet Group 1996 Gulfstream IVSP February 19/02/2015 09:13 Page 1

Serial Number: 159Registration: N259JPAirframe TT: 2,131Landings: 827AirframeOn Gulfstream CMP EnginesPratt and Whitney PW-306A’s with 6,040 lbs ofthrust each. On Pratt and Whitney’s ESP GoldEng 1 s/n PCE-CC-0328 2,131 SNEW 857 CSNEng 2 s/n PCE-CC-0330 2,131 SNEW 857 CSNAuxiliary Power UnitHoneywell GTCP36-150 Times: 1,469 Cycles:1535 On Honeywell’s MSPAvionics5 Tube Collins Proline-4 Flight DeckDual Collins FMC-6100Dual Collins GPS-4000 GPS ReceiversDual Collins RTU-4220 Tuning HeadsDual Collins VHF-4000 CommsDual Collins NAV-4500 Nav’sDual Collins DME-4000 DMEDual Collins TDR-94D Mode S TranspondersCollins TWR-850 Doppler Weather Radar w/ Turb.BFG WX1000E StormscopeCollins FCC-4005 AutopilotCollins TCAS-4000 w/ Change 7.0SUNDSTRAND Mk. V EGPWS (Class A TAWS)Universal Avionics CVR-120Honeywell AR64 FDRDual King KHF-950 HF w/SELCALCollins ALT-4000 Radar AltimeterDual Collins ADC-850 DADCDual Collins AHC-3000 AHRSDual Collins CCP-3310 Cursor Control Panels

Special FeaturesSafeflite Auto-ThrottlesICS-200 SATCOM with three handsetsDual DVD/CD PlayersTail CameraAirshow 4000JETBEDTelescoping Tow BarHoneywell VHF/SAT AFISRosen Monorail SunvisorsEU Ops approvedExteriorOverall White with Blue and Gold StripesInteriorTen passenger interior arranged in a forward club,aft four place conference group opposite a threeplace divan belted for two during takeoff andlanding. The forward right-hand Galley featuresample workspace with microwave, draining icedrawer, stemware storage, wine bottle storage,dry goods storage and coffee maker. The Galleyand Cabin are divided by a forward pocket door.Seats are finished in beige leather withcomplimentary carpet, Ultra Leather headlinerand Mahogany woodwork with detailed inlay trim.Cabin entertainment is provided by CollinsAirshow 4000 with Tail Camera, dual DVDplayers, forward and aft bulkhead monitors andmultiple individual seat monitors. Private aft lava-tory with large storage closetMaintenanceComplied with ARCS, 1C and US Importcomplied with by Gulfstream, Dallas, TX 8/2014

SHOWCASE


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


JetPro Texas G200 March_Heeren Cit Ultra sep 18/02/2015 12:51 Page 1

Serial Number: RK-209Airframe TT: 735FH/379FC

FORTAERO - an international provider of aircraftcharter and management solutions since 1997 isspecializing in CIS countries market also offersexpert assistance in aircraft sales andacquisitions.

FORTAERO is pleased to exclusively offer theoutstanding NEXTANT 400XTi to the market forimmediate sale

The versatility, payload and range of the Nextant400XTi have always made it out-class itscompetition, and the 400XTi currently representsone of the best values in the new-built andpre-owned markets

All the latest revisions and updates have beendone and it is current on all inspections

EnginesWilliams FJ44-3APLH times: 735FH/379FCRH times: 582FH/330FC

AvionicsRockwell Collins Pro Line 21 System (w/FourLCD Adaptive EFIS Displays)Dual Collins Primary Flight DisplaysDual Collins GPS-4000SDual Collins Multi-Function DisplaysDual Collins FMS-6100Dual Collins VHF-422C Comms

Dual RTU 870 RTU'sDual Collins VIR-432 NavsDual Air Data ComputersCollins ADF-462 ADFCollins TCAS IIDual Collins DME-422 DMEDual Flight Control ComputerDual Collins TDR-94D Mode SUniversal TAWS A Terrain Avoidance Warning SystemCollins ALT-55B Radar AltimeterDFDR L3, ELT Artex, CVR, HF, SELCALMidcontinental standby indicator

Options3 seat divan, 4 club seats, Nespresso CoffeeMachine, Microwave, EU-OPS, RVSM, CAMP,AirCell Axxess Phone, Freon Air Conditioning,LED Cabin Lighting, life raft, FWD galley,Astronics inverter 115V, portable oxygen bottle,PBE, smoke goggles, Belted Flushing Lav, newpaint and interior 2013 Dec

Price tag: 4.4 M USD

SHOWCASE

FORTAERORoseni 7A

Tallinn, 10111, Estonia

Tel: +372 5680 2262Tel: +33 6 37 97 59 50www.fort.aero

WORLD AIRCRAFT SALES MAGAZINE – March 2015 153Advertising Enquiries see Page 5 www.AvBuyer.com

NEXTANT 400XTi

Nextant-Fort Aero March_Empyrean 18/02/2015 13:40 Page 1

SHOWCASE

Serial Number: 207Registration: M-ILTDAirframe TT: 1207:30Landings: 571

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

EnginesPratt & Whitney Canada PW306A.Left Engine 1159,7 hours TSN, 534 CSNRight Engine 1135,4 hours TSN, 526 CSNAPUHoneywell GTCP36-150, 894 TSN hours. APUenrolled on MSP ProgramAvionics

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

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

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

System

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

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

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

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

AVIATRAXContact: Hermann Reynisson

Tel: +352 621375700Email: [email protected]



aviatrax March_Empyrean 18/02/2015 13:36 Page 1

FILE PHOTO

The buyer must obtain an export licence from the Government of the United States ofAmerica after our approval of his application to buy the above aircraft.

1. Applicants must email official copies of their applications, together with copies ofthe inspecting team’s passports to:Mr Bader Abdulrahman ([email protected])or to Fax: +966 1147 81127

2. Closing date 30/04/2015

3. Applications must include 2% bank guarantee of the actual bid value to the tender from a reputable bank and certified by a Saudi Arabian Bank.

4. Applications must be submitted in a sealed envelope no later than 20/05/2015 to thefollowing address:Projects Management DirectorateContracts & Support DepartmentRoyal Saudi Air Force HeadquartersRiyadh Kingdom of Saudi Arabia

The opening date for all envelopes will be on 25/05/2015

Invitation to Tender

Fleet of 79 Northrop F-5 Tiger Aircraft andEquipment for Sale.

RSAF March 18/02/2015 12:11 Page 1

DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.

NBAA INTERNATIONAL OPERATORS CONFERENCE MARCH 23 – 26, 2015 SAN ANTONIO, TX

Dedicated to Keeping Business Aviation Flying Around the Globe

NBAA’s International Operators Conference (IOC2015) is the single best venue to gain the latest operational, regulatory, safety, environmental and cultural information that is critical to the safe operation of business aircraft in the international arena.

2015 NBAA International Operators Conference Highlights include:

A Dedicated Safety Day – Featuring NTSB board member Robert Sumwalt highlighting critical issues and identifying threats and errors while reviewing international best practices

Region-Specific Content – with sessions addressing operational requirements and near-term avionics mandates in every ICAO region around the world

Networking – with world-renowned training providers, handlers, international trip planners and hundreds of operators who fly globally

Industry Recognized Experts and Programming – will address the latest safety, operational, regulatory, environmental and cultural considerations from the NTSB, EASA, CBP and others

REGISTER ONLINE TODAY: www.nbaa.org/ioc/world

REGISTER BY MARCH 2 FOR THE MEMBER RATE OF $1,225

Non-Member price after March 2 is $1,775

TED TO HELPINGDEDICA

G BUSINESS ACHIEVE ITS HIG

HEST GOALS

TED TO HELPINGDEDICA

G BUSINESS ACHIEVE ITS HIG

HEST GOALS.

NBA

A INTERN

TIONALA

NBAA Conference_Layout 1 20/01/2015 11:19 Page 1

Singapore Airshow March_Layout 1 18/02/2015 15:50 Page 1

Marketplace


Capital Jet GroupPrice: Make offer

Year: 2001

S/N: 640

Reg: N600JD

TTAF: 6136

Location: USA

2 U.S. corporate owners since new, RR CorporateCare,PlaneDeck cockpit upgrade w/FMS 6.1 software, electroniccharts, WAAS, ADS-B out, & XM-WX. Dual lavs, forwardcrew rest area, HUD/EVS, DFDR, 2010 paint & 13 paxfireblocked interior

Gulfstream V Tel: +1 (703)-917-9000 E-mail: [email protected]

Capital Jet GroupPrice: $1,550,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5975

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors.Landings: 5154

Hawker 800SP Tel: +1 (703)-917-9000 E-mail: [email protected]

ACM Air CharterPrice: US $4.85 Mio

Year: 1999

S/N: 750-0085

Reg: D-BTEN

TTAF: 8380

Location: Germany

8 passenger seating in a double club configuration No damage history - One owner and operator since new

New painting by Cessna in Wichita in December 2014 New Interior “Touch Up” in 2014

Cessna ProParts - Rolls Royce Corporate Care APU Honeywell MSP Gold - EU-OPS compliantLandings: 5,460 - immediately available

Citation X Tel: +49 7229 30 22 260 E-mail: [email protected]

MJet GmbHPrice:

Year: 2014

S/N: TBD

Reg:

TTAF: 68

Location: Austria

Motivated Seller, December 2014 entry into service, Alwayshangared, Registered in EU, EASA OPS certified, Wi-Fi +SwiftBroadband. Rolls-Royce AE3007A2 (will be onCorporateCare)

Embraer Legacy 650 Tel: +43 1 706 2700 720 E-mail: [email protected]

Adirondack Aviation Consulting, LLCPrice: Please call

Year: 1996

S/N: 560-0377

Reg: N100SN

TTAF: 9826.7

Location: USA (Texas)

8334 Landings. Left eng: (s/n 500150). 12227.6 Hours Since New.9689 Cycles Since New. Right eng: (s/n 500131). 11760.7 HoursSince New. 9303 Cycles Since New. Avionics: Honeywell P-1000Three Tube EFIS. Dual Collins VHF-22A COMM’s. Dual CollinsVIR-32A NAV’s. Collins ADF-62 ADF. Additional features: Engines onPower Advantage. Airframe is on ProParts. 971.1 hours sinceoverhaul and 627 cycles since overhaul on each engine. OnCESCOM. Freon Air Conditioning (W/Flood Cooling). Int: The eight(8) passenger interior is configured with seven (7) individualpassenger seats in a center club arrangement and an aft, beltedflushing lavatory seat. All seating is completed in pebble coloredTownsend leather with a Moonlight ultra leather headliner.

Cessna Citation V Ultra Tel: +1-972-355-2500 E-mail: [email protected]

www.adirondack.aero

P158-161 18/02/2015 11:26 Page 1

Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: US $3,875,000

Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace


Jota AviationPrice: $USD525,000

Year: 1977

S/N:

Reg:

TTAF: 8,080:52

Location:

Excellent Logs and Records, Operated under UK basedEASA Ops AOC, Executive leather interior, UK AOC leaseback option available.

Landings: 6,649, LE: 3,507 hrs SNEW, RE: 3,507 hrs SNEW,Engine options available.

King Air C-90 Tel: +44 (0)7795 687676E-mail: [email protected]

www.jotaaviation.com

P158-161 19/02/2015 12:46 Page 2

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Marketplace


BAS Business Aviation Services GmbHPrice: $USD800,000

Year: 1998

S/N: 525-0279

Reg: D-IGME

TTAF: 2.780

Location: Germany

In and out in good condition !!! Engines: Williams Rolls-Royce FJ44-1A with TBO 3.500 hrs (not enrolled on EngineProgram). LH Engine SN: 1565 2.780 hrs and 3.145 cyclessince new last HSI (unscheduled 2013 @ 2.488 hrs TT)RH Engine SN: 1568 2.780 hrs and 3.145 cycles since newlast HSI (unscheduled 2013 @ 2.488 hrs TT). Avionics:DUAL 5” EFIS. 1 x Honeywell GNS XLS (FMS). 1 x BendixKing KLN 90B (GPS). 2 x Allied Signal KY 196B (COM 8.33kHz spacing). Interior: (Refurbished 2013)

Cessna Citation Jet Tel: +49 (0) 7403 914 04 66 E-mail: [email protected]

Beechcraft GmbHPrice:

Year: 2008

S/N:

Reg: N

TTAF: 781

Location:

N-Reg, Pro Line 21 Avionics, 2x WAAS FMS, CAT II LandingCapability, MARK V, EICAS, 2x GPS-4000S, 2x TDR-94D,Aircell, CESCOM, Proparts, PowerAdvantage - top!

Cessna Citation XLS+ Tel: +49 (0)821-7003-100Email: [email protected]

J3 AdvisorsPrice: Make offer

Year: 2008

S/N: 1569

Reg: N12TV

TTAF: 377.2

Location: USA - NJ

1,298 AFL; 871 ENC; Corporate 91 operated; Always hangared;Major inspection package recently completed with no expensespared; Dedicated director of maintenance; Weekly detailing; CAMPenrolled; Impeccable record keeping.

Maintenance Tracking: CAMP enrolled.

Avionics: Kannad 406 AF-H ELT. Sfena/Sextant Thales Gyro-Horizon.

Int: Completed by Eurocopter. Grey leather-edged seats with fabricinsert. Blue Carpet. Energy-absorbing front seats.

Ext: Completed by Eurocopter. Blue with white accents

Airbus/Eurocopter EC 120B Tel: +1 (760) 614 0500 E-mail: [email protected]

AELIS GROUPPrice: Make offer

Year: 1994

S/N: LJ-1361

Reg: F-HHAM

TTAF: 3289

Location: Le Bourget, France

EASA Certified Complete interior refurbishment in 20095 passenger seats Highest quality maintenance at UniAirCompany / BCA, service center of HAWKER BEECHCRAFTEng: PT6A-21(550HP) Maintenance: Propellers and LGoverhaul: June 2014 S ATC Collins TDR 94 (changing P/N003 control box): June 2014. Avionics: PACKAGE COLLINS2 TUBES EFIS EFD-84 VHF COM: double Collins VHF22C8.33 KHZ. Int: Interior blue leather seats for 5 passengers(replaced in September 2009)

Beechcraft King Air C90 B Tel: +421 232 112 610 E-mail: [email protected]

www.aelisgroup.com

P158-161 18/02/2015 14:17 Page 3

1st Source Bank......................................................11121st Century Jet Corporation ...............................162AEA ...............................................................................51Aero-Dienst ...............................................................142AeroSmith/Penny .........................................136 - 137AIC Title Services .................................87, 89, 91, 93Aircraft Acquisitions................................................149Aircraft Guaranty ........................................................55AMAC ...........................................................................57Aradian Aviation..........................................................47Aviatrax.......................................................................154AvBuyer......................................................................121Avjet Corporation ..............................................42 - 43 Avpro ....................................................................10 - 14Bell Aviation ..........................................................84-85Bombardier..................................................................45Boutsen Aviation ........................................................41CAAP .........................................................................146Central Business Jets .............................................163Charlie Bravo ..............................................................35Conklin & de Decker ...............................................129Corporate Concepts .......................................53, 150Dassault Falcon Jet Europe .................................2 - 3Duncan Aviation..........................................................21

Eagle Aviation..............................................................37EASTUNION ............................................................147EBACE.......................................................................128EFA Prague...............................................................134Elliott Jets ...........................................................66 - 67Empyrean...................................................................140European Aircraft Sales .........................................161Fort Aero....................................................................153Florida Jet Sales ......................................................148Freestream Aircraft USA..................................73 - 75 Gamit..........................................................................129General Aviation Services........................................39Global Jet ............................................................82 - 83Hagerty Jet Group...................................................151Hatt & Associates ......................................................61Intellijet International ..............................................6 - 7Jet Sense Aviation/Gantt Aviation ............138 - 139Jet Support Services (JSSI).............................FC, 19JetBlack......................................................................101JetBrokers............................................................76 - 77 Jetcraft Corporation ..................................68-69, 164Jeteffect ........................................................................63JETNET......................................................................115JetPro Texas ..............................................................152

John Hopkinson & Associates.......................95, 135Kaiser Air ...................................................................143Leading Edge Aviation Solutions .........................103Lektro..........................................................................129Mente Group ...................................................... 141Mesinger Jet Sales............................................22 - 24NBAA Regional Forum...........................................123NBAA IOC................................................................156NFS Advisors ...........................................................130Northern Jet Management .....................................145OGARAJETS .....................................................32 - 33 Par Avion....................................................................107Rolls-Royce...............................................................113Royal Saudi Air Force ...............................................55Singapore Airshow..................................................157Sojourn.................................................................96 - 97Southern Cross Aviation ........................................133Tempus Jets.................................................................25Textron Aviation...........................................................79The Elite London......................................................124The Jet Business................................................28 - 29VREF Aircraft Values ..............................................130Welsch Aviation .......................................................144Wright Brothers Aircraft Title ................................117

Advertiser’s Index

Copy date for the April 2015 issue - Wednesday 18th March 2015

AvBuyer (USPS 014-911), March 2015, Vol 19, Issue No 3 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.


Always many new and pre-owned aircraft and helicopters for sale

Pre-owned aircraft & helicopters for sale2009 Pilatus PC12NG, D-FNAH, USD 3,575,0002006 Bell 407, OK-SOL, USD 2,320,0001999 Piper Seneca V, OY-JAU, USD 249,0001997 Piper Seneca V, OY-JCF, MAKE OFFER1996 Piper Seneca IV, OY-OVD, USD 269,000

Factory new aircraft for sale2015 Piper Meridian - call for quote and delivery slot2015 Piper Mirage - call for quote and delivery slot2015 Piper Matrix - call for quote and delivery slot2015 Piper Archer DX - call for quote and delivery slot

European Aircraft Sales ApS, Denmark + UKKatja Nielsen +45 2043 5287 / Bjarne Jorsal +45 4016 5401 Henrik Burkal +44 7747 780 979 / [email protected]

www.europeanaircraftsales.com

2009 Pilatus PC12NG, D-FNAH 2015 Piper Archer DX

Now also in the UK

P161 18/02/2015 16:20 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900BWANTED: FALCON 50 WITH-3D-1D ENGINE UPGRADE

21st Century December 18/11/2014 16:03 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Like New CITATION X SN 276Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

2007 CITATION SOVEREIGN SN 156Trades will be considered, Meets all US and EASA/JAR

OPS Requirements, On Cescom, 9 Place Interior tastefullyappointed

2008 GULFSTREAM G200 SN 1992248 TT / 1212 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

www.cbjets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,

Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EXInterior New 2010

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

2009 CITATION CJ3 SN 3071190 Hours TT, Collins Proline 21, Single Forbes

100 Owner

3D FALCON 50 SN 177Just over 5000 Hours TT, Upgraded 3D MSP Gold

Engines, Recent New Interior from Window Ledgesdown including Seats, Cabin Switching, Carpet,

Airshow 4000, External View Cameras, etc.

1999 CITATION X N750GMOriginal Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

CBJ March_CBJ November06 18/02/2015 12:19 Page 1

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FEATURED INVENTORY

2010 Agusta A109 Power2002 Airbus A320VIP2007 Boeing BBJ2004 Challenger 6042010 Challenger 6052008 Challenger 8502001 CRJ 200LR2007 Falcon 2000EX EASy2011 Falcon 2000LX2006 Falcon 900EX EASy2009 Global 50002012 Global 6000

2014 Global 6000 2003 Global Express2007 Global XRS 2010 Global XRS2006 Gulfstream 4502010 Gulfstream G5501992 Gulfstream GIV2007 Lear 45XR 2013 Lear 60XR 2008 Legacy 6002010 Lineage 1000 1991 Hawker 1000B

2005 GULFSTREAM G550 - SN 5078Equipped with CPLDC, FANS-1A, TCAS 7.1Impeccable Interior – 9 of 10!

2004 CHALLENGER 604 - SN 5581Upgraded SSFDR – 88 Parameter (Costly Option)Engine & APU on Full “Pay by the Hour” Programs

2015 GLOBAL 6000 - SN 96202015 Delivery - Trades EncouragedA Natural Transition from your Long Range Aircraft

2009 GLOBAL 5000 - SN 9343Batch 3+SBAS/LPV+FANS1/A Upgrades CompletedIncreased MTOW to 92,500 lbs, HUD/EVS, Dual EFBs

Download the Jetcraft AppScan this QR code to

download to your Apple or Android device.

- Search aircraft listings- Sort listings by manufacturer- Download aircraft brochures

- Read recent Jetcraft news- View Jetcraft’s upcoming event schedule- Receive notifications about new listings

File Photo File Photo2007 BOEING BBJ - SN 35990Great Year-End OpportunityMulti-Million Dollar Price Reduction

This being the aviation industry, you’d think more companies would share our

foot view.

51,000Up here, the air and the competition are rare. Our birds-eye view of the aircraft brokerage market comes from our unmatched combination of over 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. Better perspective on market trends. And worldwide connections that put a tailwind on your transaction. Call us and see. You’ll love the view.

www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

3-2015_WAS_Back Cover_51000 ft.indd 1 2/10/15 9:59 AM

avbuyer magazine march 2015

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