avbuyer magazine march 2016

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

™

GAMA 2015 Year-EndShipment Analysis

THIS MONTHwww.AVBUYER.com

March 2016

Aircraft ComparativeAnalysis – Challenger 605

JSSI FC March 2016.qxp_FC December 06 17/02/2016 14:22

OUR PRE-OWNED JETSHAVE NO SECRETS.

(UNLESS YOU COUNT THE RAFALE).

Some secrets are best left untold. But not when you’re buying a pre-owned business jet. At Dassault, we track every Falcon’s maintenance records from the moment it rolls off the production line. So we can report fully on every detail of its condition. And, as with any Falcon, we will always be there to ensure you gain the most from your asset, and that it retains its best value. So when you choose a pre-owned Falcon from Dassault, there won’t be any surprises. Just astonishing performance and efficiency.

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E

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PRE OWNED Fevrier 2016 indd 1

Project1_Layout 1 23/02/2016 14:21 Page 1

Falcon 900LX

2014 • s/n 283 • 424 hrs. total time

• 14 passengers with Fwd and Aft lavatories• EASA / EUOPS1 compliant• Engines and APU on MSP• EASy II (Base line, ADS-B out,

CPDLC FANS 1A & ATN-B1)• 3 IRS, 3 FMS, 3 VHF, 2 EFB’s• MCS-7120 Satcom with Wifi in cabin

Falcon 2000LX

2009 • s/n 193 • 1,801 hrs. total time• 10 passengers • EUOPS1 compliant • Fresh C Check • ESP, MSP • EASy II baseline • Iridium Satcom • 3 VHF, 3 IRS, 1 EFB, Dual external camera

Falcon 2000S2014 • s/n 723 • 624 hrs. total time• 10 passengers “Alpine Harmony”• EUOPS1 compliant• EASy II upgrade (Base line, ADS-B out,

CPDLC ATNB1)• Engines on ESP Gold, APU on MSP Gold• Aircell Axxess II Satcom• TCAS 7.1, 3 VHF

Falcon 50EX 2001 • s/n 315 • 3,984 hrs. total time • 9 passengers configuration• Proline 21 cockpit• Like new in and out condition• EUOPS1 compliant• Dual Satcom (iridium and Inmarsat)• Ipeco crew seats• Belly 4 view camera

Falcon 2000LX

2012 • s/n 230 • 728 hrs. total time• 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out)• EASA / EUOPS1 compliant• February 2018 C check• Engines on ESP, APU on MSP• 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s• Dual Satcom, Iridium & Aviator 300

2010 • s/n 106 . 2,826 hrs. total time

• 14 seats 13 passengers configuration• EASA / EUOPS1 compliant• On FalconCare• Engines on ESP, APU on MSP• EASy II: LPV, ADS-B out, SVS, ADM, Dual

jeppesen charts, CPDLC ATN-B1 & FANS-1A• HUD & EVS• SBB 7120 Satcom with Wifi in cabin

Falcon 7X

09/02/16 18:29


oday’s headlines are not for the faintof heart. Too many regions of theworld are mired in conflict rangingfrom political uncertainty to outright

hostilities. Displaced peoples are struggling tofind refuge from war, and life is very difficult formillions of refugees.

Against that background of human tragedy,the specter of economic slowdown - if notrecession - looms large in reports floodingprint, TV and electronic media. The fortunatenations (such the US and parts of Europe) showonly slow growth of around 2.0% or less.Where GDP is expanding, such as China, thegrowth is less than expected, therefore causingeconomic shockwaves. Equity markets havereacted negatively.

As the US plunges more deeply into thevolatile process of selecting candidates for thisfall’s presidential election, the rhetoric growsincreasingly vitriolic. No wonder someobservers ask ‘what’s next’.

Perhaps it’s understandable that the marketfor business aircraft has responded negatively.Valuations that once were thought todepreciate by 3-4% annually are droppingabout 9-10%. Hopefully a turnaround is near,but for now caution seems to prevail.

In the midst of negativity, we must notabandon the basics. Transportation is anenabling technology for economic growth andimproved quality of life. In today’s globaleconomy, travel by air is essential, and airtransportation comes in two forms—ScheduledAirlines and Business Aviation. There is a basicneed for the type of transportation provided bybusiness aircraft.

Readers of AvBuyer know the facts:Scheduled Airlines serve the relatively few citypairs that generate high demand from multipletravelers. But many of the opportunities foreconomic growth exist in locations wheredemand for travel is insufficient to attract theScheduled Airlines. Business Aviation is theonly means of viable travel for corporations

and entrepreneurs seeking investmentopportunities.

Focus on the basic need for BusinessAviation. Avoid being distracted by all thenegative noise that seems so easy to amplify.

In This issue…AvBuyer is committed to providing you withthe intelligence you need to capitalize on thebasic good news of using General Aviationaircraft for business transportation. Forexample, in this month’s High-Flyer’s case study(p56), Dr. Michael Gregory speaks on howessential Business Aviation is to the operationsof his organization, Apogee Physicians.

We also urge you to digest our BusinessAviation Market Summary (p20) where you’llfind meaningful data and insights that enableyou to better understand what’s happeningglobally and respond appropriately to marketopportunities.

In response to market conditions, there areattractive opportunities for the buyers whoimport non-US registered aircraft and weproudly offer the advice of Attorney Jessica L.Pownell on the ins and outs of importingaircraft into the US. According to JamesCooling, her associate at Cooling & Herbers,P.C., the demand for importation transactionshas increased measuredly in recent months.

GAMA’s year-end results, which wereavailable only a few weeks ago, are analyzedby Mike Potts and available for yourconsideration. Mike Chase compares theChallenger 605 alongside the Falcon 2000LX inthis month’s Aircraft Comparative Analysis whileValues and Specifications Data is offered forEntry-Level and Small jets.

We trust you’ll enjoy this month’s editionand find it a useful tool to aid your BusinessAviation needs.

Jack Olcott - Editorial Director & PublisherAvBuyer -Your source for Business Aviation Intelligence

TThe Beauty of Basics

4 AVBUYER MAGAZINE – March 2016 Aircraft Index see Page 145www.AVBUYER.com

WelcomeEditor’s EDITORIAL

Editorial Director / PublisherJ.W. (Jack) Olcott1- 201 572 [email protected]

Commissioning & Online EditorMatthew Harris1- 800 620 8801+44 (0)208391 6777 [email protected]

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[email protected]

Consulting Editor Sean O’Farrell1- 800 620 8801

+44 (0)20 8391 [email protected]

ADVERTISINGLinda Blackburn (USA Sales)

1- 614 418 [email protected]

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Maria Brabec (European Sales)+420 604 224 828 [email protected]

Karen Price1- 800 620 8801

+44 (0) 208391 [email protected]

STUDIO/PRODUCTIONHelen Cavalli / Mark Williams

1- 800 620 8801+44 (0)208391 [email protected]@avbuyer.com

CIRCULATIONBarry Carter1- 800 620 8801+44 (0)208391 [email protected]

AVBUYER.COMMichael Myburgh

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MANAGING DIRECTORJohn Brennan1- 800 620 8801+44 (0)208391 [email protected]

USA OFFICE1210 West 11th Street, Wichita, KS 67203-3517

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PRINTED BYFry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055

The best aircraft for sale searchanywhere, everywhere - on pc, smartphone and tablet. B U S I N E S S A V I A T I O N I N T E L L I G E N C E

Editor Welcome Final.qxp_JMesingerNov06 17/02/2016 11:03 Page 1

Four maintenance and production facility hangars with 28,235 m2 floor space. Dedicated 6,251 m2 of workshop for Swiss craftsmanship. Secured apron area of 44,610 m2.

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Three Core Services: — Maintenance— Completion and Refurbishment— Charter / Aircraft Brokering

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1 1/21/16 12:58 AM


Editorial Focus

GAMA 2015 Year-End Shipment Analysis: Mike Potts dips beneath the

surface to assess what’s really going on in new aircraft shipments

40


High Flyer’s Interview:Dr. Michael Gregory tells Rani Singh how Business Aviation lifts Apogee Physicians

to new heights in hospital medicine…

56

108

74Helicopter Buying Considerations:

Some operations benefit from vertical-lift. What are the unique advantages of

an executive helicopter?

Comparative Analysis – Challenger 605

How does Bombardier’s Challenger 605 square up against Dassault’sFalcon 2000LX? Find out here…

Contents Layout March16.qxp 17/02/2016 12:41 Page 1

ContentsVolume 20, Issue 3March2016

March 2016 – AVBUYER MAGAZINE 9Advertising Enquiries see Page 4 www.AVBUYER.com

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

� BizAv Intelligence20 Business Aviation Market

Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

46 GAMA 2015 Year-End Shipment Report: A listing of OEM shipments for 2015, sans Bombardier…

54 Waxing Lyrical About MarketRealities: What do MeghanTrainor’s lyrics have to do withBizAv? Quite a lot according toJay Mesinger!

� Boardroom60 Aviation Consultants—Who

Needs Them? David Wyndham offers an insightful look at the work of consultants in Business Aviation

64 Tracking Used Jet Values: Whatis the shape of today’s marketfor used business jets? JayMesinger reflects…

68 Facts on Insuring Helicopters:Stuart Hope walks us throughthe ‘Whys’ and ‘Wherefores’ of amore expensive coverage

70 Tips for Importing a Jet (1 of 3):Global dynamics have created opportunities for US buyers provided they understand what’s required, notes Jessica Pownell…

� Flight Department78 Avionics Connectivity (Part 3):

Ken Elliott continues a five-partseries, this month with a reviewof on-board connectivity.

86 Creating a Flight Department(Part 10): Fred Haap concludeshis series on Flight Departmentcreation summarizing the ele-ments of a Business Plan…

90 Reasons to Customize YourOps Manual: Drawing from thereport on a fatal accident,Mario Pierobon highlights theneed to customize your OpsManual…

94 Retail Price Guide: 20-yearEntry-Level & Small jets priceguide from The Aircraft Bluebook

98 Specifications: Entry-Level &Small jets performance andspecifications comparisons

� Community114 BizAv Review: ‘There’s Life in

the Old Falcon 50 Yet’, OEMBites, Association News, Arrivals& Events

Next Month� Aircraft Comparative Analysis –

Citation CJ2/CJ2+� Dealer Broker Market Update� Plane Sense on Cabin Connectivity

Contents Layout March16.qxp 17/02/2016 14:10 Page 2

Avpro March.qxp_Layout 1 15/02/2016 14:52 Page 1

Lower Maintenance Costs • Higher Residual Value • Global Support

All of these names have one name in common.

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

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

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

MD Helicopters • Pratt & Whitney • Robinson

Rolls Royce • Sikorsky • Williams

1998 Boeing BBJ S/N: 29273• Price reduced to $21,950,000• Total Time Airframe: 3814.54 Hours• Landings: 938• APU TT: 3552• Delivered with a Fresh A2 Check • C1 check completed 2014• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network• 18 Place Interior• One Owner Since New

2008 Gulfstream G550 S/N: 5176• Price reduced• Total Time: 3483.5 hrs• Landings: 964• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Forward crew rest• Currently at Gulfstream Savannah• Delivered with Fresh 12/24/36/48/96 Monthinspection on the N Register

FREESTREAM AIRCRAFT LIMITED

London+44 207 584 [email protected]

FREESTREAM AIRCRAFT (BERMUDA)LIMITED

Hamilton, Bermuda+441 505 [email protected]

FREESTREAM AIRCRAFT (H.K.)LIMITED

Hong Kong+852 2724 [email protected]

FREESTREAM AIRCRAFT USA LIMITED

New York+1 201 365 [email protected]

2007/2009 Boeing BBJ S/N: 36714• Reg: VP-BFT• $56,950,000• Into Service 2009• Total Time Airframe: 2849 Hours• Landings: 741• Fresh out of 6 year 2C check• Basic Operating Weight: 101,611 Lbs• Pat’s 6 Tanks, 5 aft, 1 fwd• Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium• 5 external cameras - EFB• 18 Passenger Interior/ Andrew Winch Design

Freestream March.qxp 17/02/2016 12:51 Page 1

2015 Gulfstream G650 S/N: 6159• Make Offer• Delivery hours only• Freestream Supervised Completion• Engines on Rolls Royce Corporate Care• Part 135 and EASA Validated• Enhanced Soundproofing• Honeywell SwiftBroadband Data System• ViaSat Ku-Band Broadband Data System• Forward Galley and Crew Rest• Available to View at Groton, CT (KGON)

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

2009 Gulfstream G550 S/N: 5231• Registration: Currently undergoing FAA • New asking price $31,950,000• 1338.2 AFTT• 545 Cycles• Engines: Rolls-Royce Corporate Care• APU: Honeywell RE-220. APU on MSP. 1760 hours• Enhanced Nav w/Synthetic Vision• Honeywell Planeview Cert ‘F’• Head-Up Guidance System• Forward Galley• 18 passenger configuration• Maintenance: Gulfstream CMP










2001 Falcon 900EX S/N: 87• New Asking Price $10,950,000• Aircraft to be delivered with engines on 100% JSSI• TTAF: 5538:09• TTAC: 3005• Honeywell Avionics Protection Plan (HAPP)• Engines & APU: JSSI• All three Engines: 3000/6000• Fresh MPI Eng No. 2• New 3rd Stage high pressure turbine ENG No. 2• Fresh 2A, Fresh 2A+• Dual GPS Honeywell HG2021GD02• Airshow 400/Genesis• Securaplane Back up Batteries

2009 Challenger 605 S/N: 5824• Reg: N304KR• Asking Price $13,950,000• Total Time: 1616 Hours• Landings: 664• Engines on GE OnPoint• Rockwell Collins Pro Line 21• Dual FMC-6000 flight management systemw/ 3DMAP and long range cruise

• MNPS and RNP-5 navigation compliance• Aircell ATG 5000 Aircell GoGo Biz wifi• 11 Passenger Interior

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


2001 Learjet 45 S/N: 167• Make Offer• AFTT: 6730 hours. Landings: 5403• Engines on MSP Gold• Smart Parts Plus• APU on MSP• Honeywell Primus 1000• TCAS II with Change 7• EGPWS• Airshow 400• Forward and Aft Monitors

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

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

2000 Eurocopter EC 135P2• S/N: 0193• Reg: ZK-HLH • $2,295,000 USD• Manufactured in 2000 and delivered in 2001• TTAF • 527.4• Very Low Time 2000 EC-135P2• No Damage History• Pop-out Floats• Air Conditioning• Dual Controls

1999 Challenger 604 S/N: 5426• $6,495,000• Total Time: 6490.18 hours• Landings: 3508• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7.2• 12 Passenger Interior • Fresh Out of a 192/96 Month Inspection










BIZAV INTELLIGENCE � MARKET INDICATORS


ear-end business jet shipments in 2015 were effectivelyflat year-over-year on a units basis, with most buyersfocused on newer models and most manufacturersdrawing down their firm order backlogs through the year.The story of 2015 – and one that we believe will continue

to be written in 2016 – is all about aircraft prices and valuations.As an industry, 2015 marked an inflection point in aircraft value

diminution, with most appraisers and lenders/lessors coming to theconclusion that value curves need to be steepened. With fewexceptions – the Pilatus PC-12 standing aside as holding its valuebetter than almost anything that flies with humans aboard these days– the new reality is that business aircraft values are slipping by about9-10% annually, which is 2-3 times faster than previously seen.

Buyers have numerous excuses to be skittish, whether fromreading the latest ‘Breaking News’ about seemingly endless crises,or watching their stock portfolios diminish in value. Unease aboutthe manner in which the Chinese government is managing itscurrency and intervening in local stock markets is just the latest in anongoing series of developments that have changed the BRICoutlook and shaken investor confidence.

Compounding the challenges facing many buyers outside theUnited States is the continuing strength of the greenback, thecurrency in which aircraft transactions are almost exclusivelynegotiated.

Tepid EconomicsThe outlook in 2016 for economic expansion is generally tepid.Amongst the top 20 business jet country markets, just four – India,China, Saudi Arabia and Turkey – are expected to grow the GDP at a3% or higher rate this year. Together, these four ‘emerging’ marketshad just 821 business jets based in their territories, representing 4%of the world fleet at the end of 2015, according to JETNET.

China, with almost half of that total, has quickly gone from thedarling source of orders to a fading stamp in many sales people’spassports. Most remarkable is the suddenness of change inMainland China, where new aircraft deliveries are down 80% or morefrom their recent peaks in 2013-2014. Interestingly, demand for newaircraft going into Hong Kong has remained relatively steady for the

Thoughts of spring may be in the air in theNorthern Hemisphere, but the market-place for business aircraft is struggling togain traction in an environment of cold,buffeting winds notes Market Indicators

Editor, Rollie Vincent.

Y

Business Aviation Market Summary

MarketIndicators March16.qxp_Layout 1 16/02/2016 12:34 Page 1

last seven years, despite all the up-and-down dynamics ofMainland China influences (see Table A, top right).

In the US, the latest GDP forecasts are for about 2.4% growthin 2016, virtually unchanged from last year. In the European Area(EA 19 countries), GDP growth is expected to be about 1.6%,with considerable country-to-country variation. Growth will besomewhat stronger in the UK and the Eurozone periphery(especially Ireland and Spain) and modestly weaker in France,Switzerland, Austria and Italy. Germany is expected to grow atabout 1.7%, continuing a multi-year trend of modest recovery inEurope’s largest national economy and export powerhouse.

For near-term sales prospects, we continue to be bullish onprospects in Mexico, the world’s #2 country market for businessjets. Basking in the warmth of sub-tropical breezes from theCaribbean and Pacific coasts – and the glow of trade andinvestment opportunities emanating from its northern border –Mexico is exceptionally well paced to take advantage of businessopportunities in the new “post globalization” era.

Sometimes overlooked in the rush to do business in China andother Asian markets are more traditional North-South trade andinvestment opportunities available within a time zone or two ofwhere most business aircraft owners and operators happen to bebased. Jet lag? What’s that again?

iQ Survey, Q4 2015JETNET iQ’s Q4 2015 Global Business Aviation Survey of morethan 500 business aircraft owners and operators in 60 countriesonce again confirmed that the most buoyant market is in NorthAmerica, where more than two-thirds of respondents feel thatBusiness Aviation is past the low point in the current businesscycle (see Table B, right).

In a measure of owner/operator sentiment, optimistsoutnumber pessimists in North America by more than 4.6-1.Results for Latin America are dragged down by low scores fromBrazil, where the national economy is expected to shrink by 2.6%despite the investment and tourism benefits associated with the2016 Summer Olympic Games.

The sharp devaluation of the Brazilian Real – now trading atabout 4-to-$1 US (down more than 40% year-over-year) with theBrazilian government facing budget and legitimacy crises, andbond rating agencies reclassifying sovereign loans to junk status.

The Sum of It All?What does all this imply for business aircraft sales in 2016? At thispoint, we do not foresee any significant shifts in themacroeconomic outlook. The US will continue to be front-and-center, accounting for more than 60% of the sales/new aircraftdelivery activity last year, and probably much the same in 2016.

Price pressures will continue to be intense, as OEMs are, atleast in our view, collectively over-supplying the market based oncurrent demand levels. Utilization rates remain well below priorlevels – in fact, total business jet cycles recorded by the FAA in2015 have only now recovered to 2003 levels, despite a 49%increase in the size of the fleet.

We expect modest downward adjustments in production ratesat the higher-end of the business jet market (with the exception ofthe Gulfstream G650/650ER, which remains alone for the timebeing at the top of the market), countered by what looks to be anincreasingly intense competition for business in the mid-size andlight jet segments.

Incumbent OEMs facing new and enhanced competition are -not surprisingly – fighting to maintain market share against some

compelling new product offerings. With production ramp-up ofthe Citation Latitude, Legacy 450/500, and HondaJet, we expectthat unit business jet shipments in 2016 will actually surpass thoseof 2015, although average delivery values will fall as the mix ofaircraft shifts down-market.

We believe that the high-water mark has already beenachieved regarding average delivery values, which peaked near aremarkable $30m per new business jet shipment, based onlist prices. MI www.rollandvincent.com


Rollie Vincent is President of Rolland Vincent Associates.His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics andstatistics, he has more than 30 years of experience inbusiness, regional and international aviation, includingpositions with Bombardier, Cessna, Learjet, Flexjet, andICAO. Contact him via [email protected]

TABLE A

TABLE B



To understand the aerospace industry, says Richard Aboulafia,you should follow at least 100 companies. To understand theworld today, you need only follow one aerospace company…You can see most of the horrible headlines that we’ve come toassociate with late 2015 and the first month of 2016 reflected inDassault. For analysts and students of global affairs, Dassault is analmost impossibly convenient combination of two unique units.

The military side is unique in that it’s the only independentfighter manufacturer that builds solely high-end fighters. The civilside, FalconJet, is unique in that it’s the world's only business jetcompany that builds solely high-end models (>$30m).

Historically, the company’s FalconJet unit was a minority part ofthe corporation, while the majority came from fighters. But sincethe 1990s, global wealth creation and France’s shrinking role inworld defense (exports, domestic procurement and militaryoperations) had upended Dassault’s business mix. By 1995, thecompany was routinely delivering more Falcons than fighters.

Reversing Trends Again…However, 2015 saw the relationship between these two unitsreversed again. Last year, just 55 Falcon Jets were delivered,about ten fewer than most forecasters expected (me included); 11fewer than 2014, and the lowest number since 2005. Salesdropped by 72% from 2014 to just 25 Falcons, meaning for thefirst time since the 1990s the company sold more fighters thanbusiness jets. The company sold its first 48 Rafale export planesafter three decades of failed sales campaigns. The Falcon backlogfell to 91. The Rafale backlog is now 83 aircraft. Compare thisnear 1:1 ratio to the backlog in late 2014 (121 Falcons and 43Rafale, or 3:1 Civil-to-Military).

Dassault’s Falcon misfortunes are completely understandable.

Their strongest markets have been resource-rich countries (theMideast, Russia, Brazil, etc.). In 2015, resource prices, particularlyfor oil, collapsed. This helped clobber economies and markets.Somehow, the first two weeks of this year saw world stockmarkets fall by over $3tn, and equities prices have always beenlinked to business jet demand.

Capital flows to emerging markets turned viciously negativelast year (about $750bn in the red). According to the IMF, oilexporter countries’ current accounts went from a $600bn surplusa few years ago to almost nothing in 2015.

Conflicts in Yemen, Syria, Libya, and against ISIS, domesticprocurement requirements, and of course propping up poor allieswith defense equipment are big requirements today. Dassaultbenefited from all of this. Egypt, strangely enough, became thefirst non-French Rafale operator, because their oil-rich (but cash-hemorrhaging) Gulf allies paid for them.

Dassault benefitted last year because of another unique aspectof its military business: it’s the only non-US Western fighter primethat has solely domestic content. Buy a Gripen and your engine isfrom the US. Buy a Eurofighter and you’re buying a plane built byfour nations. But if you buy a Rafale, all of its systems are French.Looking at history, there’s no risk of France cutting you off fromspares and support. And given France’s active Mideast foreignpolicy and military presence, the country makes a good strategicpartner.

This year should see Dassault’s businesses continue to reflectall of these global trends, to an even greater degree. Expecteither or both the India and UAE Rafale deals to be signed,adding 36-96 more export sales to the order book. Expect Falconsales this year to remain weak.MI www.tealgroup.com

The World Reflected by Dassault


RICHARD ABOULAFIA

continued on page 26


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2013 Gulfstream G280Serial Number: 2027 Now Asking: $16,500,000

Hours: 1,400 TTAF Landings: 926

FOR SALE: PRICE LOWERED

• One U.S. Owner

Since New

• Engines Enrolled on

Honeywell MSP Gold

• FANS 1/A, ADS-B Out,

WAAS/LPV, TCAS 7.1

• HUD/EVS

• No.3 FMS & No.3

VHF COM

• Aircell Gogo Biz Infl ight

Internet System

2014 Citation X+Serial Number: 513 Now Asking: $18,700,000

Hours: 137 TTAF Landings: 94


• Engines enrolled on Rolls

Royce Corporate Care

• ADS-B Out, TCAS 7.1

• Lightning Sensor System

• Dual HF

• Aircell Aviator 300 high

speed internet

• Aircell Axess II

Satellite Telephone

• FDR

2008 Gulfstream G550Serial Number: 5180 Now Asking: $26,500,000

Hours: 3,900 TTAF Landings: 1,444


• Engines enrolled on Rolls

Royce Corporate Care

• APU enrolled on

Honeywell MSP Gold

• Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS

1/A, CPDLC Capabilities

• ADS-B Out version 2

• 88 Parameter FDR

• BBML high speed internet

• Aft Galley with Fwd

Crew Rest

2010 Pilatus PC-12 NG (47E)Serial Number: 1240 Now Asking: $3,400,000



• Now based in Opa

Locka, FL with Fresh

Annual Inspection

• RVSM Capable, Coupled

VNAV, and GPS WAAS/

LPV Functionality

• Avionics Premium

Package

• Build 8.8 Apex

Operational Software (SB

46-012)

• Connected Flight Deck

with Wireless Fast Load

Option

1999 Boeing BBJSerial Number: 29865 Now Asking: $21,750,000



• Based in the U.A.E.

• Operated on a

commercial certifi cate

• VVIP Confi guration

• 32 seats

• 5 auxiliary fuel tanks

• Empty Weight: 93,447.3 lbs

• Fwd Airstair system

1998 Boeing BBJSerial Number: 29024 Asking Price: $26,950,000


FOR SALE

• One U.S. Owner Since New

• Garrett/Jet Center

Completion

• 7 Auxiliary Fuel Tanks

• Empty Weight: 95,112 lbs

• 12 certifi ed passenger

seats/ sleeps 8

• Three zone Raytheon

heating/Air Conditioning

• Exo-grid isolated

headliner

• C1 Check completed

April 2015

• Operated Part 91

FOR SALE

2013 Challenger 300Serial Number: 20415 Asking Price: $15,500,000


• U.S. Registered & Based

Since New - One Owner

• Engines enrolled...

• Colins Proline 21

Advanced Avionics Suite

• ADS-B Out and TCAS II

Change 7.1

• Dual IFIS

2010 Falcon 7XSerial Number: 73 Asking Price: $26,995,000

Hours: 2,348 Landings: 1,196

FOR SALE

• One US Corporate Owner

Since New

• Engines Enrolled on Pratt

& Whitney ESP Gold

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January Business Aviation flight activityposted its normal month-over-monthseasonal decline, finishing the perioddown -1.5% from December. MeanwhileARGUS data indicate that January 2016posted an increase of 3.0%, year-over-year versus January 2015...January has averaged a -1.3% monthlydecline, from December, over the pastthree years. Results by operationalcategory were down or flat for the month,with Part 91 operators finishing the periodup 26 flights from December. The Part 135market recorded a monthly drop of -2.1%,while the Fractional market saw adecrease of -5.8%.Looking at the aircraft categories, the

large cabin market posted the onlymonthly increase from December, up4.7%. The small and mid-size cabinmarkets posted decreases of -1.7% and-2.0% respectively, while turbopropaircraft posted a drop of -3.5%. Thelargest monthly gain for an individualsegment occurred in the Part 135 largecabin segment, up 8.6% from December.

Year-Over-YearReviewing year-over-year flight activity(January 2016 vs. January 2015) TRAQPakdata indicate an increase of 3.0%, markingthe 11th straight year-over-year increase.

The results by operational category sawcontinued, significant increases in the Part91 market, which posted an increase of4.0% overall. The Part 135 marketfollowed with an increase of 2.5% fromJanuary 2015. The Fractional market wasslightly in the red, down -0.2%.Flight activity by aircraft category was

positive across the board, with turboprops

and large cabin aircraft leading the way,both up 5.3%. Small and mid-size cabinjets posted yearly flight activity gains of1.7% and 0.3% respectively. The largestyear-over-year gain for an individualsegment occurred in the Part 135 largecabin segment, which saw an increaseof 7.4%.MI www.argus.aero




BizAv Activity - US & Canada

Financing Change Afoot,Says CITPredicting a number of changes for the business aircraftfinancing market in 2016, Michael Francis, VP sales (US-East) forCIT Business Aircraft Finance, is monitoring three key areas:aircraft values, interest rates and bank regulations.“Aircraft values have been fairly volatile over the past severalyears, and residuals may not stabilize in 2016,” said Francis. “Asignificant challenge for lenders is predicting an aircraft’s value toensure that the loan has sufficient collateral value protection.”Looking at new aircraft orders and overall transaction activity,

there is still uncertainty in the market. “When lenders are unsurewhere business aircraft values are headed, it creates a challengefor us, especially with lease financing,” Francis said.Additionally, compliance with the ADS-B mandate will affect

values of older aircraft and those financed with longer-term deals.“Having the correct avionics to fly in Europe and in the US is aconsideration because it is a factor in the residual value of theaircraft.”Interest rates is the second area deserving attention. A rate

increase was recently announced by the Federal Reserve.”Though not a large increase, rates could continue to increase in

years to come,” Francis notes. The financial regulatoryenvironment is also changing. “Regulated banks haveimplemented the necessary policies and systems that addressnew regulatory requirements. One change borrowers could seefrom these new regulations are higher rates, which stem fromhigher economic reserves banks must place against loans.”Over the past few years some new lenders have entered the

market. They’ve been more active outside the US market, butthat seems to be changing as they finance older aircraft andcredits that regulated banks are not comfortable lending on.MI www.cit.com


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2015 Year-End Used AircraftMarket Review

Key worldwide used aircraft market trends across all aircraft segmentswere compared December 2015 to December 2014 by JETNET. Here arethe findings...Highlighted in Table A (above) are key worldwide trends across all pre-ownedaircraft market sectors, as well as 2015 year-end and comparisons to 2014.Most market sectors show higher inventory for sale, with fewer full-saletransactions in 2015 compared to 2014.The Fleet ‘For Sale’ percentages for all market sectors (except for Piston

Helicopters and Commercial Airliner Jets) were higher in the Decembercomparisons, with Commercial and Business Turboprops up the most (1.2%and 0.7%, respectively).Across all market sectors, JETNET is reporting 8,296 full retail sale

transactions for 2015. In 2014, this number was 8,544, representing adecrease of 248 (2.9%) fewer transactions in 2015.Business Jets had almost 2,500 transactions in 2015, and when combined

with Commercial Airliners (1,807 transactions) accounted for 51% of the totalof 8,296 transactions recorded last year. Business Jets are taking less time tosell (44 days) than last year. However, there was an 11.6% increase in averageasking price, with a 4.3% decrease in retail sale transactions.Business Turboprops decreased 5.9% in retail sale transactions in 2015,

with an increase in asking price of 3.0%. Further analysis of the asking priceincrease has revealed that, on average, newer aircraft were sold in 2015 vs.2014.In summary, JETNET notes that the recovery in Business Aviation during

the post-recession period has been underwhelming. Now that 2016 is here, itis hoped the US Pre-Owned market, along with improvements in the worldeconomy, will continue to push more new aircraft purchases for the new year.As for now, it continues to be a buyer’s market environment, with Pre-

Owned For Sale inventories running at 11.5%.MI www.jetnet.com

HagertyGulfstreamMarketObservationsThe Hagerty Jet Group’s GulfstreamMarket Update reports 12 large cabintransactions in the past 12 months totallingover $300m, including six G550s changingowners (15% of all transactions for thismodel in 2015)...The Market Update indicates premiums fornew delivery re-sales of G650s that aretrending down as supply continues to build.Pre-owned aircraft with new ask pricesdipped below $60m for the first time.

Meanwhile, strong activity remains inG550/GV/GIV-SP markets with increasedtrading activity over their respective 2014numbers, driven in part by large pricereductions and value buyers. G450 marketstagnation was evident after a strongQ2 2015, added Hagerty.MI www.hagertyjetgroup.com

Fuel Sales SurveyNotes 2015IncreasesAviation Business Strategies Group (ABSG)has released the results of its annual fuelsales survey and forecast, noting anincrease in FBO fuel sales in 2015...According to ABSG’s principals, JohnEnticknap and Ron Jackson, 54% of theaviation service providers in the US reportedan increase in fuel sales last year comparedwith 2014. That continues a trend over thepast several years, with 49% noting anincrease in 2014 and 43% in 2013.

“This is the first time since we started thesurvey that more than 50% of therespondents experienced an increase in fuelsales over the previous year,” notedEnticknap. “Although the benchmarknumbers show a positive trend, nearly 30%of the FBOs participating in our recentsurvey had a decrease in sales. This is still afractured marketplace that is showing somepositive signs of recovery.”

Looking ahead, more than 90% of therespondents to the survey said they expectto see the same or increased fuel sales thisyear compared to 2015, Jackson added. “Ifthis forecast holds up, 2016 could prove tobe a watershed year for the industry,”he predicted.MI www.absggroup.com

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In-Service AircraftMaintenanceCondition & PriceAn Asset Insight analysis conducted onJanuary 29, 2016 covering 91 fixed-wingmodels and 1,857 aircraft listed for salerevealed an “Excellent” Asset InsightQuality Rating...A slight increase in aircraft MaintenanceExposure was found (see Table A,opposite) along with a 2.5% improvementin average Ask Prices and someimprovement in the Maintenance Exposureto Ask Price (ETP) Ratio.

Asset Insight Quality Rating (AIQRating): The Asset Insight Quality Ratingimproved by 4.6 AI2 basis points to 5.305,compared to last month’s 5.259, on theAIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):Maintenance Exposure (an aircraft’saccumulated maintenance financialexposure) worsened 1.4% over the pastmonth, increasing by $19k to $1.427mfrom $1.408m. By aircraft group, the AssetQuality Rating and Maintenance Exposurefigures were as follows:• Large Jets: ‘Outstanding’ asset quality

– the best among the four groups –and, at 5.516, six AI2 basis point betterthan last month’s figure. MaintenanceExposure remained relativelyunchanged and near the group’s 12-month low point.

• Medium Jets: ‘Excellent’ asset qualityat 5.275, and 3.1 AI2 basis point betterthan last month’s figure, placing thegroup in third place. MaintenanceExposure increased/worsened slightlycompared to last month, when itregistered the group’s 12-month lowfigure.

• Small Jets: Remained in second placewith ‘Excellent’ asset quality at 5.311, a3.2 AI2 basis point improvement overDecember’s figure. MaintenanceExposure remained relativelyunchanged, near the group’s 12-monthlow/best.

• Turboprops: ‘Very Good’ asset qualityat 5.067, a 6.3 AI2 basis pointincrease/improvement. MaintenanceExposure decreased/improved nearly4%, registering a 12-month best figure.

Exposure to Ask Price (ETP) RatioSpread in the ETP Ratio (the aircraft’sMaintenance Exposure divided by its Ask

European Transaction Levels StableLondon-based Colibri Aircraft recentlypublished a report on business aircraftsales activity during 2015; a yearcharacterized by large price decreases buta stable level of transactions in terms of thenumber of aircraft sold.While aircraft sales in the USA remainedstrong during 2015, Europe was a netseller of aircraft with the three largestmarkets (Germany, UK and France) allseeing their private jet fleets shrink as thetrend towards sales to the US continued.

Mid-size aircraft (i.e. Citation Exceland the XLS) held their values quite welland saw a large decline in availableinventory as buyers realised the valuethese aircraft offer. Light Jets held upwell in terms of the number oftransactions with the Citation Mustangbeing the highest-selling aircraft toEuropean buyers. The Citation Bravo wasthe second highest selling aircraft inEurope.

There were some sectors that sawmajor changes. For example the largeaircraft market went from being quiteresilient to seeing some of the largestprice discounts.

Of the top 10 selling aircraft toEuropean buyers, seven were light jets,one was mid-size and two were large

cabin aircraft. The high sale of light jets islargely attributable to the incrediblevalue they represent.

There were some reasons to bepositive. 2015 saw a number oftransactions by European buyers forsmaller and older aircraft with Europeanlenders providing aircraft finance. Lack offinance has been a huge issue in recentyears and the entry of the banks into theolder European private aircraft market isa very positive indicator toward a muchmore buoyant market. Hopefully thistrend will see more buyers coming to themarket.

Forward-Looking…So what can be expected for 2016? “Webelieve the large price decreases of 2015will continue into 2016,” predicts OliverStone, MD, Colibri Aircraft. “However,there will still be strong transactionnumbers as the aircraft on offer are ofsuch good value, particularly among the8+ year-old aircraft that have seen thebulk of their depreciation already.Markets are tough, but deals arehappening. Vigilance and persistence willbe the name of the game in 2016.”

MI www.colibriaircraft.com

CITATION MUSTANG, HIGH-SELLER TO EUROPEAN BUYERS OLIVER STONE



Price) narrowed nearly 51 percentagepoints (see Table B), while the averageETP Ratio improved to 51.5% from lastmonth’s 52.3%, generally thanks toincreased Ask Prices.

Asset Insight considers any figureabove 40% to represent excessive AssetExposure in relation to Ask Price, and theindustry average has continuallyexceeded the 40% level since March2014.

Large Jets: A 0.9% improvement in ETPRatio at 33.9% versus last month’s 34.2% -the lowest/best Ratio among all groups –and a 0.5% Ask Price increase to $15.41m.With Asset Quality just below the group’s12-month high, it will be interesting to seeif values are able to regain lost ground anytime soon.

Medium Jets: ETP Ratio improved from55.2% to 53.8%, while Ask Pricesincreased 4.5% to $3.57m, potentiallyoffering relief to Sellers following fiveconsecutive monthly decreases.

Small Jets: The ETP Ratio for Small Jetsworsened/increased another 0.7%, to70.6% from 70.1% (the worst ETP Ratioamong the four groups). Small Jetsremained in second position relative toAsset Quality, and Maintenance Exposureis near the group’s 12-month low/bestfigure. However, average Ask Prices havedropped so far – losing another 3.8% thismonth – that one can only hope thisprovides Buyers and Sellers sufficientmotivation to structure transactions.

Turboprops: ETP Ratio remained secondbest among all sectors for the Turboprops,decreasing to 42.4% from 44.1%, whileaverage Ask Price improved 0.9% to$1.59m – slightly higher than the group’s12-month average. With MaintenanceExposure posting a 12-month low figure,and Asset Quality registering above thegroup’s 12-month average, this wouldseem to be an opportune time for Buyersto act.

Market SummaryLow Ask Prices continue to plague Sellers,while Buyers continue to have some greatselections – thanks to generally goodAsset Quality combined with relatively lowMaintenance Exposure.

The traditional Q4 “deal-making”period did not prove to be as robust thisyear as it was in 2014, so if you are truly inthe market for an in-service aircraft, it

would be difficult to imagine a betterpurchasing environment than whatexists today.

As a Buyer, you still need to do yourhomework to differentiate low pricedassets from those offering good value –lest you unintentionally become an asset’s

final owner. However, good values arethere for the making, and the time andexpense involved to delineate good fromaverage assets are neither cumbersomenor costly to obtain.

MI www.assetinsightinc.com �

Table A

Table B


O'GaraJets March.qxp_Layout 1 17/02/2016 11:35 Page 1

O'GaraJets March.qxp_Layout 1 17/02/2016 11:35 Page 2

nly one segment in GAMA’s 2015 year-end report – business jets – finishedahead of last year…by a paltry 1.6%.The jet total listed in GAMA’s report was

654, compared with 644 last year. Turboprops, asreported by GAMA, were down 7.6%, at 557 unitscompared to 603 in 2014 and pistons lagged by6.5%, at 1,056 against 1,129 in the prior year.Aircraft shipments as listed by GAMA totaled

2,267 aircraft, down by 4.6% from 2,376 in 2014.Billings were listed at $20.9 billion, down 4% from$21.8 billion a year ago.Now if you follow these things you could be

forgiven for thinking: “Wait a minute…weren’t total

billings more like $24.5 billion last year? And wasn’tthe jet market above 700 units last year?” You’d beright; they were, but Bombardier – the leadingOEM of business jets by a substantial margin inrecent years – didn’t report its Q4 results in time tomeet GAMA’s deadline.As it has in the past when confronted with

missing data, and locked into a reporting scheduletoo late to adjust, GAMA moved to create anapples-to-apples comparison by removing thecomparable data from the previous year’s report,basing its numbers on the adjusted data.When this has happened before the numbers

have been small and didn’t matter very much. This

GAMA 2015 Year-End Shipment Analysis


At times during 2015 it looked like new aircraft shipments were picking up, notes Mike Potts. But the year closed on a flat note, as detailed in

GAMA’s year-end 2015 delivery report. Here’s the analysis…

O

BIZAV INTELLIGENCE � OEM SHIPMENTS

GAMA March16.qxp_GAMA DEC05 17/02/2016 09:52 Page 1

time, however, the size of the missing data is large– 78 airplanes worth $2.7 billion. That’s the totalBombardier reported in Q4 2014. The unfortunateresult is that several of the key metrics in GAMA’s2015 delivery report, including total shipments,total billings and total jet deliveries are simplywrong, possibly by quite a wide margin.

We’ll update in next month’s Market Indicatorssection when Bom bardier reports. In the meantimethere’s still plenty of interest to find in analyzing thedetails of the report as issued.

The Jet MarketLooking at the specifics of the jet market, there’s alot going on. A new jet manufacturer, Honda, hasjoined the list, so there are now nine OEMsreporting to GAMA. Among them, five hadimproved results for the year, three lost ground,and one (Bombardier) of course remains tobe seen.

For the quarter, however, only two hadimproved results, two matched their 2014performance, four lost ground and one is unknown.Clearly Q4 2015 was a disappointment for the jetmarket. Barring a complete collapse, Bombardierwill finish first in jet deliveries, probably witharound 200 units.

Cessna will be in second place with 166, up4.4% from the 159 it reported in 2014. For Cessnato overtake Bombardier, the Montreal-basedcompany would have to report fewer than 31

deliveries in Q4. Considering that Bombardier’sweakest quarterly delivery in 2015 was 43 units,such a result seems extremely unlikely.

Cessna’s second place finish came on a fairlystrong Q4 surge – 36.14%, which amounted to 60units – and that carried it past Gulfstream, whichhad been in second place at the end of Q2and Q3.

Even a modest surge would have seenGulfstream finish in second place, but it had none.In fact, just 24.67% of Gulfstream’s total (38 units)came in Q4. That was four fewer than in 2014when it had 42 Q4 deliveries. Gulfstream finishedthe year with 154 units, four ahead of the 150 itreported in 2014. Gulfstream may have finishedthird in unit deliveries but was solidly in first placein billings, w ith a total exceeding $8.2bn.

Bombardier will be second – the only realquestion being by how wide the margin? At theend of Q3 Bombardier’s billings totaled $5.06bn.Based on its delivery-number and billings totalsearlier in the year, a Q4 with more than 87deliveries will be required to match Gulfstream’sbillings. That would amount to a surge of morethan 39% (not impossible, but given the apparentove rall weakness of the jet market in Q4, unlikely).

Embraer was solidly in fourth place for jetdeliveries with 120 for the year and 45 for thequarter. That compares with 116 for the year and52 in Q4 2014. Dassault was fifth with 55, downfrom 66 a year ago. The GAMA report lists 37shipments for Dassault in Q4, but earlier this yearDassault changed its reporting procedure and nowonly reports every Q2 a nd Q4, so what appears tobe a strong Q4 is really a total for a six-monthperiod.

Sixth place in jet deliveries is held by Boeing,will 11 BBJs for the year, up one from its 2014 totalof 10. One Aviation, formerly Eclipse, was inseventh place with seven deliveries, down from 12a year ago. One’s prior year-total was impacted byhaving work-in-process inventory when thecompany resumed operations, so the apparentshortfall this year is a little misleading and shouldbe discounted. Airbus finished in eighth place withfour deliveries, down from five a year ago.

Honda brought up the rear in the jet marketwith two deliveries. These came as the Japanesecompany finally attained FAA certification for its jetin the final two weeks of the year. Honda has a lotof inventory ready to go, and is likely to see to taldeliveries in the mid-30 range for 2016.

The Turboprop MarketIn the turboprop segment, discounting theagricultural airplanes, the results are better thanGAMA’s headlines suggest. Single-engine businessturboprops finished slightly ahead of last year, with295 deliveries compared with 293 in 2014. Twinturboprops, however, finished a little behind – 120in 2015 against 129 the year before. Totaled, t hen,

“Among them,five had

improvedresults for theyear, three lost

ground, andone

(Bombardier)of course

remains to be seen.”


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]


Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 Manufactured Worldwide

SINGLE-ENGINE PISTON 117 173 180 270 740

MULTI-ENGINE PISTON 4 9 12 18 43

TOTAL PISTON AIRPLANES 121 182 192 288 783

SINGLE-ENGINE TURBOPROPS 72 73 65 93 303

MULTI-ENGINE TURBOPROPS 25 30 29 33 117

TOTAL TURBOPROP AIRPLANES 97 103 94 126 420

BUSINESS JETS 78 89 92 119 378

TOTAL TURBINE AIRPLANES 175 192 186 245 798

GRAND TOTAL 296 374 378 533 1,581

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 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 is included in civil make-model shipmenttotal, but not summary tables. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. Bombardier Q4 aircraft delivery data will only be available when BombardierInc. announces its financial results for 2015 on Thursday, Feb. 18, 2016. GAMA will update its 2015 aircraft shipment report shortly thereafter. 9. Mahindra Aerospace and the Airvan 8 were previously reported as GippsAero Pty. Ltd. and theGA-8 Airvan. 10. DAHER was previously reported as SOCATA.. 11. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. 12. Textron Aviation was formed on March 14,2014 and includes shipments by Beechcraft Corporation and Cessna Aircraft Company combined. 13. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc.


traditional business turboprops closed out the yearwith 415 deliveries, compared with 422 in2014 (-1.66 %).

The turboprop market came in a little under the425 to 430 units we had forecast, with five of thenine turboprop builders reporting better numbersthan a year ago.

The leading turboprop manufacturer is Textron’sBeechcraft unit, with 117, followed by Textronstablemate Cessna with 102.

The Beech total was down from the 127 reportedlast year, but Cessna’s total was up by 8.51% over 94deliveries last year. Third in turboprop shipmentswas Pilatus down two from 76 in 2014 to 74 in2015, followed by DAHER in fourth place with 55,up from 51 the year before.

Somewhat surprisingly, Quest squeezed outPiper for fifth place with 32 units, up from 30. Piperfinished with 27, down from 36 the year before.

Pacific Aero was seventh with five deliveries, upfrom four last year, followed by Piaggio (whichusually reports only at year-end) with three, up fromtwo. Extra, which delivered two businessturboprops in 2014, made none this year.

Piston SummaryThe piston segment was off for the first time since2010, although that was not a huge surprise sinceit had been lagging through much of last year.Pistons actually finished a little ahead of the1,010-1,025 units we were expecting, with a totalof 1,056. We can only hope that a downturn inthe piston market doesn’t herald comingweakness in turbine aircraft, which it has so oftendone in the past.

Cirrus led the piston market with 301deliveries, followed by Cessna with 271. Cessna’stotal was spurred by a Q4 surge totaling almost41%, with 111 deliveries coming in Q4. Otherpiston OEMs with significant delivery numberswere Diamond with 97 singles plus 46 twins;Tecnam with 68 singles and 21 twins; Piper with86 singles and 25 twins; Textron Beechcraft with23 singles and 18 twins; and Extra with 27 singles.

Regardless of Bombardier’s final result (likely75-80 units), 2015 will go down as yet anotheryear when strong recovery continued to elude theBusiness Aviation aircraft market…View GAMA’s Year End 2015 Shipment Report in full on page 46


SINGLE-ENGINE PISTON 176 234 230 306 946

MULTI-ENGINE PISTON 17 37 25 31 110

TOTAL PISTON AIRPLANES 193 271 255 337 1,056

SINGLE-ENGINE TURBOPROPS 91 100 98 148 437

MULTI-ENGINE TURBOPROPS 26 30 29 35 120

TOTAL TURBOPROP AIRPLANES 117 130 127 183 557

BUSINESS JETS 134 171 160 189 654

TOTAL TURBINE AIRPLANES 251 301 287 372 1,211

GRAND TOTAL AIRPLANE SHIPMENTS 444 572 542 709 2,267

GRAND TOTAL AIRPLANE BILLINGS $4,589,848,340 $5,857,035,262 $5,252,505,756 $5,239,058,368 $20,938,447,726

“Theturboprop

market camein a littleunder the425 to 430

units we had

forecast...”


AIR_16016_AvBuyer_Ad_March_FINAL.indd 1 2/10/16 3:51 PM

&

2007 DASSAULT FALCON 900EX EASy

SERIAL NUMBER 174 – REGISTRATION N789ZZ

LOW TIME, U.S. REGISTERED, ENGINES AND APU ENROLLED ON MSP, EASy II UPGRADE, PART 135 CERTIFIED, NEW PAINT 2012

2

2010 EMBRAER LEGACY 650SERIAL NUMBER 14501126 – REGISTRATION JY-CMC

ONE OWNER SINCE NEW, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON JSSI, EASA & EU-OPS1 CERTIFIED, 13 PASSENGER INTERIOR,

FORWARD & AFT LAVATORY, TWO DVD PLAYERS, ACAS II (TCAS II WITH CHANGE 7), FRESH L8 INSPECTION FEBRUARY 2015

2

A

2009 CESSNA CITATION SOVEREIGNSERIAL NUMBER 680-0276 – REGISTRATION G-CPRR

EASA / EU OPS, LOW TIME, AIRFRAME ENROLLED ON PROPARTS,

NO DAMAGE HISTORY

2010 DASSAULT FALCON 7XSERIAL NUMBER 82 – REGISTRATION M-YNNG

EASY II+ COCKPIT, AIRFRAME ON FALCONCARE, ENGINES ON ESP PLATINUM, APU ON MSP GOLD, ENROLLED ON DASSAULT FALCON

BROADCAST, EASA / EU-OPS 1 CERTIFIED, ONE OWNER SINCE NEW, CPDLC & FANS 1/A, ADS-B OUT, HONEYWELL MCS-7120 SWIFT BROADBAND,

ROCKWELL COLLINS TAILWIND 500 SATELLITE TV

2

2011 BOMBARDIER GLOBAL XRSSERIAL NUMBER 9420 – REGISTRATION M-GSKY

ENGINES ON ROLLS ROYCE CORPORATE CARE, ONE OWNER SINCE NEW, NEVER CHARTERED, EASA / EU-OPS 1 CERTIFIED, DUAL SWIFT 64

BROADBAND (WIFI), BATCH 3 UPGRADES, FANS 1/A, TCAS 7.1, ENHANCED VISION SYSTEM (EVS), HEAD-UP DISPLAY (HUD)

2

2009 EMBRAER LEGACY 600SERIAL NUMBER 14501091 – REGISTRATION VP-CAA

LOW TIME & CYCLES, ENTERED SERVICE 2009, PRIMUS ELITE AVIONICS, AIRFRAME ON EMBRAER EXECUTIVE CARE ENHANCED PROGRAMME,

ENGINES ON ROLLS ROYCE CORPORATE CARE, WI-FI SWIFT BROADBAND, REFRESHED INTERIOR 2014, NEW EXTERIOR PAINT 2014 (DUNCAN)

2

E

2007 GULFSTREAM G450SERIAL NUMBER 4094 – REGISTRATION M-ABRJ

ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN (HAPP), HONEYWELL MECHANICAL PROTECTION PLAN (MPP), EASA CAPABLE,

NO DAMAGE HISTORY, ONE OPERATOR SINCE NEW, ENHANCED SOUNDPROOFING

1997 GULFSTREAM G-VSERIAL NUMBER 525 – REGISTRATION VT-SMI

FRESH 1C & 2C INSPECTIONS, NEW PAINT & INTERIOR 2011, HD-710 SWIFT BROADBAND, FORWARD GALLEY & CREW REST, SPACIOUS CUSTOMISED 19 PASSENGER LOUNGE STYLE CABIN, 6 INDIVIDUAL CLUB SEATS & 4 DIVANS

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2015 GULFSTREAM G650ERSERIAL NUMBER 6144 – REGISTRATION N650GY

U.S. REGISTERED, PART 135 COMPLIANT, FORWARD GALLEY & CREW REST, HONEYWELL SWIFT BROADBAND DATA SYSTEM, HONEYWELL LSZ-860

LIGHTNING SENSOR SYSTEM, SATCOM DIRECT – DATALINK SERVICE PROVIDER, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), PREDICTIVE WINDSHEAR,

FANTASTIC PEDIGREE, ALWAYS HANGARED, BIDET SPRAYER IN AFT LAVATORY

2012 GULFSTREAM G650ERSERIAL NUMBER 6007 – REGISTRATION N288WR

IN SERVICE DECEMBER 2012, U.S. REGISTERED, FORWARD GALLEY & CREW REST, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, APU ENROLLED ON MSP, 42” MONITOR IN AFT STATEROOM, HONEYWELL

SWIFT BROADBAND, SATELLITE DIRECT TV, ONE OWNER SINCE NEW

2

E

2015 GULFSTREAM G650SERIAL NUMBER 6115 – REGISTRATION N615GD

FORWARD GALLEY, DELIVERY TIME ONLY, PART 135 CERTIFIED, ALMOST $3.8M USD WORTH OF OPTIONS INC; CUSTOM GALLEY & DIVAN TO BED CONVERSION,

CUSTOM CREDENZA WITH 32” LCD MONITOR, BBML, SWIFT BROADBAND, M-TEQ MOOD LIGHTING SYSTEM, HONEYWELL LIGHTNING SENSOR SYSTEM, RUNWAY

AWARENESS ADVISORY SYSTEM, PREDICTIVE WIND-SHEAR SYSTEM

2

2011 GULFSTREAM G550SERIAL NUMBER 5321 – REGISTRATION N891E

U.S. REGISTERED, PART 91 PRIVATELY OPERATED, FORWARD GALLEY, 4 CABIN ZONES, ALBERTO PINTO DESIGNER INTERIOR, BBML,

LOW TOTAL TIME, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP

2

2015 GULFSTREAM G650SERIAL NUMBER 6143 – REGISTRATION D-ADSK

EASA & EU OPS CERTIFIED, HONEYWELL LSZ-860 LIGHTNING SENSOR SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS),

WEATHER RADAR PREDICTIVE WINDSHEAR, HONEYWELL SWIFT BROADBAND DATA SYSTEM

2

2014 GULFSTREAM G650SERIAL NUMBER 6110 – REGISTRATION VP-BBF

IN SERVICE APRIL 2015, FORWARD GALLEY, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON MSP, ENHANCED VISION SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), WEATHER RADAR PREDICTIVE WINDSHEAR, HEADS UP DISPLAY,

LIGHTNING SENSOR, EASA EU OPS CERTIFIED, GULFSTREAM BBML INTERNET, HONEYWELL SWIFT BROADBAND, AIRCELL IRIDIUM SATELLITE TELEPHONE

SYSTEM, HONEYWELL AIS-2000 MULTI-REGION AIRBORNE INFORMATION SYSTEM

2

2008 GULFSTREAM G550SERIAL NUMBER 5191 – REGISTRATION D-AJJK

IN SERVICE SEPTEMBER 2008, ONE OWNER SINCE NEW, NO DAMAGE HISTORY, EASA EU OPS CERTIFIED, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU

ON JSSI, AIRFRAME ON JSSI TIP-TO-TAIL, GULFSTREAM PLANEVIEW ENHANCED NAVIGATION (CPDLC, WAAS, LPV, FANS 1/A), SYNTHETIC VISION, EVS, HUD, RUNWAY

AWARENESS ADVISORY SYSTEM (RAAS), FRESH 1C, 3C & 6C INSPECTIONS

2008 GULFSTREAM G550 SERIAL NUMBER 5218 – REGISTRATION VQ-BGN

IN SERVICE JUNE 2009, EASA & PART 135 CAPABLE, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON MSP, AVIONICS ON HAPP, GULFSTREAM PLANEVIEW

ENHANCED NAVIGATION, SYNTHETIC VISION, CPDLC, EVS, HUD, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), FRESH 500/1000/3000 HOUR & 12/24

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2015 Year-End AirplaneShipment Report

MAKE & MODEL Q1 Q2 Q3 Q4 YTD



GRAND TOTAL SHIPMENTS 6 444 572 542 709 2,267

GRAND TOTAL AIRCRAFT BILLINGS $4,589,848,340 $5,857,035,262 $5,252,505,756 $5,239,058,368 $20,938,447,726

AIRBUS CORPORATE JETS 7

ACJ318 1 0 0 0 1

ACJ319 0 0 0 1 1

ACJ320 0 0 1 0 1

ACJ321 0 0 0 0 0

ACJ330 0 0 0 1 1

TOTAL UNITS 1 0 1 2 4

TOTAL BILLINGS7 $68,000,000 $0 $91,000,000 $83,000,000 $242,000,000

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 1 0 1

7ECA CITABRIA AURORA 1 0 0 0 1

7GCAA CITABRIA ADVENTURER 0 0 0 0 0

7GCBC CITABRIA EXPLORER 0 0 0 0 0

8GCBC SCOUT 0 1 3 2 6

8KCAB SUPER DECATHLON 2 0 2 2 6

8KCAB XTREME DECATHLON 3 2 0 0 5


TOTAL BILLINGS $1,462,400 $799,700 $1,377,400 $987,600 $4,627,100

BOEING BUSINESS JETS 7

BBJ 1 0 2 1 4

BBJ 2 0 0 0 1 1

BBJ 3 0 0 0 1 1

B777-300ER 1 0 0 0 1

B787-8 0 0 2 0 2

B787-9 1 1 0 0 2


TOTAL BILLINGS7 $58,500,000 $0 $117,000,000 $192,000,000 $367,500,000

BOMBARDIER

LEARJET 70 / 75 9 5 7 N/A 21

LEARJET 60XR 0 0 0 N/A 0

CHALLENGER 350 14 18 18 N/A 50

CHALLENGER 605 5 3 3 N/A 11

GLOBAL 5000 / 6000 17 20 15 N/A 52

CL850 / 870 / 890 0 1 0 N/A 1

TOTAL UNITS 45 47 43 N/A 135

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

CIRRUS AIRCRAFT

CIRRUS SR20 6 10 8 7 31

CIRRUS SR22 19 30 32 47 128

CIRRUS SR22T 18 34 47 43 142

TOTAL UNITS 43 74 87 97 301

TOTAL BILLINGS $30,597,388 $53,562,446 $65,638,610 $71,218,840 $221,017,284


MAKE & MODEL Q1 Q2 Q3 Q4 YTDDAHER 10

SOCATA TBM 900 11 14 11 19 55

TOTAL UNITS 11 14 11 19 55

TOTAL BILLINGS $41,700,000 $53,100,000 $41,700,000 $72,170,000 $208,670,000

DASSAULT FALCON JET 5, 11

2000S / 2000LXS / 900LX / 7X 6 12 N/A 37 55

TOTAL UNITS 6 12 N/A 37 55

TOTAL BILLINGS $212,000,000 $421,000,000 N/A $654,000,000 $1,287,000,000

DIAMOND AIRCRAFT 5, 6

HK-36 0 1 0 0 1

DA20-C1 5 6 5 6 22

DA40 (ALL) 25 18 19 13 75

DA42 (ALL) 7 20 8 9 44

DA62 0 0 0 2 2

TOTAL UNITS 37 45 32 30 144

TOTAL BILLINGS $14,979,075 $21,047,700 $13,368,000 $14,105,725 $63,500,500

DISCOVERY AVIATION

XL2 0 0 0 0 0


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

EMBRAER 5

PHENOM 100E 1 6 3 2 12

PHENOM 300 9 20 18 23 70

LEGACY 450 0 0 0 3 3

LEGACY 500 2 3 3 12 20

LEGACY 600 / 650 0 3 6 3 12

LINEAGE 1000 / E190 HEAD STATE 0 1 0 2 3

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

TOTAL UNITS 12 33 30 45 120

TOTAL BILLINGS $124,746,000 $403,451,000 $406,458,000 $696,127,000 $1,630,782,000

EXTRA AIRCRAFT

EA300 6 8 6 7 27


TOTAL BILLINGS $2,340,000 $3,120,000 $2,340,000 $2,730,000 $10,530,000

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150 / 280 7 8 12 7 34

GULFSTREAM 450 / 550 / 650 25 33 31 31 120

TOTAL UNITS 32 41 43 38 154

TOTAL BILLINGS $1,711,660,000 $2,260,240,000 $2,107,250,000 $2,125,230,000 $8,204,380,000

HONDA AIRCRAFT COMPANY 5

HA-420 HONDAJET 0 0 0 2 2


TOTAL BILLINGS $0 $0 $0 $9,000,000 $9,000,000

MAHINDRA AEROSPACE 5

,AIRVAN 8 5 4 4 1 14


TOTAL BILLINGS $3,634,800 $2,907,840 $2,907,840 $726,960 $10,177,440

MAULE AIR, INC.

MX-7-180B 2 1 9 0 12

M-9-235 1 0 0 0 1


TOTAL BILLINGS $769,814 $259,958 $2,339,662 $0 $3,369,434



MAKE & MODEL Q1 Q2 Q3 Q4 YTD MOONEY INTERNATIONAL CORP

M20R OVATION 1 0 1 1 3

M20TN ACCLAIM 0 4 1 3 8


TOTAL BILLINGS $659,000 $3,013,000 $1,411,000 $2,972,000 $8,055,000

ONE AVIATION CORP. 15

ECLIPSE 550 2 1 2 2 7


TOTAL BILLINGS $6,374,500 $3,105,250 $6,265,800 $6,280,750 $22,026,300

PACIFIC AEROSPACE LTD

PAC 750XL 1 1 3 0 5


TOTAL BILLINGS $1,900,000 $1,900,000 $5,700,000 $0 $9,500,000

PIAGGIO AERO

P.180 AVANTI EVO 1 0 0 2 3


TOTAL BILLINGS $7,395,000 $0 $0 $14,790,000 $22,185,000

PILATUS

PC-6 0 1 0 3 4

PC-12 7 11 19 33 70


TOTAL BILLINGS $32,984,000 $53,992,000 $89,528,000 $161,004,000 $337,508,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 0 20 20

PA-28-181 ARCHER III 10 2 0 13 25

PA-28R-201 ARROW 0 1 2 2 5

PA-34-220T SENECA V 0 3 1 4 8

PA-44-180 SEMINOLE 2 1 7 7 17

PA-46-350P MIRAGE M350 0 14 10 10 34

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

PA-46-500TP MERIDIAN M500 11 5 7 4 27

TOTAL UNITS 23 27 28 60 138

TOTAL BILLINGS $23,873,253 $28,925,595 $29,114,913 $36,520,656 $118,434,417

QUEST AIRCRAFT COMPANY

KODIAK 100 5 7 8 12 32


TOTAL BILLINGS $9,875,000 $13,825,000 $15,800,000 $23,700,000 $63,200,000

TECNAM AIRCRAFT

ASTM - LSA 25 24 20 33 102

P2002JF 4 8 6 2 20

P92JS 0 2 0 2 4

P2002JR 0 0 0 0 0

P2008JC 8 8 6 2 24

P2006T 6 8 5 2 21

P2010P TWENTY TEN 6 7 4 3 20

TOTAL UNITS 49 57 41 44 191

TOTAL BILLINGS $9,051,256 $11,454,439 $7,464,669 $4,909,892 $32,880,256

TEXTRON 4,5 - BEECHCRAFT CORPORATION

BONANZA G36 5 7 6 5 23

BARON G58 2 5 4 7 18

KING AIR C90GTX 5 4 4 2 15

KING AIR 250 6 11 9 2 28

KING AIR 350i / ER 14 15 16 29 74




Elliott March.qxp_Layout 1 15/02/2016 15:52 Page 1

MAKE & MODEL Q1 Q2 Q3 Q4 YTD


TOTAL UNITS 32 42 39 45 158

TOTAL BILLINGS (BEECHCRAFT) $168,827,800 $208,674,683 $202,242,110 $256,971,488

TEXTRON 4,5 - CESSNA AIRCRAFT COMPANY

CE-172S SKYHAWK SP 31 47 29 36 143

CE-182T SKYLANE 0 0 8 25 33

CE-T206H TURBO STATIONAIR 9 11 13 18 51

CE-240 TTx 4 4 4 32 44

CE-208 CARAVAN 675 0 3 3 3 9

CE-208B GRAND CARAVAN EX 13 26 16 38 93

CE-510 CITATION MUSTANG 3 2 2 1 8

CE-525 CITATION M2 7 10 7 17 41

CE-525B CITATION CJ3+ 5 6 6 6 23

CE-525C CITATION CJ4 9 6 7 11 33

CE-560 CITATION XLS+ 2 6 6 7 21

CE-680 CITATION SOVEREIGN+ 5 4 4 5 18

CE-680A CITATION LATITUDE 0 0 4 12 16

CE-750 CITATION X+ 2 2 1 1 6

TOTAL UNITS 90 127 110 212 539

TOTAL BILLINGS (CESSNA) $373,720,000 $440,049,000 $452,965,000 $776,424,500

TOTAL BILLINGS (COMBINED) $542,547,800 $648,723,683 $655,207,110 $1,033,395,988 $2,879,874,580

WACO AIRCRAFT COMPANY

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

YMF-5D 1 1 1 1 4


TOTAL BILLINGS $1,063,000 $1,125,000 $847,000 $830,000 $3,865,000

GRAND TOTAL CIVIL AIRCRAFT SHIPMENTS 6

444 572 542 709 2,267

GRAND TOTAL AIRCRAFT BILLINGS $4,589,848,340 $5,857,035,262 $5,252,505,756 $5,239,058,368 $20,938,447,726


�

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Serial Number2312

RegistrationG-CEYO

Year of Manufacture1990

Total Hours7,403

LocationUK

PriceUSD$950,000 make offer

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

ACS Aircraft Sales

Off market aircraft available for purchase

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2001 Citation CJ1

2008 Citation Sovereign

2008 Hawker 900XP

2006 King Air B200

ACS March.qxp_Layout 1 15/02/2016 15:53 Page 1

Aircraft Sales & Acquisitions

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803.822.4114South Carolina (CAE)

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1991 Learjet 31ER • 31-0332001 Falcon 2000 • 2000-128

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BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

ew aircraft delivery delays, OEM layoffs (due to areduction in orders), slower growth reported bymost industry analysts and bank reporting arms,continued pricing pressures and emerging market

paralysis… These are somber times within the Business Aviationindustry, but it’s also time to add a little levity to the outlook…

I’m Gonna Love You like I’m Gonna Lose YouPerformed by Meghan Trainor and John Legend, the title impliesa changed methodology of how to love someone. Might youlove them or treat them differently if you could lose them? Youwouldn’t take them for granted. You might respect them more…

So how does this possibly apply to an aircraft transaction? Ifyou are a seller and you have a real buyer that’s identifiable,qualified and doing all the right things, ‘ love them like you’regonna lose them’. Treat them with the respect they deserve.Work diligently to keep them in the deal.

Please don’t compromise the integrity of a transaction. By thatI mean that you should never veer from usual and customarypractices or take risks in a contract that make the transactionone-sided. Be prepared to build a transaction that may ultimatelybe for less money than you wanted, but is correct for today’spricing realities.

Rather than just say ‘no’ to what seems a low price, or beunwilling to fix what needs to be fixed because you feel the priceis too low (and therefor the buyer should just take the airplane asit is), work diligently to keep the deal alive.

Typically, that is unlikely to happen to you, but preparing apricing scheme that embraces the realities of today with yourtrusted aircraft professional is critical. Bottom line is, ‘love themlike you’re gonna lose them’. Don’t dare lose a real deal with areal, qualified buyer!

It's All About that BassConsider another Meghan Trainor song, this time focusing onwhat’s really important – but in this case let’s substitute the word‘Bass’ for ‘Price’. Today it’s not about all the other noise surround-ing an aircraft—it’s just about price.

Don’t misunderstand me. I don’t mean that great pedigree,wonderful turnkey cosmetics and upgraded equipment don’thave value. I’m not implying these are just ‘noise’. I do mean thatthe way a buyer values them today won’t necessarily add bottomline value when you sell. More than likely these features will helpthe airplane sell faster than one that cannot boast these items.

The days of adding dollar-for-dollar amounts to the bottom lineof the airplane price for special features are long-gone. I wish Icould say that buyers are willing to pay more for more, but

they’re very concerned about the continued market pricedeclines. These are predictable and easy to track at somewherebetween 7-10% annually.

This predictability (at least for now) characterizes a verydifferent landscape than the 2008-time period when the bottomwas falling away and the global business conditions were inentirely uncharted territory. Today there’s a more stable floor foraircraft values.

The problem is that the greatest number of market entrantscame into our industry as aircraft owners between 2000 and2007, a period of enormous industry growth. The emergingmarkets were booming, and it seemed like the golden era wouldcontinue forever. This growth cycle would change the valuationcomponent of the annual residual loss rate.

For all those first time entrants who entered the market withthe belief that airplanes went up in value each year, or could atleast be treated like commodities contrary to the reality of thembeing depreciating assets, this is a new era. This is reality.

Back to the BeatReturning to the music, if you have an opportunity to sell to areal buyer who you can identify – if the transaction is not aconvoluted maze obscuring the actual buyer and you have acontract that the Escrow agent signs off on and acknowledgesthat the deposit paid can be bound to the contract signed – holdon to the people involved, as the song says.

If you’re trying to decide how to price the airplane and youbelieve you can get more if you ask for more, and you’re notacknowledging the reality of the selling comps around you, thenyou’re ignoring the message of the second song.

Crank up the volume, sit back, listen carefully to the messagesand get ready to sell. There are buyers and they’re willing tocomplete a transaction. However, they’re not going to be willingto over-pay or have terms and conditions that are not usual andcustomary. They want the same thing you want as a seller.

A fair deal given today’s market is a deal that has all the rightand balanced safeguards for both sides. Remember there isno award given for the aircraft that has been on the marketthe longest. �

N

Waxing Lyrical About Market Realities

Key Advice for Today’s Aircraft SellersWhat have Meghan Trainor’s hits got to do with the Business Aviation industry? JayMesinger finds himself applying lyrics to the realities of the used jet sales process.

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


JMesinger March16.qxp_JMesingerNov06 17/02/2016 10:26 Page 1

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n 2002, Dr. Michael Gregory foundedApogee Physicians with two doctors in asingle hospital. Since that time Apogee hasflourished and expanded to over 700

hospitalists, who annually manage over 1.3 millionpatient encounters across the United States.

“Success begets success,” Dr. Gregory reflects.“The reward for a job well done is more hard workand greater opportunity. As we expand, morehospitals recognize the quality of care Apogeedelivers and seek us out to care for their patients.Right now, today, Apogee is caring for 5,000 peoplewithin our partner hospitals.

“Having managed over 10 million patientencounters, Apogee understands best practices andprovides its hospital partners and their patients withhigh quality, effective care.”

BizAv: Access All AreasUnsurprisingly, Apogee finds Business Aviation criticalto its business model. “In many corporate flightdepartments, intervals are a bit of a problem,” Dr.Gregory remarks. “People change their minds, theirbusinesses go up and down, and they open andclose flight departments. That’s not our experience.In fact the first two pilots I ever hired still work for me,and our flight team has expanded to six pilots.”

Initially, the group flew commercially, but many ofits hospitals aren’t served by the scheduled airlines.“We were flying to commercial hubs and thendriving,” Dr. Gregory recalls. “Sometimes it wouldtake a day or two to make one visit to a hospital.With our growth trajectory and number of hospitalpartners, flying via the commercial airlines simplywasn’t responsive enough or effective.

High Flyer’sInterview


I

For Apogee Physicians, Business Aviationplays a critical role in providing highquality care to its hospital partners andtheir patients, as its Founder and soleshareholder reveals to Rani Singh…

BOARDROOM � CASE STUDY

Business Aviation LiftsApogee Physicians to

New Heights in HospitalMedicine

BG 1 March16.qxp_Layout 1 17/02/2016 10:48 Page 1

“When hospitals decide to contract for hospitalistservices, it’s a very big decision for them and mayrequire several interactions before a decision ismade,” he adds. “Cultural fit is often a key factor, sofor these meetings to be effective they must be donein person, conference calls simply aren’t adequate. Assuch, the travel schedule is pretty hectic.“Early in our company history I recognized the

advantage of Business Aviation. I think our companywas about two years old when we started charteringfor specific trips and specific needs. We found,however, our travel needs quickly exceededchartering responsiveness and economics, and in2005 we made the decision to purchase an aircraft—a nine-year-old Hawker 800.”For nearly five years the Hawker put in around

400-500 hours annually. “As our team and business

grew our travel requirements expanded beyond whatthe Hawker could satisfy, so in 2007 we bought aCessna Citation V. Shortly thereafter, we sold theHawker 800 and bought a Bombardier Challenger605. It wasn’t too long before our needs exceededthe capacity of two airplanes and we added a Hawker850 to the fleet.“One year ago this month, we traded in the

Challenger 605 for a Bombardier Global Express.”Today, Apogee Physicians’ fleet consists of theCitation V, Hawker 850 and Global Express.

BizAv: Centralizing FactorDr. Gregory flies the Global about 200 days a year(around 450-600 hours). “I still go on most of ourbusiness development trips, meeting clients. Theother two airplanes are used by my senior executives,

“Early in ourcompanyhistory I

recognized theadvantage of

BusinessAviation. Ithink our

company wasabout twoyears oldwhen westarted

chartering...”

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


DR MICHAEL GREGORY


“...instead ofhaving

corporateoffices all

over the US,our aircraftallow us to

centralize ouroffices andkeep our

teamstogether.”

primarily for operational support.“A key Apogee advantage is all of my operational

executives are physicians, which means physiciansreport to physicians who genuinely understand therequirements and pressures of being at the patient’sbedside. While we operate in 32 states, instead ofhaving corporate offices all over the US, our aircraftallow us to centralize our offices and keep our teamstogether.

“Instead of having my division presidentsconsuming a couple days navigating commercialairports and driving several hours to visit a singlehospital, our guys can do more with a private airplanein a couple days than they can do in weeks flyingcommercially. So for us, it really is about time-savingand being responsive to our hospital-partners.”

A strong testament to the validity and utility ofcorporate aircraft is Apogee’s status as a privatecompany, 100% owned by Dr. Gregory. “Every dollarspent on corporate aviation by Apogee is a dollarthat I don’t get,” stated Dr. Gregory.

“Unlike many CEOs working for big publicly-traded companies that enjoy broad capital support, Iinvest my own money in Corporate Aviation becauseI believe it’s worth it. It’s expensive. It’s not cheap, butit’s instrumental in our success.”

In addition to efficiency and responsiveness, Dr.Gregory finds that the business jets help in movinghis executives and teams around so they can bewhere they need to be and not be perpetuallyexhausted. “It’s important that they have a decentwork-life balance, so they can be home and involvedin their families and communities.

“Since we hold ourselves to a high standard andprovide superior support to our hospital-partners andour program-level teams, our executives need to bein the field; as such, our aircraft allow them to do soand maintain a high quality of life at home. I alwaystell our clients, ‘if you need me, there’s no place Ican’t be that’s more than four hours from where I amstanding right now. That’s a powerful message.”

Hospitalist Benefits from BizAv“It’s pretty unusual for us to move physicians aroundto see our patients,” Dr. Gregory notes. “We havehad two of our hospitals destroyed by tornadoes;one in Missouri and the other in Illinois. By the graceof God, none of our physicians were harmed. In bothof those instances, within a couple hours of thetornado dissipating, we used our airplanes to bringnot only additional physicians to the communities butalso much needed relief supplies.”

At Apogee, corporate aircraft primarily supportthe business and administration of providinghospitalist services and efficiently delivering Apogee’spromise of ‘Safety, Service, Quality and Value’. Dr.Gregory explained that good talent is hard to find,whether you’re Google or Apogee. He cites theexample of a 350-bed hospital in a location that doesnot have good commercial air travel…

“Just recently on a Tuesday, I got a call from the

Hospital CEO who described the problems he washaving with the staff (working for different groups) athis hospital. He was afraid if he stopped using thegroups the doctors would leave. I told him I wouldhave a team there within 48 hours.

“On Thursday morning, I had an entire teamonsite meeting with these physicians, and analyzingthe business model for the hospital. Before leavingon the same Thursday, we presented the hospitalwith a formal proposal and provided employmentcontracts to the physicians.

“In less than two days from receiving the CEO’scall, we had a full team onsite, did all the analytics,analyzed the business model, met with the physiciansand presented the hospital with a formal proposal.Without the airplane it simply would not have beenpossible. That’s corporate aircraft efficiency!” �

More information fromhttps://apogeephysicians.com/

With thanks to Yasaman Ahmadzai who helped prepare this article.


BOARDROOM � CASE STUDY


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Trusted to deliver excellence.

here’s an old joke that a consultant issomeone you pay to borrow yourwatch so he or she can tell you whattime it is. In some ways, there is truth

in that statement. It depends upon how youapproach and use a consultant.

Is the consultant simply telling you what’sobvious, or able to uncover latent facts that arebeing overlooked? Oft times we are too close toour ‘watch’, so instead of reading the time westare intently at the second hand ignoring thelarger impact of the minutes and hours.

Consider the descending arc represented inFigure A (left) - one that starts at the 12 o’clockposition, bulges toward the 3 o’clock position,then bends back to the left and ends at the6 o’clock position. Is this descending arc concaveor convex?

Most of us respond that it’s concave, but it’salso convex! The answer depends upon how you

approach the question. We all have preconceivedconcepts and ideas, and sometimes those in-grained opinions blind us to what’s going on. Aconsultant objectively looks at the issue fromdifferent angles and may offer fresh insights to asituation. Getting the complete picture and explor-ing competing points of view are reasons to workwith consultants.

Client NeedsOur clients appreciate the value of early planningfor key issues such as aircraft replacement. Theyalso have intimate knowledge of their company’soperations, requirements and future opportunities.

In a typical scenario, an Aviation Manager’sboss, the company CEO, asked him about follow-on aircraft, to which he responded two new jetswere needed. “Great”, said the CEO. “Get me areport making the case for your recommendation,and do so as soon as you can.”


T

David Wyndham offers an insightful look at the work of consultants in Business Aviation with reference to the practice of his firm…

BOARDROOM � OWNERSHIP

AviationConsultants -

Who NeedsThem?

FIG. A: CONCAVE OR CONVEX?

Ownership March16.qxp_Layout 1 16/02/2016 11:07 Page 1

The Aviation Manager had all the data—in hishead, not in document form! He knew that with hisbusy schedule, he did not have the time to pre-pare a thorough report outlining the follow-onaircraft that was suitable to the CEO and theBoard of Directors. Furthermore, he felt that asecond opinion from an independent third partyadded credibility to the recommendation.

He called us in, we asked the questions, lis-tened intently and talked with the boss. Then wedid the analysis, and in the end we delivered areport stating that the company needed two newaircraft, and that the selection the Aviation Man-ager suggested indeed was the best option.

Did our client waste his money by having us“borrow his watch”? Obviously we felt we addedvalue and that funds spent on our consultancywere worthwhile. The Aviation Manager savedhimself a few weeks of his time, got a third partyreview of his requirements, and had all the docu-

mentation needed to secure the CFO’s andBoard’s support for the new aircraft.

Most of all, the company’s due diligence servedthe shareholder’s best interests.

Dealing with ConsultantsIt is a relationship. Treat it as such. While consult-ants provide a fresh view, they still need to relateto you and be able to read your situation wellenough to understand what you and your com-pany executives are really asking.

In some ways, the consultant is your aircrafttherapist—one who listens, asks questions andkeeps your best interests (and that of the com-pany) in mind. How far do you want the consultantto go in the analysis? Is it just an advisory consultor will this relationship extend all the way throughcontract negotiation and aircraft delivery? Youdecide.

The consultant needs to be able to understand

“Whileconsultantsprovide a

fresh view,they stillneed to

relate to youand be ableto read your

situationwell...”

David Wyndham isco-owner & president

of Conklin & deDecker where his

expertise in cost andperformance analyses,fleet planning and life

cycle costing areinvaluable. He’s

formerly an instructorpilot with the US

Air Force. Contact him via

[email protected]



“A consultant’s

recommendations

should be

objective and

focused on

the choices you

need

to make.”

your world view and the reasons why your com-pany needs an aircraft. “The aircraft costs toomuch” can really be asking “Are we using thisvaluable asset of transportation mobility to its bestcapability?”

A consultant’s recommendations should be ob-jective and focused on the choices you need tomake. A consultant who also sells aircraft can bevery knowledgeable and a source of valuable in-sight, but there is at the very least the appearanceof conflict of interest in the relationship.

If the consultant is also brokering a great mid-size business jet and your company’s need mightbe met by such a jet, maintaining objectivity isparamount. Be sure the aircraft being offered isright for your firm. Trust is the key issue in a suc-cessful engagement with a consultant, whetherindependent or part of a brokerage.

Experience MattersNo one consultant has all the answers, but profes-sionals in the field of Business Aviation know thequestions to ask, and they have (or are able tofind) the answers you need.

Your consultant must be ‘bilingual’, speakingthe language of business to understand the finan-cial concerns and asset management involved inthe aircraft decision. They also need to be able totalk with the pilots and discuss operational issueslike runway lengths and range.

A typical engagement comes to mind, when Iwas called in by the CFO to look at the company’s

aviation operation and make recommendations forthe future air transportation needs of the firm. Onshort notice the Aviation Department was intro-duced to me, the hired gun, without their knowingexactly why I was there or why I should be trusted.

As the chief pilot and I walked into the hangar, Icould sense his reticence. In the corner of thehangar was the owner’s personal light aircraft. Icommented favorably on the machine and its levelof sophisticated ‘glass cockpit’ instrumentationthat seemed suitable for a big jet. We talked flyingfor a bit, and once the pilot knew I could under-stand his position, we were off to a good start.

A consultant is just that—a consultant, not a de-cision maker. When we work with people on ananalysis of their aircraft needs, acquisition or taxstrategy, we give them options. Recently a clientasked, “If it were your money, which aircraft wouldyou purchase?”

I replied, “It is not my money, so you need tobe happy with what you choose. All three aircraftunder consideration will do the job. Take thedemo flights and go from there.” If I really thoughtthere was a clear best answer, I'd have pointed inthat direction, but since it is not my money, thefinal call is always the client’s to make.

When done well, relationships with consultantsgive an impartial perspective, add value and savetime. �Are you looking for more Business AviationOwnership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

BOARDROOM � OWNERSHIP



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ecently, I was speaking to a client aboutthe shape of the market. His companyis in the energy business, which may bethe reason why he often thinks of

everything as a commodity where prices rapidlyreflect general market conditions and rarely differwithin a given product class.

“Don’t you agree,” asked the client, “that themarket is shaped like a ‘V’ and we are eitheralready on the right side of that ‘V’ and comingback up, or at least at the bottom of the ‘V’ andready to jump back? In other words, will the priceof aircraft rebound?”

First I commented that aircraft are really notcommodities that have one price one day and thevery next might have a different price. Supply anddemand do play a huge factor, but two aircraft with

consecutive serial numbers are equal only on theday they were built. From that day forward theyhave different operating conditions and exposureto wear and tear. They have different standards formaintenance and are owned by very different typesof owners in very different parts of the world.

Aircraft are unlike a barrel of oil that one day hasa price set by the commodity brokers regardless ofwhere in the world the oil is stored, and the verynext day could have a price increase or decreasebased upon conditions that have nothing to dowith the oil’s composition.

Pedigree, mechanical integrity, location andoperational methodology play heavily indetermining an aircraft’s value. I urged my client toregard his aircraft not as a commodity but asan asset that depreciates along a timeline,

Jay Mesinger reflects on the shape of today’s market for used business jets…


R

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

BOARDROOM � BUYING & SELLING

‘V’ Not Always for ‘Victory’

Tracking Used Jet Values

Buying&Selling March16.qxp_Layout 1 16/02/2016 11:02 Page 1

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1st Source Banking February.qxp_Layout 1 18/01/2016 14:38 Page 1

creating different residual loss rates as it movesalong that line.

Next, I argued that the price of today’s businessaircraft does not move along a ‘V’-shaped path.Rather, it depreciates at a fairly steady rate—todayat about seven to ten percent a year, which is fourto six percent greater depreciation than we expectin a stronger market. The good news, however, isthat the loss rate is fairly constant and predictable,which is better than what the communityexperienced during the 2008 global economicdownturn.

Several years ago I postulated that “flat wouldbe the new up”—prices that did not fall werecauses for celebration. I said then that if we couldjust get a few quarters of flat pricing rather thanquarter-after-quarter of downward pricing trends,we could declare a recovery. I was less concernedabout the market heading up. I just wanted thedecline to stop.

Well, several years later we are seeing a returnto quarter-after-quarter of downward trending, withno growth in emerging markets and a sharpdecline in oil prices. Hence there is a huge supplyof aircraft ‘for sale’ with respect to the demand.With emerging markets moving from net buyers tonet sellers of business aircraft, coupled with theenergy-producing companies and the ancillarysuppliers not traveling as much internationally dueto the slowdown of infrastructure development, wehave negative global pressures on our industry.

Back to the ‘V’Go to Vref Publishing or Aircraft Bluebook digestand look at their quarterly graphs for specificmake, model and year, or for the overall marketpricing trends. Note that you do not see anythingclose to a ‘V’. The graphs labeled as Vref Large JetIndex actually track upward or are slightly flat fromthe years 1997 to 2001. From that point they trackdown significantly to 2003, change directionand track slightly upward through 2008, then trackdown consistently quarter-over-quarterthrough 2015.

The new edition for Q1 2016 will probablycontinue that downward tracking. There is no ‘V’!There have only been the occasional bright spotsthat seemed to bottom out or track up veryslightly. The CJ line of small jets is a great example.

A historical perspective, as I have addressed inthis article, shows continued global economicpressure on our fleet. Almost all sales at this timeare occurring in North America. Inventory suppliesare rising and prices remain the key factor in sellinga jet today. The issues created by the value of oilon our global economy will no doubt belong-lasting.

Even if the price of oil begins to increase,energy-producing countries as well as energy-producing companies will have long memories andwill not race back into buying mode. Mostimportantly, there are buyers, they are in NorthAmerica and they are price-driven. �

BOARDROOM � BUYING & SELLING


“ The newedition for

Q1 2016 willprobably

continue thatdownwardtracking.There is no ‘V’! ”


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

Buying&Selling March16.qxp_Layout 1 17/02/2016 15:50 Page 2

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n January 2016, a tour helicopter in Hawaiicarrying six passengers experienced an en-gine failure near Kauai’s north shore, forcingthe pilot to make an emergency landing onthe beach. The helicopter sustained substan-

tial damage to the airframe and tail boom, and fourpassengers were seriously injured.

While appearing to be a routine accident coveredby insurance, this incident illustrates the difficultiesthat helicopter operations present for the aviation in-surance underwriter when compared with their fixed-wing cousins. A rather straight-forward powerplantproblem resulted in an off-field landing with signifi-cant repair and medical bills.

Oh how helicopters differ… let me count theways!

Helicopters are among the most epic flying ma-chines ever created. Their versatility is simply un-matched. They can take-off and land from airports,rooftops, yachts, oil rigs, backyards, riverbeds, or ba-sically anywhere there is enough room to accommo-date the helicopter’s overall footprint - includingrotor diameter.

These unique vehicles are used for electronicnews gathering, medevac flights, sightseeing rides,slung loads, firefighting, search and rescue, hunting,tree trimming powerline right of ways, crop spraying,or… simply as executive transport.

Fixed-wing aircraft take off and climb to cruisingaltitude, where they remain until it is time to descendand land.

Conversely, helicopters fly low where they are ex-posed to the perils of hitting trees, powerlines, guidewires, towers, drones and other obstacles. Often theingress and egress into a particular landing zone isbeing performed by the pilot for the first time, unlikeaccessing an airport that has published vertical de-scent and obstacle clearance information.

Underwriting ChallengesFrom an underwriting perspective, the helicopter is atotally different beast. Because they face unique ex-posures and because their accident rate per 100,000flight hours is significantly higher than fixed-wing air-craft, helicopter premiums are 3-4 times more ex-pensive than a similarly valued fixed-wing aircraft.


Facts on Insuring Helicopters

Although both seem to defy gravity, rotary-wing and fixed-wing aircraft are completely different – as is insuring them, notes Stuart Hope...

BOARDROOM � INSURANCE

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

I

The Whys and Wherefores of a More Expensive Coverage

Insurance March16.qxp_Layout 1 16/02/2016 11:37 Page 1

Deductibles are also much higher—typically 10% ofthe insured value of the aircraft but negotiable (up ordown) depending on the use, pilots, home base, etc.

Furthermore, it is difficult to screen for the bestrotary-wing pilots. A 20,000 hour fixed-wing airlinecaptain seeking helicopter endorsement would beconsidered a 0-hour student pilot for helicopter tran-sition training; little credit would be given for the ap-plicant’s fixed-wing experience. Judgment isparamount for any pilot operating helicopters, yetthe only way an underwriter discovers if a pilot hasgood judgment or not is after a loss.

Thus specific rotary-wing training is crucial. Forexample, if the aircraft is used for external load/slungcargo operations, there are additional training facili-ties that specialize in preparing helicopter pilots forthose specific operations.

Many helicopters carry special equipment thatneeds to be considered when determining premiumcosts. A Wescam image-stabilized camera with trackbeam technology can add six to seven figures in in-sured exposure, for example. Some of these unitscan be moved from one helicopter to another. If thehelicopter is operated over water, the value of floats(if installed) must be considered in the insuranceevaluation. There are rotary-wing operators that usemultiple in-line saws arranged vertically to cut pow-erline right-of-ways. These highly specialized sawsand their supporting apparatus are very expensive toreplace.

Location, Location, Location…Where helicopters are operated plays a tremendousrole in determining premiums. If they will be flown

over water, what distances are involved—to oil rigsfar at sea or just over small bodies of water? Willthey be operated to the local country club to pick upthe owner’s daughter and new husband after theirwedding?

If the occasion is ad hoc, who will provide crowdcontrol, secure the landing zone, evaluate potentialobstructions such as powerlines, etc. If roof-top land-ing pads will be used, is the helipad FAA approved?If the helicopter is operating at racetracks or othersporting events, proximity to crowds or people is ahuge exposure and must be addressed.

Many injuries are caused because persons exter-nal to the helicopter misjudge the height or lengthof a revolving rotor blades (particularly if the helicop-ter is on a sloped surface). Many victims fail to ac-count for the tail rotor.

Rotary-wing aircraft are much most complex withfar more moving parts than the typical business jet.An engine or part failure in a helicopter will likely ne-cessitate an immediately autorotation if the vehiclehas a single powerplant or a diversionary landing if atwin is involved. Once an emergency starts in a heli-copter, it usually develops very quickly with limitedtime for the pilot to react.

Helicopters can be, and are operated safely andefficiently, but their operating regime presents amuch larger exposure for insurance underwriters—afact that is reflected in much higher premiums anddeductibles. �

Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/business-aviation-insurance

“ Helicopterscan be, and areoperated safelyand efficiently,

but theiroperating

regime presentsa much largerexposure for

insuranceunderwriters”


Insurance March16.qxp_Layout 1 16/02/2016 11:37 Page 2


BOARDROOM � TAX

he current strength of the US dollar hascreated an excellent opportunity for USbuyers of business aircraft, allowingthem to acquire quality pre-owned,

foreign-registered aircraft at attractive prices. Importing an aircraft into the US can, however,

be a complicated process with various pitfalls forthe unwary. As outlined in this three-part series,with the right planning an aircraft can be properlyand efficiently imported into the US.

Selecting the Right Inspection FacilityInspection of a foreign business aircraft can beextensive. Many issues need to be addressed and

resolved to the buyer’s satisfaction. A buyer shouldevaluate not only the aircraft’s general condition,but also the extent of work necessary to make theaircraft comply with US operational requirements.Thus the selection of the right inspection facility isparticularly important.The seller will likely prefer an inspection facility

near the aircraft’s home base, but a buyer shouldinsist upon an inspection facility that is qualifiedand experienced in both the type of aircraftinvolved and in FAA airworthiness requirements.Since managing the logistics of a foreign inspectionis difficult, a buyer will want technicalrepresentatives dedicated to the buyer’s interests

T

Tips for Importing a JetA Guide to the US Importation of Foreign-

Registered Business Aircraft (Part 1 of 3)

Market dynamics globally have created opportunities for US buyers provided they understand what’s required, notes Jessica L. Pownell, attorney with Cooling & Herbers, P.C.

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

Tax March16.qxp_Layout 1 16/02/2016 16:57 Page 1

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

“Morespecifically,

each countryhas its ownsystem forrecording

aircraft titleand liens...”

on the ground at the inspection facility.It is also advantageous to find an inspection

facility located in a tax-friendly location, as partiesfrequently elect to close transactions at theinspection facility. However, we recommend that abuyer prioritize inspection facility qualifications overlocation. A second chance to ‘test fly’ an aircraft ona delivery ferry flight is generally beneficial to abuyer in any event.

Evaluating AirworthinessA key aspect of a foreign-registered aircraftinspection is evaluating the aircraft’s airworthiness,which for the US buyer means first confirming it iseligible for an FAA Standard AirworthinessCertificate. To be eligible, the aircraft must be aproduction aircraft (i.e., manufactured by acompany with a production certificate) with an FAAtype-certified design. Almost all US-manufacturedaircraft and many foreign-manufactured aircraft areFAA type-certified, production aircraft.

The second, more challenging step is todetermine whether the aircraft actually complieswith FAA airworthiness requirements. The difficultywith which foreign aircraft clear this hurdle can varyconsiderably. Thus, having the aircraft evaluated bya qualified inspection facility is key.

In an attempt to streamline the import andexport of aircraft, the FAA has entered into BilateralAirworthiness Agreements (BAA) and BilateralAviation Safety Agreements (BASA) with certaincountries whose airworthiness standards areconsidered equivalent to the FAA’s.

While a current airworthiness certificate from aBAA or BASA country does not automaticallyequate to an FAA Standard AirworthinessCertificate, it does indicate that the aircraft shouldnot require much additional work to comply.

A buyer should factor the potential cost ofbringing a foreign-registered aircraft intocompliance into the overall price of the acquisitionand may want to ask the seller to acceptresponsibility for some (or even all) of such costs. Acommon strategy is to include a requirement in thePurchase Agreement that the seller pay for all coststo obtain an Export Certificate of Airworthinessfrom the exporting country.

Depending on the aircraft, such ExportCertificate of Airworthiness may be required forimport of the aircraft into the US. In any event, anExport Certificate of Airworthiness will bothaccelerate the FAA airworthiness certificationprocess and effectively pass some of the cost on tothe seller (as any issues identified in the ExportCertificate of Airworthiness inspections will be theseller’s responsibility to resolve).

Finally, it is often cost- and time-effective to havea buyer-selected US Designated AirworthinessRepresentative (DAR) begin the aircraft and recordsinspection concurrently with the buyer’s pre-buyinspection (more on this matter in Part 2).

Title ConsiderationsReceiving clear title is essential to virtually everyaircraft buyer. While confirming the title status of aUS-registered aircraft is typically straightforward,confirming a foreign aircraft’s title can be morecomplicated. Broadly speaking, we recommendthat a buyer of a foreign aircraft:

i) Ask its US escrow agent to confirm clear title on the FAA Registry if the aircraft was ever US- registered;ii) Confirm clear title on the International Registry of Mobile Assets; and (perhaps most importantly)iii) Confirm clear title on applicable foreign registries.

More specifically, each country has its ownsystem for recording aircraft title and liens; forinstance, a registry may record title in the name ofthe aircraft owner or operator, and a country’sprotocol may require that liens be filed with theaviation authority, on a separate personal propertysecurities register, or with another governmentalbody. The most efficient and reliable way to confirmclear title on a foreign registry is often to hireforeign counsel to provide a title opinion.

Once a US buyer has selected and evaluated aforeign aircraft, the buyer must plan for the closing,importation, and post-closing operations. Parts 2and 3 of this series will detail key closing and post-closing considerations and will, hopefully, helpmake your US importation straightforward andsuccessful. �Are you looking for more Business Aviation Tax articles? Visitwww.avbuyer.com/articles/category/business-aviation-tax/

BOARDROOM � TAX


Tax March16.qxp_Layout 1 16/02/2016 16:57 Page 2

Avpro Heli Expo 2016 March.qxp_Layout 1 15/02/2016 16:16 Page 1

Helicopter Buying Considerations


Some operations benefit from vertical-lift technology wrapped around a business cabin, notes Dave Higdon. What are the

unique advantages of an executive helicopter?

FLIGHT DEPARTMENT � HELICOPTERS

he helicopter landed at the local airport,its occupants exited, crossed the rampand boarded a business jet. Far frombeing dressed for the suit-and-tie world

of an executive suite, these passengers wore jeansor khakis, cold-weather clothing and bootscommon to the ranch culture of the high plains ofthe Midwest. Without fanfare they boarded the jetand it left, as the FBO’s ground crew secured thehelicopter and tugged it back into a large hangar.

The entire scene highlighted the versatility ofthe helicopter. Take off from a patch, fly fast, andland almost anywhere. Since its invention in the1930s, the helicopter has grown the serve adiversity of missions. Versatility remains thecommon core of a helicopter’s attraction. Yet thereare sufficient differences in base traits betweenfixed- and rotary-wing aircraft to keep helicopters a

relative niche player in the world of BusinessAviation operators.

Special Traits for Special MissionsAccording to a report by Flight Global, theworldwide fleet of helicopters totals fewer than35,000 with about 60% (24,000) being turbinepowered. The largest share of that global fleet –approximately 35% - is based in North America.

While their potential for going to where they'reneeded – regardless of the presence of an airfield –serves operators well in most missions, it's therapid shuttling of people between urban officesand remote airports that dominates much of theexecutive-use helicopter missions. Estimates vary,but fewer than one-third of the turbine helicopterfleet in North America operate as executivetransports.

T

The Case for the Executive Helicopter

Helicopters March16 .qxp_Finance 16/02/2016 10:45 Page 1

The ‘go-anywhere’ ability pays smaller dividendsfor many because of the paucity of heliportsavailable to the public. Similarly, a helicopter’srelatively limited speed and range makes it nothreat to fixed-wing aircraft for much businesstravel.

Speed and range limitations aside, businessesmost often embrace the helicopter for theircapability to move executives to remote localeswithout the need for thousands of feet ofpavement. Whether employed as an executiveshuttle between urban heliports and BusinessAviation airports or as a fast way to a remoteconstruction site, the executive helicopter candeliver most of the trappings of a high-flyingexecutive jet… at least, within those well-recognized differences in capabilities.

Look over the list of heliports in the US and onething quickly becomes apparent: Medicalinstitutions host most designated heliports in theUS. HEMS – Helicopter Emergency MedicalServices – began expanding in the US in the 1970sand 1980s, in part because of lessons learnedduring the US involvement in Vietnam.

Just as traumatic-injury protocols were improvedby the methods developed to treat combatcasualties, so was medical-emergencytransportation changed by the experiences ofmilitary pilots flying wounded soldiers during theKorean conflict of the early 1950s and, even moreso, by the experiences and lessons of treating thetens of thousands of casualties incurred betweenthe mid-1960s and the end of US involvement inVietnam in 1975.

Military experiences also enlightened many anAmerican firm to the business potential of thehelicopter – with surplus ships coming into themarket along with a huge population of militarily-trained helicopter pilots, many eager to continuetheir flying careers in rotorcraft.

According to information from the HelicopterAssociation International, the biggest barrier tomore expansive use of rotorcraft is the difficulty inestablishing heliports where they could be mostuseful. But heliports are established, nonetheless –most often in places where they're considered theleast disruptive.

For those businesses that find value in usinghelicopters – or adding one or more to their fleets– the decision hangs on mission definition andfulfillment. And that's no different than for fixed-wing aircraft. If helicopters bring to the equationsuch unique capabilities, they also bring with themnarrower performance parameters than what mostpeople think of when you mention “businessaircraft”.

Chicago, NYC, LA, London, Paris, Rio...First off, it's important to understand what even thebest helicopters won't bring to a company: Globalreach (at least, not non-stop); or high speed (atleast, speeds faster than a Formula One, IndyCaror NASCAR racer can muster); or the full-blownaerial-office-suite experience…

Whether powered by a 100-octane-burningpiston powerplant or a Jet A-consuming turboshaftengine – a gas-turbine engine designed to outputpower through a shaft as opposed to the thrust ofa turbojet – helicopters typically fulfill travel needssubstantially shorter than those of the averagebusiness jet.

For travel between 100-250 miles, the 160-180knot nominal cruise for the fastest helicopters putsthese flights in the 40-90 minute time span.Helicopters may fly as low as 1,000 feet for theshorter flights but cruise in the 2,500-5,000ftregions for longer flights.

The majority of helicopters employed inexecutive operations offer interiors comparable toa luxury sedan with seating typically for five toseven (a few larger helicopters carry more). Crewrequirements typically are single-pilot, and IFRoperations in helicopters are less common than infixed-wing aircraft.

Helicopters can provide operational flexibilitiesunavailable to even aircraft with the shortestrunway requirements. Where a loaded single-engine propjet may be capable to use a 1,500-footrunway, a piston or turbine helicopter only needs apatch as large as its rotor diameter. No wonderhelicopters are attractive to businesspeople wherethey can launch and land using a variety ofheliports, the smallest outlying airports, or localeswith no permanent, designated landing facilities.

“Helicopterscan provideoperationalflexibilities

unavailable toeven aircraft

with theshortestrunway

requirements.”


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


Beyond Mere Performance SpecsImagine that your company needs a helicopter toround out its travel requirements. What are someof the key factors that go into preparing for thatacquisition?

Crew: The note holder and/or insurer may insiston a high-time helicopter pilot – at least initially –and two-crew operations, in the beginning. Single-pilot is the most-common crew solution. Manyrated helicopter pilots also fly fixed-wing aircraft.Finding someone experienced in the helicoptermake and model of your choice would be ideal,but it's possible to add a helicopter rating with anexisting crew member if your Flight Departmentcan afford the cost and time required.

Costs: Helicopters range in price from under$400,000 (piston) to several million dollars(turbine). The lowest-cost turbine model sells forabout $700,000 – a fraction of the cost of the least-expensive propjet single.

However, fuel costs tend to be higher per seat,as will insurance (see Stuart Hope’s article on p68

of this edition for more helicopter insurancedetails). Maintenance costs usually run higher too.Ultimately the wider picture must be assessedwhen it comes to cost considerations.

Capabilities: Shorter range than the fixed-wingpropjets, but greater utility with greater flexibilityand choice in operating locations.

The Consensus?Speaking with helicopter pilots and owners,opinions differ regarding what constitutes the bestargument for using a helicopter in BusinessAviation operations. But a clear picture of how thedifferent firms take advantage of a helicopter’scapabilities did emerge.

For example, one cattle broker uses hishelicopter to conduct on-site, unannounced visitsto his feedlots and suppliers; to manage his timeso he can appear at far-flung cattle auctions; and,on occasion, to help round up cattle in the spring.“It's a little like what sheepherders do with theirdogs,” he illustrates. “And it’s a lot easier on methan doing the same thing on horseback.

“In the helicopter, I can climb to just 250 feetand scout miles of prairie – and then make it home150 miles away in just under an hour. Driving homewould require three hours.”

A regional real-estate broker, meanwhile, uses acompany-owned helicopter to hop betweenmeetings in cities 100, 200, sometimes 300 milesaway. “The helicopter lets me scout properties,check on developments underway, and meet withclients, other sellers and prospective buyers in oneday,” he explained. Before he bought thehelicopter, this broker needed two, sometimesthree days to cover the same ground. “When we'reworking with a prospective buyer of a ranch orlarge acreage, it helps me show off the property.

“Now we tour it by air first, then land and let theprospects walk the property before showing itagain from up there.”

Several other business owners and executiveslauded their helicopter for giving them the abilityto work later in the office than they could if takinga limo or cab to the airport.

“A trip to the JFK helipad from the west side ofManhattan takes one quarter the time it takes in acab or by limo,” summarized a former executivewho worked near Union Square in west Manhattan.“A short ride - sometimes a walk - to the West 30thHeliport (Air Pegasus), and fly right around thesouth end of the island to Kennedy. It doesn't geteasier than that,” he concluded. �Are you looking for more articles on HelicopterOwnership? Visit www.avbuyer.com/articles/category/helicopter-ownership


FLIGHT DEPARTMENT � HELICOPTERS



1988 Eurocopter BK117 B-1• Price: On application• S/N: 7142• Reg: N150KF• TTAF: 13,492• Cycles: 55,639• Location:USA

1990 Airbus/EurocopterAS332 L1 Super Puma• Price: On application• S/N: 2319• Reg: VH-LAF• TTAF: 21,411• Cycles: 31,503• Location:Canada

International Bureau of AviationTel: +44 (0)1372 224488 Email: [email protected]

1990 Airbus/EurocopterAS332 L1 Super Puma• Price: On application• S/N: 2317• Reg: VH-LHG• TTAF: 17,502• Cycles: 25,405• Location:Australia

2006 Airbus/EurocopterAS332 L1• Price: On application• S/N: 9008• Reg: VH-LYP• TTAF: 4,539• Cycles: 6,741• Location:Australia

IBA February.qxp 20/01/2016 14:38 Page 1

Connecting On Board - 1 of 2


Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month with a review of on-board connectivity.

FLIGHT DEPARTMENT � CONNECTIVITY

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

n last month’s aircraft connectivity article wereviewed providers of communication anddata as well as a breakdown of the servicesthey offer. Moving to the aircraft this

month, we will see how on-board connectivity isassociated with a multitude of external resources,many with minimal pilot intervention. In fact, whilethe pilot(s) concentrate on flight plan execution, awhole other spectrum of activity may be unfoldingbetween cabin and cockpit systems and theworld outside.

Today, a number of flight departments are able toprovide a ‘company in the sky’ experience to theircorporate teams, enabling minimal interruption totime-critical business activity and all taking place aft

of the cockpit door. Meanwhile the pilot(s) can run areal-time travel management and operationsbusiness up front, with an aviation department flightattendant also playing an important role.

On the aircraft itself, there are systems that can‘see’ and select from the broader informationtraversing the ocean of airspace. These samesystems as well as others provide the means ofcommunication to the crew, passengers and directlyto aircraft avionics. Some communicationcomponents, often as single ‘boxes’, focus onconversion, and others simply display theinformation provided to them. Part 2 of ‘Connectingon Board’ will concentrate on conversion anddisplay of information within aircraft.

I

Aircraft Connectivity

(Part 3)

Connectivity March16.qxp_Finance 16/02/2016 09:53 Page 1



In order to see external information, an aircraftuses antennas tuned to seek out minute signallevels of information carrying waves radiated atdifferent frequencies. These carrier frequenciescarry information modulated as voice, data andvideo. For efficiency, the modulation signals aresometimes compressed and scrambled.

An aircraft may have a significant number ofantennas, each looking for and radiating at aspecific atmospheric-penetrating frequency. Thosethat need to communicate with satellites look for,lock on and then track the satellites’ movement,executing exotic hand-offs as the earth rotatesbelow the satellites’ stationary or orbital flightpaths. Satellites often perform multiple tasks, oneof which may be acting as a transponder. In thismanner the satellite receives ground-sourcedinformation, boosts it and then resends amplifiedsignals to aircraft satellite antennas.

Cables within the aircraft route the carrier signalto and from transceivers that access and processthe audio, data or video information beingtransported by its carrier.

Typically airborne systems have a control,processor and an output. The control may beautomatic or via human interface. The processor, inessence, is directed to perform its specific function.Then selected and processed information isprovided as an output in digital (data), audio orvideo form.

Onboard Information Seeking/Providing External InformationWeather: For an aircraft, weather is derived severaldifferent ways. Instruments using atmosphericprobes detect the atmospheric conditions. Aweather radar, mounted in the nose, provides

real-time precipitation and (by analogy) turbulence,albeit with limited range and field.

Satellites, via Satcom, provide detailed near-term weather, and ADS-B In provides the same.Sirius/XM, using a dedicated antenna, may also beproviding weather. Even stand-alone lightningsensors are installed in some aircraft. Traditionally,and still available, is weather information atairports and elsewhere, provided via VHF and HF.

Satcom, FANS & Data: Primarily focused onoceanic operations, where satellites boost andrelay service-provider information, aircraft Satcomserves as the transceiving device forcommunications and digital data to and from theaircraft.

Future Air Navigation System (FANS) uses theSatcom and includes aircraft surveillance via ADS-C. High rates of bi-directional digital data may betransferred between aircraft and the orbiting orgeostationary satellites. Passenger and some crewvoice communication is also routed through theSatcom.

Companies such as FLYHT Aerospace Solutions,Ltd. offer streaming data capability using theirstand-alone onboard AFIRS and ACARS-over-Iridium service. These onboard processors alsoconnect to portable devices used by the flightcrew. However, data can be shared via the internetto corporate VPNs. Examples of aircraft and fleetperformance data are Health & Usage MonitoringSystems (HUMS) and Engine Trend Monitoring(ETM).

Streams of real-time aircraft diagnostic andperformance data can be sent via the same Satcomused for voice. In fact, we live in the age of theInternet of Things (IoT), where for example, an

Figure 1: An outline of theprimary aircraft

sub-systems thatconnect it to theexternal airspaceand in turn to its

internal work space

“An aircraftmay have asignificantnumber ofantennas,

each lookingfor and

radiating ata specific

atmospheric-penetratingfrequency.”


“With

broadband

capability,

operators can

easily conduct

high-definition

video

conferences,

stream music

and video...

and do much

more while

airborne. ”

aircraft on an average flight can now produceperformance data measured in Terabytes, (e.g., thenew Bombardier C-Series). Transferring all thesedata, in real time, to the ground becomes evermore an issue of bandwidth, where all thetechnology involved must have the capacity tohandle the volume of information.

Below is additional guidance with respect toSatcom’s satellites, and the frequency of the carrierwaves used:• L-Band uses frequencies between 1 to 2GHz.

L-Band provides narrower bandwidth and isused to meet light business jet requirements.

• Ku-Band utilizes approximately 12-18GHzrange. The legacy Ku-Band is still widely usedand has a medium bandwidth adequate formost applications where data capacityrequirements are not so critical.

• Ka-Band services operate between 26.5-40GHz. Ka-Band is being used by newersatellites and has very high data capacity andtransfer rates, due to greater bandwidth.

Broadband: Speaking of bandwidth and the needto connect via the internet, OEMs and operatorsare equipping their aircraft more and more withdedicated systems that link to broadband services.Viasat, with its high capacity satellites, is just one ofthe broadband providers. Its use of both Ka- andKu-Band satellites, along with its aircraftequipment and service plan, provides flexibilityand single source accountability for operators.

With broadband capability, operators can easilyconduct high-definition video conferences, streammusic and video, connect live to their corporateVPNs and do much more while airborne.

VHF & HF Communications/Data: Traditionally andyet still in use, lower frequency transmission activitytakes place over land and sea using VHF and HF.Controller Pilot Data Link Communication (CPDLC)is one current use of data over VHF. For HF this isknown as High Frequency Data Link (HFDL).Popular for flight clearances, these legacytechnologies will be around for some time tocome.

ADS-B Out/In & Transponders: Leaping to thepresent, bi-directional and automated aircraft flightsurveillance data flow between different aircraftand air traffic control facilities. The ADS-Btechnology includes the use of updatedTransponders, Flight Management Systems (FMS)and other onboard equipment to facilitate thiscapability.

Weather, for display and useful en route flightinformation, is further provided when aircraft areADS-B In equipped. For those with Satcom, ADS-Cprovides for similar ADS-B Out capability inOceanic regions.

Emergency & Tracking: This is an information areathat is truly booming, especially with air carriers andfor aircraft operating in remote regions. Emergencyequipment has been around for many years, but newto the market is equipment that tracks, monitors andfrequently relays the aircraft flight status, for real-timeuse by a variety of interested parties.

Many traditional service providers, including well-known names, have added dedicated flight trackingservice to their portfolios. Some examples ofcompanies that specialize in flight tracking are;Spidertracks, Skytrac, Flightaware and Blue SkyNetwork.


Figure 2: How the aircraftinteracts with externaltechnologies




Emergency Locator Transmitters (ELTs), locatedin the rear of the aircraft and near the tail, areactivated by excessive G forces, or may beswitched to transmit, manually. Operating at121.50, 234.00 and 406.00 MHz, they provideaircraft location and identification. 406 MHz ELTscan also provide the aircraft location via internalGPS.

Onboard Information Systems Primarily For Aircraft/CrewVideo & Audio: Once demodulated from theantenna signal by the system processor, video andaudio can be distributed across both the cockpitand cabin. Advancements, such as high-definitionvideo and low-noise digital audio, are only limitedby the capacity of both external and internalsystems to handle bandwidth requirements.

As more automated data information is visuallydisplayed to flight crews, there is less reliance onaudio.

Voice & Data Recording: Currently on manybusiness aircraft a history of each flight is beingrecorded. Today voice and data are combined insingle recorders. Flight Data Acquisition Units(FDAUs) collect thousands of data parametersrepresenting the aircraft’s in-flight performance andinterfacing those quantities of information to theDigital Flight Data Recorder (DFDR), as well asQuick Access Recorders (QARs).

QARs speedily access raw flight data anddownlink them, via Satcom, to flight departmentsand operations centers. Sampling and refresh ratesof QARs are different than FDRs because, althoughthey are systems using similar technology, theyperform different functions.

Cockpit Voice Recorders (CVR), designed orupgraded for FANS, need to be data capable toenable the recording of data link and digitalmessages in flight.

Because these CVRs and FDRs (or CFDRs) aredesigned for survivability, they include emergencylocation transmitters. While not operating duringflight, beacons on recorders are very muchcommunicating devices when the situationdictates. Deployable DFDRs, equipped with GPSand activated upon deployment, may be locatedmore quickly; even if they cannot be immediatelyrecovered, they will transmit recent flight data,recorded prior to activation.

Wi-Fi: Often Wi-Fi is a subset of a broader Satcomsystem working with either Inmarsat or Iridiumsatellites and associated on-board equipment. Soeither as a subset or a stand-alone systemcapability, the processor output for Wi-Fi will go toa routing system for the aircraft.

When the aircraft is on the ground, routers mayalso connect directly to cellular systems, enablingeven ground maintenance operations that requireconnectivity. Routers provide a method forpassengers and crews to connect via Wi-Fi andEthernet for laptops, smartphones, personalelectronic devices and electronic flight bags.

Live Communications & Data: As opposed torecording of voice and data, existing radios,ACARS, VHF data link (VDL) or HFDL and the useof Satcom are employed primarily for livecommunication and transfer of information data.

Several independent systems, each with theirown antennas, fulfill this role. Communication andflight management devices are often on dual

Figure 3: Summary of

the typical‘externally-focused’

information systemsfound onboard

today’s business jet

“Advancements

such as high-

definition video

and low-noise

digital audio

are only limited

by the capacity

of both external

and internal

systems to

handle

bandwidth

requirements.”


2002 Lear 45 #183 & #199 2000 Hawker 800XP #258459 2012 Falcon 7x

Gulfstream G550 – ‘03, ‘08, ‘12

1999 BBJ

2AVAILABLE

3AVAILABLE

$2,100,000$1,895,000

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American Aircraft Sales March.qxp_Layout 1 17/02/2016 14:19 Page 1

configuration. Data are transferred betweendevices, as well as to outside the aircraft. As areliance on HF slowly fades into the sunset, somay the use of VHF. This is in line with a moreautomated and direct data (or digitized voice)approach to communications. Of course, asunmanned aircraft migrate into the NAS,communication will become digital andautomated, machine to machine.

Crew Information: For crews, there is the need toprovide information in a number of different ways.The most immediate form is alerting and advisoryinformation, provided both aurally and visually.Important notifications can originate from outsidethe aircraft. An example of this will be weather andflight information alerts for the flight plan in use.Crews need to know the status of their systems andbe able to react to any abnormal conditions.Cabin crews and passengers need to connect to

the cockpit and visa-versa. The flight crew are ableto control to some degree what is shared withinthe cabin. Flight departments and others may

communicate directly with the crew via messagesand voice, while service providers continuouslyupdate the trip planning and arrival services.Flight crews are reliably connected to other

aircraft and the ground via today’s cockpittechnology. Clearances, passenger plan changes,route amendments, and so much more can beaccommodated in the modern connected cockpit.

Other Aircraft Systems: For maintenancepersonnel and flight crew on the ground, havingconnectivity enables the downloading ofperformance data, virtual live troubleshooting byremote field service representatives, uploading of

databases and the use of many mobileapplications—all being additional and useful toolsin the technician’s tool kit.Systems on board may be connected via

modems, USBs or dedicated ports, to portabledevices. iPads, Androids and Laptops are used inmost flight departments and hangar operationstoday, reducing downtime, cost and misdiagnosedfaults.

SummaryAcross the preceding paragraphs, we haveoutlined the layer of ‘information-platforms’communicating in and out of the aircraft. Betweenthe information that satellite and ground networkstransfer and what is managed for operators byservice providers, it is clear there is an everexpanding amount of data going back and forth.The next article in this series will drill down even

further within the aircraft to address onboardservices. It will focus on how information istransferred, converted and displayed within boththe cabin and the cockpit.There are different protocols and specialists in

this area. Above all there is a lot to consider,because free enterprise and competition haveprovided us with many choices and, therefore, thepotential for many issues. While a good thing, the expansion of choices

opens up opportunities for different technologyintegrations, each with a unique path and apotential risk of incompatibility.Equally, aircraft OEMs increasingly favor single

avionic suites and branded cabin managementsystems, presumably safe from these integrationrisks, secured by their proprietary softwarenetworks. As you may discover your aircraft may bedesigned and outfitted either way. �



Figure 4: Summarizes the typical

‘internally-focused’information systems

found onboardtoday’s business jet

Are you looking formore articles onAvionics? Visit

www.avbuyer.com/articles/category/

businessaviation-avionics

“Cabin crewsand passengers

need toconnect to the cockpit

and visa-versa.”


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


Fred Haap and Jack Olcott conclude their 10-part series on Flight Department creation by summarizing the elements addressed in a Flight Department Business Plan.

FLIGHT DEPARTMENT � MANAGEMENT

reating a Flight Department requiresapproval by a firm’s top managementor owner. The key to securingapproval is presenting a convincing

business plan that addresses the issues and concernsmanagement might have regarding operation of acompany aircraft and also embraces the advantageof Business Aviation.

Most company executives and entrepreneurs,even those seriously considering the acquisition of abusiness aircraft and the formation of a flightdepartment, have limited knowledge of BusinessAviation. Perhaps they have flown on a customer’saircraft, or they serve on the Board of firms thatoperate a business aircraft. But their detailedunderstanding often is minimal and their concern ishuge, and what they think they know often isnegative.

They know, for example, that an aircraftrepresents a significant capital commitment and ifoperated improperly the safety and security of thefirm’s top people could be at risk. Directors andexecutives asked to approve the creation of a FlightDepartment also assume that they will be criticizedby shareholders if the acquired aircraft is poorlymanaged. A prime objective of the business plan,therefore, is reducing management’s anxiety aboutaircraft acquisition and operation.

A secondary objective is providing a referencepoint for promoting the creation of a Flight

Department. A new business unit needs a champion.Presumably the senior officer seeking approval forthe department will be that champion, advocatingthe value of Business Aviation, socializing theconcept among key decision makers within thecompany and lobbying for implementation.Executives in favor of obtaining a business aircraftrequire a solid plan to understand and eventuallysupport creation of a Flight Department.

Over the past nine months, we’ve addressed keyelements of the Flight Department Business Plan(FDBP). In this summary, we fold the essence of eacharticle into the outline of a complete plan to bepresented to top management.

Cover and ContentsThe FDBP is a formal document with a Title Page,identification of the plan’s author and a Table ofContents that lists each subject addressed in thepresentation. Hard copies should be available for allexecutives who will participate in the go/no-godecision, and a digital version of the Plan isrecommended.

Executive SummaryWhile it’s tempting to write the Executive Summaryfirst, it should be generated only after all elements ofthe FDBP have been prepared. As the name implies,the Executive Summary captures the essence of whythe company needs a business aircraft and distills

C

Creating a FlightDepartment

(Part 10)

Presenting a Compelling Plan& Asking for the Order

Fred Haap is anIS-BAO accreditedauditor and pastChairman of NBAA.During his distin-guished career in avia-tion, Mr. Haap alsospent nearly 30 yearsas a corporate aviationdepartment manager &pilot, logging more than13,000 flight hours ina variety of aircraft.Contact him [email protected]

Maintenance Jan16.qxp_Finance 16/02/2016 16:31 Page 1

how it will be managed to assure safe and efficient operations.This element of the Plan is concise—no more than half a page,

if possible—and leaves the specifics of implementation tosubsequent elements contained in the body of the Plan. This isthe place to emphasize that Business Aviation will support theoverall objectives of the company and should be included as abusiness unit within the firm’s organizational structure.

General Description of the Flight DepartmentThis element of the Business Plan presents the FlightDepartment’s Vision Statement—namely the benefit that BusinessAviation will bring to the company when the department is fullyfunctional—as well as the department’s Mission Statement, whichis more focused and less conceptual than the overarchingStatement of Vision but is highly useful in guiding day-by-dayoperations.

Governing Principles (also known as ‘Values’) are presented inthis section. These three concepts—Vision, Mission andGoverning Principles—shape how Business Aviation will serve thecompany and its shareholders.

Applying Vision, Mission and Governing Principles as theguide, the Department’s structure and its place within thecorporation’s overall organization is presented within the GeneralDescription section. The proposed aircraft is identified (if not byspecific make and model, at least by category such as light jet), itsprimary base of operations is specified, and the FlightDepartment’s personnel complement and organization are shownin sufficient detail to leave no doubt regarding the unit’s size andposition within the corporation.

Departmental specifics are used subsequently in the BusinessPlan to budget funds for creating and implementing the FlightDepartment. This section describes how the business aircraft willbe scheduled, including the identification of users who can betransported (preferably by job classification), who can requesttrips, and who has the authority to approve or deny such requests.

Procedures for booking trips (i.e., how users communicate withthe Flight Department) as well as resolving scheduling conflictsare presented. The mechanics of scheduling are described indetail, stating clearly how the company aircraft will be booked forflights.

Department DeliverablesIn the words of the late business guru Peter Drucker, “What’smeasured improves”. From the onset, a Flight Department needsa means for measuring its output, which basically is transportationthat benefits the corporation. The Flight Department BusinessPlan describes a system for measuring what the FlightDepartment produces and assigns a value to that product.

For example, in addition to tracking classic measures such apassenger miles traveled, the value related to what isaccomplished as a result of travel on the company aircraft isdocumented. When a series of customer visits results in a contractbeing awarded, the value of that contact is a measure of value forthe Flight Department’s deliverable.

Similarly, the Flight Department delivers value when ittransports the firm’s service specialists to a customer’s factory toaddress an emergency breakdown. Placing the right person orteam at the right spot and at the right time has great value.Performance measures of such value should be established,



recorded for each flight, reviewed by the Flight DepartmentManager and included in ad hoc or annual reviews of thedepartment.

Each company will have its own rules for tracking theproductivity of aircraft activity, and those rules should be includedin the Flight Department Business Plan. Although somewhatcontroversial, establishing measures of value and efficiency (suchas David Wyndham presented in his October 2015 AvBuyer article‘MOVE Documentation’ p64) demonstrate insightful management.

Operational Plan and Adherence to Industry StandardsThe purpose of the Flight Department Business Plan is to convincetop management that a Flight Department should be formed, andthat once created it will be well managed. Management shouldunderstand that an Operations Manual specifying day-to-day flightand maintenance procedures will be prepared and will be followedby department personnel. Details of how the company aircraft willbe operated are not necessary or appropriate for the FDBP. It issufficient to state that the department’s Ops Manual will be writtenand in use prior to an aircraft being placed in service, and thatprocedures presented in the Ops Manual will adhere to theregulations of the aviation authority where the aircraft is registered.

Furthermore, industry best practices—such as those specified inInternational Standards—Business Aircraft Operations (IS-BAO)—will be incorporated in the department’s Ops Manual and will befollowed without fail. The business plan should state, however,how the Ops Manual will be generated—either by the AviationManager/Chief Pilot or by engaging specialists in generating OpsManuals.

Safety & SecurityTop management expects—indeed demands—that operation ofthe company aircraft will be safe and secure. The department’sOps Manual addresses those concerns with detailed prescriptionsof how flight and maintenance procedures will be handled.Nevertheless, it is wise to reference the role that safety andsecurity of a company’s most valuable assets—its employees—playin the Flight Department’s daily operations.

Whether expressed or simply lingering in the background, thetopic of safety and security is an ever-present issue on the mind ofexecutives who are asked to approve creation of a FlightDepartment. Leave no doubt that the wellbeing of passengers willalways be priority number one.

Management PlanDescribe how the Flight Department will be integrated into theoverall management structure of the company in a manner similarto other business units. This section of the Flight Department

Business Plan describes the reporting structure of the AviationManager to his or her direct supervisor, be that person the CEO,CFO, head of corporate transportation or other responsible partywithin the company’s hierarchy.

Human Resources and Personnel protocols that apply to otheremployees must be applicable to Flight Department staff, eventhough they work away from the firm’s headquarters or majorfacilities.

Financial PlanWhile providing great value, Business Aviation requires asignificant investment. The Flight Department Business Plan mustidentify acquisition and operational costs, and outline a system fordepartmental cost accounting that is consistent with the company’ssystem of financial management.

For example, because the useful life of a business aircraftusually is longer than the limited time allowed to depreciate thattype of capital asset, care must be taken to convey how the uniqueaspects of aircraft finance fit within the firm’s overall systems forvaluing its assets. Hence the importance of having a system formeasuring the benefits that accrue from using a business aircraft,such as covered in the section above dealing with DepartmentDeliverables. It is wise to consult with specialists in the CFO’s officewhen preparing the financial aspects of the business plan.

Launch PlanA well-presented Flight Department Business Plan expresses thebenefits that will accrue to the company by acquiring a businessaircraft. Be positive. Assume that top management will say yes.Convey that when they do give the go-ahead, the personneltasked with implementing the Plan are ready and fully able toproceed.

Describe how an aircraft would be acquired and placed intoservice. Show that the newly formed Flight Department has a clearpath to follow once top management makes the decision toproceed.

Appendix & Supporting DocumentationEven the best business plan will be challenged—such is the natureof launching something new within a company. Thus statements offact should be supported by credible references.

Final ThoughtA well-crafted Business Plan for the Flight Department addresseseach element of the operation and leaves nothing to chance — aconcept that is well understood by the experienced aviator. �

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

FLIGHT DEPARTMENT � MANAGEMENT



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he case study highlighted in lastmonth’s column referenced the March30, 2008 crash of a Bermuda-registeredCessna Citation 500 at London Biggin

Hill airport. Having departed Biggin Hill, theaircraft was forced to return due to reportedengine vibration. The situation escalated beforethe jet crashed into the side of a nearby house,killing all occupants on board.

We highlighted the findings of the UK AirAccident Investigation Branch (AAIB) that identified

a series of contributory factors, but no probablecauses were given owing to an absence ofFDR/CVR in the cockpit. This month we will lookspecifically at one of the accident’s contributoryfactors.

AAIB’s accident report noted that a relightattempt on the second engine “was probablystarted before the relit first engine had reachedidle speed, resulting in insufficient time for enoughthrust to be developed to arrest the aircraft’s rateof descent before ground impact”.


T

FLIGHT DEPARTMENT � SAFETY

Drawing from the report from a fatal 2008 accident of a Citation 500, Mario Pierobon highlights the essential value of Flight Departments customizing their Ops Manuals.

Practical Steps to Reduce the Likelihood ofHuman Error under Pressure…

Reasons to Customize YourOperations Manual

Safety 1 March16.qxp_Finance 16/02/2016 11:22 Page 1

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

In essence, the analysis related to the enginerelight procedure highlights that an assisted relightof one engine may have been successful in thetime available, but a near simultaneous doubleengine relight was less likely. The report notes thatthe aircraft manufacturer’s ‘Emergency Restart –Two Engines’ checklist states: ‘If No Start in TenSeconds: Either Start Button – Press Momentarily’.

“Had the pilots been using the manufacturer’schecklist it is possible that they misinterpreted therequirement to only start one engine at a time ordid not realise the significance of the need to doso,” says the accident report. “A sense of urgencydue to the proximity of the ground or confusionover the problems they were dealing with mightequally have led to a deliberate attempt to startthe second engine before the first engine hadreached idle speed.

“The effect of doing this would have been todelay the start of both engines. It is probable that,although both engines were operating at impact,they were in the process of accelerating to theirdemanded output and unable to provide sufficientthrust for the aircraft to climb away.”

Check the Checklist…Emphasis in the checklist on completing the restarton one engine before commencing the start of thesecond may have assisted the pilots in the case ofthis accident, according to the report. Operationaldocumentation (including checklists) play a verysignificant role in aligning as closely as possible thebehaviour of pilots to a safe standard of practice.

Some items of documentation, such as aircraft-specific checklists, are supplied directly by aircraftOEMs and are developed taking into account thetechnical systems for operation and principles ofman-machine interaction.

A flight department, however, must not only usedocuments that come fully-customized andapproved for the aircraft, but also must understandhow such information will be applied in practice—especially when crews are faced with anemergency.

One of the main responsibilities of flightdepartment management is to thoroughlydocument the operation so that line operatorsreceive clear guidance as to the expectedoperational standards.

March 2016 - AVBUYER MAGAZINE 91Advertising Enquiries see Page 4 www.AVBUYER.com

“One of the

main

responsibilities

of flight

department

management is

to thoroughly

document the

operation so

that line

operators

receive clear

guidance...”


FLIGHT DEPARTMENT � SAFETY

Ops ManualThis concept holds increasingly true even for non-commercial operators. One of the requirements ofnew EASA regulations for non-commercialoperators of complex aircraft (deadline forimplementation, August 2016) concerns the needfor an Ops Manual, albeit a simplified onecompared to the manual that an AOC holdermust have.

According to regulations, the content of theOps Manual must be presented in a way that canbe used without difficulty with due consideration ofhuman factors principles. The requirement fordocumentation to be easily understood anddeveloped in accordance with human factorsprinciples often is overlooked, however.

Frequently, Ops Manuals are developed so as tobarely repeat the content of the applicableregulations, yet there’s a significant differencebetween regulatory requirements and operationalprocedures (the actual ‘items’ of Ops Manuals).Specifically, a regulatory requirement contains littlemore than a safety objective that must be met; an

effective Ops Manual presents procedures to befollowed in practice that will achieve the safetyobjective. The manual must state the task to beaccomplished, by whom, with the support of whichtools, and when.

While there’s a significant degree ofcommonality among different operators forprocedures that are aircraft (type) specific, type-specific procedures do not require customizationfrom the flight department. (Indeed, Part B of anOperations Manual includes the aircraft flightmanual and all its checklists). The more generalprocedures are documented in Part A of the OpsManual; these are the ones that requirecustomization from a specific Flight Department.

Even checklists that are thorough – such as theone used aboard the ill-fated Cessna Citation 500– are not fail-proof. Clearly, not properlycustomizing an Ops Manual increases risk andneeds to be considered. �

Are you looking for more articles on Safety? Visitwww.avbuyer.com/articles-guides/business-aviation-safety


“The

requirement for

documentation

to be easily

understood and

developed in

accordance

with human

factors

principles often

is overlooked,

however.”



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P093.qxp_Layout 1 17/02/2016 12:30 Page 1

s business jets increase in size fromEntry-Level & Small 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 &Small jet category - the value and flexibility offeredto those who typically fly shorter legs.

Fully-fuelled, an Entry-Level or Small jet canoften barely carry the typical passenger load ofthree persons, unless one or two of them doublesas a crew member. Nevertheless, with the averagemission length below 750 miles and the nominalmaximum-range of Small 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 & Smalljets 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 Small 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 & Small jet.

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

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 & Small Jet Price GuideThe following Entry-Level & Small Jets Retail PriceGuide represents current average values publishedin The Aircraft Bluebook – Price Digest. The studyspans a twenty year period, from 1996 throughwinter 2015, and covers 32 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 Hawker 400XP average valuereported in the winter 2015 edition of Bluebookshows $2.05 million for a 2007 model, $1.85 millionfor a 2006 model and so forth.

Small & Entry-Level 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 & Small Jet models can be referred to,

beginning on page 98of this issue.

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

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

Values Intro.qxp_Finance 16/02/2016 16:46 Page 1

www.AVIATIONADVISORSINTL.COM

2004 GULFSTREAM G550 sn: 5033 reg: VP-BNR

BEST VALUE ON LOW TIME G550! TT: 1,900 hrs. - RR BR-710 Engines,

Fresh Annual July 2015, 96 mo. Inspection due 2020,

Secureplane 450 Security System

1988 HAWKER 800A WITH API WINGLETS sn: TBD reg: TBD

COMFORT & PERFORMANCE TT: 9,950 hrs. - TSN: 6,300 - TFE-731-5R-1H

Engines enrolled in MSP-Gold, G-Inspection & 8 year X-Ray c/w June 2012

Honeywell Mark VII TAWS A , Honeywell Mark VII TAWS A

CITATION STALLION (2007 CONVERSION) sn: 500-153 reg: N2RM

PERFORMANCE WITH NEAR NEW ENGINES TT: 7,350 hrs. - TSN: 384 - Williams FJ44-2A

Phase 1-5 c/w May 2015,

Upgraded Avionics Package

1982 WESTWIND I sn: 378 reg: N481NS

ENGINES ON MSP GOLD TT: 7,700 hrs. Honeywell TFE731-3-1G

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RVSM, Teledyne A of A , C check c/w 7/14

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2004 GULFSTREAM G550 sn: 5033 reg: VP-BNR

BEST VALUE ON LOW TIME G550! TT: 1,900 hrs. - RR BR-710 Engines,

Fresh Annual July 2015, 96 mo. Inspection due 2020,

Secureplane 450 Security System

1988 HAWKER 800AWKER 800AWKER A WITH API WINGLETS sn: TBD reg: TBD

COMFORT & PERFORMANCE TT: 9,950 hrs. - TSN: 6,300 - TFE-731-5R-1H

Engines enrolled in MSP-Gold, G-Inspection & 8 year X-Ray c/w June 2012

Honeywell Mark VII TAWS A , Honeywell Mark VII TAWS A

CITATION STALLION (2007 CONVERSION)sn: 500-153 reg: N2RM

PERFORMANCE WITH NEAR NEW ENGINES TT: 7,350 hrs. - TSN: 384 - Williams FJ44-2A

Phase 1-5 c/w May 2015,

Upgraded Avionics Package

1982 WESTWIND I sn: 378 reg: N481NS

ENGINES ON MSP GOLD TT: 7,700 hrs. Honeywell TFE731-3-1G Honeywell TFE731-3-1G

Collins Avionics, Hi/Rel Engine Mods,

RVSM, Teledyne A of A , C check c/w 7/14

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Aviation Advisors March.qxp_Layout 1 18/02/2016 13:01 Page 1

Entry Level & Small Jets Average Retail Price Guide

BEECHCRAFT PREMIER 1A 2.8 2.6 2.3 2.0 1.8 1.7 1.6

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR 6.7 6.2 5.8 5.3 4.8 4.2 3.8

BOMBARDIER LEARJET 45 3.8 3.5

BOMBARDIER LEARJET 40XR 5.3 4.8 4.2 3.5 3.2 3.0 2.6

BOMBARDIER LEARJET 40 2.8 2.4

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 12.0 10.0 8.0 7.5 7.0 6.5 6.0 5.5

CESSNA CITATION XLS 560 5.5 5.0 4.8 4.5

CESSNA CITATION ENCORE+ 560 4.7 4.3 4.0

CESSNA CITATION V ENCORE 560 3.7

CESSNA CITATION EXCEL 560-XL

CESSNA CITATION V ULTRA 560

CESSNA CITATION BRAVO 550 2.7

CESSNA CITATION CJ4 525C 9.0 8.0 7.6 7.2 6.8 6.5

CESSNA CITATION CJ3+ 525C 7.7

CESSNA CITATION CJ3 525B 7.5 6.8 6.1 5.8 5.4 5.1 4.8 4.6 4.4 4.2

CESSNA CITATION CJ2+ 525A 7.0 6.1 5.8 5.3 5.0 4.5 4.2 4.0 3.7 3.4

CESSNA CITATION CJ2 525A 3.0

CESSNA CITATION M2 525 4.7 4.2 4.0

CESSNA CITATION CJ1+ 525 3.3 3.1 2.9 2.7 2.5 2.3

CESSNA CITATION CJ1 525

CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510 3.4 2.8 2.4 2.2 2.1 2.0 1.9 1.8 1.7 1.6

ECLIPSE 550 2.995 2.750

ECLIPSE 500 2.6 1.9 1.8 - - 1.1 0.9 0.7

EMBRAER PHENOM 300 8.995 8.7 8.1 7.6 7.3 6.8 6.7

EMBRAER PHENOM 100E 4.161 3.8

EMBRAER PHENOM 100 3.5 3.3 3.0 2.7 2.4 2.2

HAWKER 400XP 2.550 2.350 2.150 2.050 1.850

HAWKER BEECHJET400A

NEXTANT 400XTI 5.150 4.7 4.0 3.4 3.2

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

MODEL

MODEL YEAR $

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values.qxp_RPG 16/02/2016 16:49 Page 1

Winter 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

MODEL YEAR $

BEECHCRAFT PREMIER 1A

1.5 1.4 1.3 1.2 1.I BEECHCRAFT PREMIER 1

3.4 3.3 3.0 BOMBARDIER LEARJET 45XR

3.2 3.0 2.6 2.4 2.3 2.2 2.1 2.0 BOMBARDIER LEARJET 45

2.2 BOMBARDIER LEARJET 40XR

2.0 1.8 BOMBARDIER LEARJET 40

1.550 1.450 1.350 1.250 1.150 1.050 1.0 0.950 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

3.9 3.7 CESSNA CITATION XLS 560

CESSNA CITATION ENCORE+ 560

3.5 3.3 3.0 2.8 2.7 2.6 CESSNA CITATION V ENCORE 560

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

1.7 1.6 1.5 1.4 CESSNA CITATION V ULTRA 560

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

CESSNA CITATION CJ4 525C

CESSNA CITATION CJ3+ 525C

4.0 3.8 CESSNA CITATION CJ3 525B

3.2 CESSNA CITATION CJ2+ 525A

2.9 2.8 2.7 2.6 2.5 2.4 CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525

2.1 CESSNA CITATION CJ1+ 525

1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION CJ1 525

1.3 1.250 1.2 1.150 CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510

ECLIPSE 550

ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100E

EMBRAER PHENOM 100

1.650 1.450 1.350 HAWKER 400XP

1.350 1.250 1.150 1.050 1.0 0.950 0.900 0.850 HAWKER BEECHJET 400A

NEXTANT 400XTI

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values.qxp_RPG 16/02/2016 17:12 Page 2

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

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

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

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

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

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

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

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

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

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

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

SpecificationsPerformance Range:• Range (4 Pax) - The maximum IFR range

of the aircraft with four passenger seatsoccupied. This uses the NBAA IFR alter-nate fuel reserve calculation for a 200N.Mi. alternate. This is used for jet andturboprop aircraft.

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

• VFR Range - Seats Full is the maximum

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

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

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

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

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

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

EnginesThe number of engines, manufacturer andmodel are shown.

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

much more comprehensive and informative,providing more aircraft types and models andincluding variable cost numbers for all models.This month’s category of aircraft - Small Jets

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

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

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

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

Aircraft Performance& SpecificationsSmall & Entry Level Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs Intro.qxp_AC Specs Intronov06 16/02/2016 16:45 Page 1

Corporate Concepts International, Inc.

� Fresh 180 / 60 Month and 500 Hr Inspections

� $900,000 Primus Elite Deck Upgrade

� 14 passenger, Forward and Aft Lav, Office in the Sky

� Engines on RRCC - Airframe / APU on Smart Parts

� Batch 3, ADS-B In/Out & FANS-1/A Upgrades

Global Express – Sale, Lease,Lease/Purchase

Global 5000 for leaseSee www.flycci.com

Also Available - Global 6000, Challenger 300, Eurocopter AS355F-2,Citation Mustang, Eurocopter EC-120B, Agusta AW109

Larry Wright+1 704 906 3755

Chris Zarnik+1 919 264 6212

Shailon Ian+55 (21) 982 -010605

Fernando Garcia+52 55 54077686

Dennis Blackburn+1 832 647 7581

� B737-200 – 24 seats, 7,500 hours total time, Never an airliner

� Super B727-200 Valsan – 39 seats, 4,000 NM range

� DC-8-62 – Offered with Fresh Inspections, 6,000 NM range

� BBJ – Call for details

� Also available – A340, A330, A320 VIP aircraft

Large Cabin VVIP Aircraft Available

� 16 Passenger Interior with Airstair Door

� Fresh 144 Month Inspection and

� Fresh Landing Gear Overhaul by Embraer

� Engines on RRCC - Airframe on EEC

� Low Total Time - Sale, Lease, Lease Purchase

Embraer EMB-135LR

� Priced to sell – Lease Possible

� Less than 2,000 hours total time

� Eight passenger configuration

� Enrolled in ProPart, PowerAdvantage and AuxAdvantage

� Call for details or see www.flycci.com

Off Market Citation Sovereign

Corporate Concepts 2 March.qxp 18/02/2016 12:44 Page 1


BEECHCRAFT BEECHJET 400A

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

BEECHCRAFT HAWKER 400XP

BEECHCRAFT HAWKER 400XPR

BEECHCRAFT PREMIER I

BEECHCRAFT PREMIER IA

BOMBARDIER LEARJET 31A

BOMBARDIER LEARJET 31A/ER

BOMBARDIER LEARJET 40

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 45

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M. (4 PAX)

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

SMALL & ENTRYLEVEL JETS


$2,142.86

4.8

4.9

15.6

305

4.16

2.41

30

26

2

7

16100

15700

10915

4912

473

2085

1180

1318

4600

5083

4020

560

458

449

410

2

JT15D-5

$2,111.52

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10985

4912

603

2015

1180

1318

4600

5025

4020

560

450

450

410

2

JT15D-5R

$1,740.51

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10900

4912

688

2100

1351

1817

4030

5237

5000

620

450

450

425

2

FJ44-4A-32

$1,635.61

5.4

5.5

13.6

285

4.16

2.125

23

55

2

6

12500

11600

8565

3611

414

1435

850

1072

4650

5208

4000

948

461

426

370

2

FJ44-2A

$1,622.23

5.4

5.5

13.6

285

4.167

2.125

23

55

2

6

12500

11600

8600

3670

320

1400

850

1072

4650

5208

4000

948

454

426

370

2

FJ44-2A

$2,348.04

4.35

4.95

12.9

281

4.16

3

40

-

2

6

17200

16000

11203

4124

1873

2297

1211

1251

3800

4200

5110

1610

462

441

417

2

TFE 731-2

$2,348.63

4.35

4.95

12.9

281

3.75

3

30

-

2

6

17700

16000

11247

4653

2000

2253

1480

1480

3800

4200

4890

1515

462

441

417

2

TFE 731-2

$2,255.37

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1631

4330

4033

2820

710

465

436

428

2

TFE 731-20AR

$2,267.54

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1601

4680

4060

2820

394

465

436

432

2

TFE 731-20BR

$2,301.38

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1889

4350

4063

2800

590

465

436

416

2

TFE 731-20AR

AircraftPer&SpecMarch16.qxp_PerfspecDecember06 16/02/2016 16:19 Page 1

General Aviation March.qxp_Layout 1 16/02/2016 11:17 Page 1

BOMBARDIER LEARJET 45XR



CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS










ENGINES #

ENGINE MODEL

$2,341.09

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1841

5040

4105

2630

589

465

436

432

2

TFE 731-20BR

$1,739.04

4.7

4.8

15.75

292

4.25

2

28

46

2

7

14800

13500

9375

4824

801

1925

1290

1610

4160

4295

3190

845

405

405

335

2

PW530A

$1,534.70

4.8

4.83

11

205

4.25

2

4

51

2

5

10400

9700

6950

3220

330

1450

750

865

4010

4333

3311

868

377

364

302

2

FJ44-1A

$1,435.60

4.75

4.83

11

201

4.25

2

8

51

2

5

10600

9800

7050

3220

430

1350

775

887

4220

4407

3230

850

381

381

307

2

FJ44-1A

$1,457.15

4.75

4.83

11

201

4.25

2

-

45

2

5

10700

9900

7035

3220

545

1365

895

1022

3990

4135

3290

906

389

389

307

2

FJ44-1AP

$1,520.36

4.75

4.83

13.58

248

4.25

2

4

70

2

6

12375

11500

7900

3932

668

1400

1075

1331

3820

4628

3870

1160

413

413

344

2

FJ44-2C

$1,601.03

4.75

4.83

13.58

248

4.25

2

-

65

2

6

12500

11525

7980

3930

715

1720

1194

1452

3810

4645

4120

1004

413

413

351

2

FJ44-3A-24

$1,700.73

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1748

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$1,680.03

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1748

3440

4203

4478

1090

417

417

348

2

FJ44-3A

CESSNA CITATION BRAVO

CESSNA CITATIONJET

CESSNA CITATION CJ1

CESSNA CITATION CJ1+

CESSNA CITATION CJ2



CESSNA CITATION CJ3



SMALL & ENTRY LEVEL JETS


2008 Hawker 900XPS/N: HA-21. Reg: N889QS4,823 Hours since NewAirshow 410AirCell ATG5000 High Speed InternetEnrolled on MSPPartial Interior Refurbishment May-2015Paint Touch up in 2014

2009 Hawker 4000S/N: RC-19. Reg: N163DK1,448 Hours since NewBlock Point Inspections / Load 20Mod-Output CompletedLump Inspections cw. Feb. 2015Honeywell-Primus Avionics Suite

1999 Hawker 800XPS/N: 258416. Reg: N895TM11,787.9 Hours since NewEngines enrolled on MSPAircell Wi-FiPart 135No Damage History

Unique in Experience, Global in Scope.

2006 Gulfstream G200S/N: 0150. Reg: EC-KCA1,978.5 Hours since New

Powered by two Pratt & Whitney306A EnginesIridium Communications System

Honeywell Laserref V IRSAirshow 4000Equipped with a Jump seat

Hatt & Associates: Global Aviation SalesAcquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | San Jose | Dubai

1-720-477-1204hattaviation.com

Hatt & Associates March.qxp_Layout 1 16/02/2016 11:18 Page 1

CESSNA

CITA

TION

CJ4


SMALL & ENTRYLEVEL JETS


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS










ENGINES #

ENGINE MODEL

$1,970.13

4.75

4.83

17.3

293

4

2

6

71

2

7

17110

15660

10350

5828

1052

2150

1667

2022

3500

3978

3858

1248

454

454

380

2

FJ44-4A

$2,067.63

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16630

15200

10525

5400

905

2075

1410

1695

3920

4195

4740

1440

430

430

372

2

PW535A

$2,416.04

5.7

5.5

18.5

422

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1786

4060

4917

3790

699

433

433

373

2

PW545A

$2,343.14

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1871

3910

4738

3500

800

433

433

373

2

PW545B

$2,302.54

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1896

3910

4738

3500

800

440

440

373

2

PW545C

$1,015.37

4.5

4.58

9.8

163

3.8

2

6

57

1

4

8645

8000

5550

2580

600

1200

718

800

3380

3683

3010

870

340

340

319

2

PW615F

$1,395.31

4.75

4.83

11

201

4.25

2

-

43.1

2

6

10700

9900

7000

3296

504

1400

694

1074

3250

4125

3698

1075

404

379

331

2

FJ44-1AP

$661.53

4.07

5.08

11.48

170

4.12

2.05

-

23.5

1

4

6000

5550

3730

1980

330

1170

747

-

-

-

2000

-

300

295

210

1

FJ33-5A

CESSNA

CITA

TION

ENCORE

CESSNA

CITA

TION

EXCEL

CESSNA

CITA

TION

XLS

CESSNA

CITA

TION

XLS+

CESSNA

CITA

TION

MUSTANG

CESSNA

CITA

TION

M2

CIRRUS VISION SF50



$2,021.11

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16830

15200

10460

5400

1170

2390

1494

1712

3920

4182

4620

1400

430

430

372

2

PW535B

CESSNA

CITA

TION

ENCORE +


Year Model Serial No.2000 Astra SPX 130

1990 Challenger 601-3A 5066

1991 Challenger 601-3A/ER 5086

1997 Challenger 604 5349

2002 Challenger 604 5549

2011 Citation CJ3 525B-0357

1996 Citation X 750-0011

2000 Falcon 900EX 56

2006 Global 5000 9176

1987 Gulfstream GIV 1008

2002 Gulfstream GIVSP 1495

2009 Gulfstream G150 255





2015 Gulfstream G650 TBA

2001 Hawker 800XP 258507

2000 Learjet 45 079

2005 Learjet 45XR 282

2001 Learjet 60 211

2011 Phenom 100 50000223

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

WASHINGTON DC571.933.7393

Jeteffect Inventory March.qxp 18/02/2016 09:43 Page 1

ONE AVIATION ECLIPSE 550


SMALL & ENTRY LEVEL JETS


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS










ENGINES #

ENGINE MODEL

$888.59

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

574

2898

5173

2575

780

371

369

330

2

PW610F-A

$927.22

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

574

2898

5173

2575

780

371

369

330

2

PW610F-A

$1,151.71

4.92

5.08

11

212

4.86

2.04

10

60

1

5

10472

9766

7132

2804

580

1312

915

1045

3040

4068

3061

702

390

371

333

2

PW617F-E

$1,151.84

4.94

5.08

11

212

4.86

2.04

10

60

1

5

10582

9877

7220

2804

602

1334

917

1045

3479

4110

3061

702

390

371

333

2

PW617F-E

$1,757.53

4.92

5.08

17.17

324

4.86

2.42

19

66

2

7

17968

16865

11783

5353

942

2216

1811

1974

3138

3700

3335

1044

444

430

383

2

PW535E

$1,134.90

4.94

5

12

-

-

-

-

66

1

5

9963

-

-

-

-

-

1035

-

-

-

3990

-

420

420

-

2

HF120

$1,678.92

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10531

4912

1057

2469

1527

1716

4600

4045

5000

995

471

460

405

2

FJ44-3AP

$1,623.06

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10950

4912

638

2050

1527

1716

4030

5237

5000

845

460

447

406

2

FJ44-3AP

ONE AVIATION TOTAL ECLIPSE 500

EMBRAER PHENOM 100

EMBRAER PHENOM 100E

EMBRAER PHENOM 300

HONDA AIRCRAFT HA-420 HONDAJET

NEXTANT AEROSPACE 400XT

NEXTANT AEROSPACE 400XTi



$923.94

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

574

2898

5173

2575

780

371

369

330

2

PW610F-A

ONE AVIATION ECLIPSE 500

�


OFFICESWORLDWIDE

FT. LAUDERDALE(Invoicing/Contracting Address)

1120 NW 51st CourtFt. Lauderdale, FL 33309 USA

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

CHARLOTTE

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

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

SÃO PAULO

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

Tel: +55 (11) 3588-0311

LONDON

Conway House - CranfieldMK43 0FQ - United Kingdom

Tel: +44 (1234) 817-770

B R O KE R AG E | AC Q U I S I T I O N S | SA L E S | M A N AG E M E N T

Visit our website: www.scross.comEmail: [email protected]

www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

GLOBALLY INTIMATE.

36.8 TT • Engines on RRCCAPU on MSP Gold • Over 1M in optional equipment

2015 Gulfstream G650ER • s/n 6152 • VP-CMM

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD • Fwd and Aft Lavs

2008 Falcon 2000LX • s/n 0157 • N107RG

2900 TTSN • Engines on Rolls Royce Corporate Care • Cessna Maintained • Cescom • NDH

2002 Citation X • s/n 185 • N750DD

1800 TTSN • Engines and APU on MSP • Dual UNS 1-E • NDH • CAMP

2007 Lear 45XR • s/n 353

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

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

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

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

All new woodwork and metal plating • Upgraded FMS’s with WAAS / LPV • ADS-B / USB Data Loader • Recent C check and Paint by Falcon in 2013 • PPI in Progress at Falcon

• AVIATOR 200 Swift Broadband and Hotboxx Media Server

1996 Falcon 2000 • s/n 6 • N954SC

API Winglets • 4450 TT Since NewJSSI for Engines & APU

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

2000 Falcon 50EX • s/n 286 • N286ZT

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

2008 Lear 60XR • s/n 343 • N343EC

6675 TT • MSP Gold • Fresh A/B/C Inspections • New Paint / Partial Interior Refurbishment December 2015 • TRs • Raisebeck Locker

1998 Lear 31A • s/n 157 • N800CK

9:15 AM

SCA March.qxp_Layout 1 16/02/2016 11:21 Page 1

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

Challenger 605. The field in this comparative studyincludes Dassault’s Falcon 2000LX business jet.

Brief HistoryBombardier introduced its Challenger 604 in 1996 as amajor upgrade on the Challenger 601 design, incorporat-ing more powerful engines, larger fuel supply, a com-pletely new undercarriage, structural improvements to itswings and tail, and a new electronic flight instrumenta-tion system.

Ten years later the Challenger 605 was introducedwith an avionics and structural upgrade over theChallenger 604. The structural improvements includedlarger cabin windows, while cockpit instrumentation was

updated and electronic flight bag capability added. Thismodel can be visually identified by a new, rounded tail-cone. Today there are an aggregated total of 648Challenger 605 and 604 aircraft in service. TheChallenger 605 ceased production in 2014 whenBombardier introduced the Challenger 650.

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

O

Aircraft Comparative Analysis: Bombardier Challenger 605


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 twopopular large cabin business jets for the purpose of valuing the Bombardier Challenger 605.

Table A - Challenger 605

AirCompAnalysis March.qxp_ACAn 16/02/2016 11:58 Page 1

Specifications subject to verification upon inspection, aircraft subject to withdrawal from the market.

Beautiful, Modern and Well-EquippedPerfect Adjectives to DescribeChallenger 605 S/N 5746

• New Paint and Interior June 2015 • On Smart Parts • Engines on GE OnPoint, APU on MSP

• Triple FMS, Triple IRS • ADS-B Out Equipped • Collins TCAS 7.1, • Link 2000+,

• Aircell ATG-5000 Wi-Fi • Datalink with Inmarsat SatCom Interface • 2400-Hr. & 96-Mo.

Inspections c/w June 2015 • Currently Operating Part 135 • 12 passenger, 2,075 Hours TTAF

L e a d i n g E d g e Av i a t i o n S o l u t i o n s Te l i n U S : 2 0 1 - 8 9 1 - 0 8 8 1a i r c r a f t s a l e s@ l e a s . c om www. l e a s . c om

Leading Edge March.qxp_LEAS 18/02/2016 09:48 Page 1

Worldwide AppealThere are 279 wholly-ownedChallenger 605 aircraft in opera-tion globally. In addition there arethree CL605s in shared-owner-ship and three in fractional-own-ership (aggregated total 285units). Within the operationalfleet, 33 (11.8%) are leased,according to JETNET.

By continent, North Americahas the largest fleet percentage(53%), followed by Asia (22%)and Europe (20%) accounting fora combined total of 95% of theworld’s fleet.

Payload & RangeThe data contained in Table B(top, right) are published byConklin & de Decker, but alsosourced from the May 2015 issueof B/CA. As we have mentionedin past articles, a potential opera-tor should focus on payloadcapability as a key factor. TheCL605 ‘Available Payload withMaximum Fuel’ at 1,298 lbs isless than the Falcon 2000LX at1,590 lbs of payload capability.

In addition, fuel usage byeach aircraft is depicted. TheChallenger 605 burns more, at310 gallons per hour (GPH). TheFalcon 2000LX by comparison isthe more frugal (252 GPH),according to data sourced fromAircraft Cost Calculator.

Cabin Cross SectionsAccording to Conklin & deDecker, the CL605 cabin volumeis 1,146 cubic feet (length, 28.4ft.). The Falcon 2000LX is smallerin cabin volume (1,028 cu. ft.) butgreater in length at 31.2 ft. ChartA, middle left (courtesy ofUPCAST JETBOOK) offers across-section comparison, andreveals the CL605 has a widercabin, while the Falcon 2000LXoffers a slightly taller cabin.

Range ComparisonAs depicted by Chart B (left) andusing Witchita, Kansas as the ori-gin point, the CL605 showsalmost identical range coveragecompared to the Falcon 2000LX,per Aircraft Cost Calculator (ACC)data. Both Aircraft easily cover allof North America non-stop.

Note: For jets and turboprops,

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm) 4 Pax

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Challenger 605

Falcon 2000LX

19,852

16,660

310

252

4,850

4,950

1,298

1,590

4,063

4,095

3,010

2,905

48,200

42,800

Chart A - Cabin Cross-Sections

Table B - Payload & Range



Bombardier Challenger 605 3662.100 NmDassault Falcon 2000LX 3721.580 Nm

Bombardier Challenger 605

Source: UPCAST JETBOOK

Chart B - Range Comparison

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

Dassault Falcon 2000LX


‘Seats-Full Range’ represents themaximum IFR range of the air-craft at Long-Range Cruise withall passenger seats occupied.ACC assumes NBAA IFR fuelreserve calculation for a 200nmalternate. The lines depicted donot include winds aloft or anyother weather-related obstacles.

Powerplant DetailsThe CL605 is powered by twoGeneral Electric CF34-3B engineswith a thrust rating of 8,929 lbst.The Falcon 2000LX business jet ispowered by two Pratt & WhitneyCanada PW308C engines eachoffering less thrust (7,000 lbst).

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

Note: Fuel price used fromthis source does not represent anaverage price for the year.

Chart C (top, right) details‘Cost per Mile’ and compares theCL605 to its competition, factor-ing direct costs and with each air-craft flying a 1,000nm missionwith a 1,600 lbs (eight passen-gers) payload. The CL605 showsthe highest cost per nautical mileat $6.28 compared to $5.56 forthe Falcon 2000LX. This is a dif-ference of 72 cents per nauticalmile.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (middle, right) isdefined as the Cost of FuelExpense, Maintenance LaborExpense, Scheduled PartsExpense and Miscellaneous TripExpense. The Total Variable Costfor the CL605 computes at$2,772 per hour, 17.2% morethan the Falcon 2000LX at $2,365per hour.

Aircraft Comparison TableTable C (right) contains the pre-owned prices from Vref Pricing

Chart C - Cost Per Mile

Chart D - Variable Cost

$0Challenger 605

Falcon 2000LX

US $ per hour

$2,772 $2,365QQ

$1,000 $2,000


$0Challenger 605

Falcon 2000LX

US $ per nautical mile

$6.28 $5.56QQ

$2.00 $6.00 $4.00

Table C - Aircraft Comparison

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07

Long RangeSpeed(kts)

CabinVolume(cu ft.)

Used Vref

Price US$m 2012

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax P/L

w/avail fuelVFR range

(nm)

Challenger 605

Falcon 2000LX

425

441

1,146

1,028

3,010

2,905

285

131

7.0%

10.7%

5

2

$16.0

$22.5

Data courtesy of Conklin & de Decker, JETNET; Vref; Aircraft Cost Calculator. *Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET


Table E - Part 91 & 135 MACRS Schedule

Guide for a 2012 productionmodel of each aircraft. The aver-age speed, cabin volume andmaximum payload values arefrom Conklin & de Decker andAircraft Cost Calculator, while thenumber of aircraft in-operationand percentage ‘For Sale’ are asreported by JETNET.The CL605 has 7% of its fleet

currently ‘For Sale’ and theFalcon 2000LX has 10.7% ‘ForSale’. Additionally, the averagenumber of pre-owned transac-tions (sold) per month is higher at5 per month for the CL605 thanthe Falcon 2000LX (2 per month).

Depreciation ScheduleAircraft that are owned and oper-ated by businesses are oftendepreciable for income tax pur-poses under the ModifiedAccelerated Cost RecoverySystem (MACRS). Under MACRS,taxpayers are allowed to acceler-ate the depreciation of assets bytaking a greater percentage ofthe deductions during the firstfew years of the applicable recov-ery period (see Table D, top, left).In certain cases, aircraft may

not qualify under the MACRS sys-tem and must be depreciatedunder the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-line method,meaning that equal deductionsare taken during each year of theapplicable recovery period. Inmost cases, recovery periodsunder ADS are longer than recov-ery periods available underMACRS.There are a variety of factors

that taxpayers must consider indetermining if an aircraft may bedepreciated, and if so, the correctdepreciation method and recov-ery period that should be utilized.For example, aircraft used in char-ter service (i.e. Part 135) are nor-mally depreciated under MACRSover a seven year recovery periodor under ADS using a twelve yearrecovery period.Aircraft used for qualified

business 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-



MACRS SCHEDULE FOR PART 91Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

2012 Bombardier Challenger 605 - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$16

1

20.00 %

$3.2

$12.8

$3.2

2

32.00 %

5.1

7.7

8.3

3

19.2 %

3.1

4.6

11.4

4

11.5 %

1.8

2.8

13.2

5

11.5 %

1.8

0.9

15.1

6

5.8 %

0.9

0

16.0

2012 Bombardier Challenger 605 - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$16

1

14.3 %

$2.29

$13.71

$2.3

2

24.5 %

3.92

9.80

6.2

3

17.5 %

2.80

7.00

9.0

4

12.5 %

2.00

5.00

11.0

5

8.9 %

1.43

3.57

12.4

6

8.9 %

1.43

2.14

13.9

7

8.9 %

1.43

0.71

15.3

8

4.5 %

0.71

0.00

16.0

Chart E - Value & Demand The Market for a Used Challenger 605Compared to Falcon 2000LX

Table D - Part 91 & 135 MACRS Schedule


ery period. There are certain usesof the aircraft, such as non-busi-ness flights, that may have animpact on the allowable depreci-ation deduction available in agiven year.Table E (center left), mean-

while, depicts an example ofusing the MACRS schedule for a2012 Challenger 605 aircraft inprivate (Part 91) and charter (Part135) operations over six andeight-year periods, assuming aused retail value of $16m, perVref Pricing guide.

Asking Prices vs Age,Airframe Total Time &QuantityChart E, sourced from the Multi-dimensional Economic EvaluatorsInc. (www.meevaluators.com),shows a Value and Demand chartfor the pre-owned CL605. Thecurrent pre-owned market for theCL605 aircraft shows a total of 24aircraft ‘For Sale’ with nine dis-playing an asking price, thus wehave plotted them.

We also added the usedFalcon 2000LX and CL604 busi-ness jets in our study group withasking prices ranging from$5-24m. The equation that wederived from these asking pricesand other criteria used shouldenable sellers and buyers to com-pare, and perhaps adjust theirofferings, if necessary.

While each serial number isunique, the airframe total hours(AFTT) and age/condition willcause great variations in price.For example, Chart E shows oneFalcon 2000LX ’For Sale’ with 948hours AFTT, and one CL605 with2,194 hours AFTT. The objectiveis to determine how to use thedemand curve when no askingprices are provided. These twoestimated prices suggest thatone is underpriced and the other

is overpriced. (Of course, the finalnegotiated price remains a mat-ter between the seller and buyerprior to sale completion).

Demand and Value are onopposite sides of the same Priceaxis. Thus, the market for usedCL605 and Falcon 2000LX jetsresponds to at least four features:Years, Airframe Total Time (AFTT),Quantity and Asking Prices. Ourcalculations indicate that each air-plane in our study loses about$498 for every hour that it flies.

Productivity ComparisonsThe points in Chart F (above) arecentered on the same aircraft.Pricing used in the vertical axis isas published in the Vref PriceGuide. The productivity indexrequires further discussion in thatthe factors used can be some-what arbitrary. Productivity can bedefined (and it is here) as themultiple of three factors:1. Range with full payload and available fuel;

2. The long range cruise speed flown to achieve that range;3. The cabin volume available for passengers and amenities.

Others may choose differentparameters, but serious businessaircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. After con-sideration of the Price, Range,Speed and Cabin Size, we canconclude that the Challenger 605displays a high level ofproductivity.

Popular attributes of theChallenger 605 are a larger cabinvolume and significantly lowerpurchase price compared to theFalcon 2000LX. As mentionedabove, while each jet offers simi-lar range, the CL605 exhibits ahigher fuel usage (GPH), cost permile and cost per hour.Compared with the Falcon2000LX, the CL605 also has alower available payload withfull fuel.

Operators should weigh theirmission requirements preciselywhen picking the option that isthe best for them.

SummaryWithin the preceding para-graphs we’ve touched uponseveral of the attributes thatbusiness aircraft operatorsvalue.

There are other qualitiessuch as airport performance,terminal area performance, andtime to climb that might factorin a buying decision, however.

The Bombardier Challenger605 continues to be verypopular today. Those operatorsin the market should find thepreceding comparison useful.Our expectations are that theCL605, which starteddelivering in 2006 and ceasedproduction in 2014, willcontinue to do very well onthe used jet market for theforeseeable future. �

Chart F - Productivity


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Index

Pric

e (M

illio

ns)

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

0.0000

$30.0

$20.0

$10.0

$0.0 1.0000 2.0000 3.0000

2012 Challenger 605

2012 Falcon 2000LX



he performance of its three TFE731-3-1D engines allows this midsize Falcon50 to take off from most airports withrunways of 5,000’ or longer, and once

airborne, carry its passengers an impressive3,147nm, providing transcontinental reach withinthe US.

However, when purchasing a Falcon 50 there areseveral factors for a buyer to consider. “A keyconsideration for prospective Falcon 50 owners ischecking the maintenance status of the airplane,”reveals John Koltes, Jet Trader Group.

“The maintenance status of an aircraft can makethe value fluctuate by as much as $1.0m. The twobig maintenance expenses on the Falcon 50 are the12-year gear overhaul requirement and the 6-year‘C’ check airframe inspection. A prospective buyershould be aware of these as well as when they willcome due on a prospective purchase.”

Koltes also encourages prospective buyers toconsider purchasing a Falcon 50 that has upgradedengines and avionics. These aircraft will sell foraround $600-800k more than the unimprovedmodels and offer new owners a turn-key solution to

T

Because of its popularity and the steady demand for theFalcon 50 since its 1980 introduction, there have been several

upgrades developed for this versatile business jet, notes John Koltes, President & Owner, Jet Trader Group...

There’s Life in the Old Falcon 50 Yet…

What are the Pros and Cons to Consider Before Buying One?

COMMUNITY NEWS � BIZAV REVIEW

John Koltes is thefounder of Jet TraderGroup, based in NorthTexas. As an experiencedChief Pilot with jetaircraft managementexpertise, John’s passionis helping others find theright aircraft for theirmission with the highestlevel of service andintegrity. John formerlyserved in the Texas AirNational Guard.

Community News 1 Feb16.qxp_Layout 1 17/02/2016 10:50 Page 1

Boutsen March.qxp_Layout 1 16/02/2016 11:23 Page 1



modern avionics. “As new avionicsmandates are required, the more modernavionics suites will invoke less downtimeand expense to meet those mandates,”noted Koltes.

The original Falcon 50 was deliveredwith an analog Collins avionics package,but has since gone through severalchanges to include Collins EFIS 86,Proline II, Proline IV and most recently –and still readily available – the Proline 21avionics suite, which provides flight crewsthe advantages of a modern, fullyintegrated glass flight deck. “Pilotsituational awareness is dramaticallyimproved with the Proline 21 suite,therefore improving safety, and making ita must-have for any purchaserconsidering a Falcon 50,” Koltes outlines.

PowerplantsSimilar to the avionics, there have beenseveral engine upgrades made availablefor the Falcon 50. The original enginesare Honeywell TFE731-3-1D seriesengines, which provide 3,700lbs of thrustand require hot section inspections (MPI)every 1,400 hours and an engineoverhaul (CZI) every 4,200 hours.

The -3D-1C, -4-1C, and TFE731-40engine upgrades offer the Falcon 50owner better performance, increased fuelefficiencies, longer range, and reducedmaintenance costs while changing theinspection requirements for the MPIinspection to a 2,100-hour interval. Thusonly one hot section inspection is

required between engine overhauls,saving a prospective owner significantmaintenance outlay.

The -3D-1C engine upgrade wasperformed on several early Falcon 50s,while the TFE731-40 was a standardinstallation on Falcon 50EX models. Mostengines are either enrolled on theManufacturer’s Service Plan (MSP) or JetSupport Services, Incorporated (JSSI)engine plans. A summary of thedifferences in the engine performanceparameters can be seen in Table A(below).

Cabin ConfigurationWith an interior measuring 23.5ft (length)x 6.1ft (width) x 5.9ft (height), the typicalcabin for a Falcon 50 modelaccommodates nine passengers.Configurations vary, but most consist of aforward galley, forward four-place

executive club seats, and aft two-placeclub seats across from a three-placedivan.

“The most desirable configuration alsoincludes a lavatory located in the aftcabin,” Koltes adds. “Occupants’baggage is never an issue when youconsider the extra-large externalbaggage compartment.”

Market SummaryFalcon 50s are available in a wide pricerange from around $1.0-7.4m, and fromthe details posted above, you can seewhat contributes to the variation in pricefrom one model to the next. Early modelFalcon 50 prices appear to have leveledoff in the market while the later modelscontinue to see quarterly price declines,according to Vref.

“With the upgrades available for theearly models, prospective owners canfind great value in an early model Falcon50 with engines upgraded to the -3D-1Cstatus, and a Proline 21 avionics suite canbe purchased for under $2.0m,”summarizes Koltes. “At that price point, anew owner can purchase a great aircraft,add some more value to the jet withwinglet options and advanced cabinentertainment systems, and still payless than they would for a late modelFalcon 50.

“During its lifetime, the Falcon 50 hasproven to be a reliable, stable platformwith a great following,” Koltes concludes.“Owners continue to prove the value ofthe airplane, and charter companiescontinue to see the demand for thebenefits that the Falcon 50 has to offertheir clientele. The Falcon 50 is an aircraftwith plenty of life left in it yet.” �

More information from http://jettradergroup.com/

Engine data source: FAA.gov, Type Certificate Data Sheets E6WE and E1NM; Performance source: JETNETevolution.com; Valuation source: Vrefonline.com


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Cirrus’ Vision Jet program continues its march towards first customerdelivery as progress continues on systems testing and integration of theCirrus Airframe Parachute System (CAPS). Numerous significantmilestones were accomplished in 2015. Cirrus also unveiled thePerspective Touch by Garmin flight deck and opened new facilities inDuluth for Vision Jet production. With over 550 orders, certification isplanned for the first half of 2016 with deliveries set to begin shortlythereafter.www.cirrusaircraft.com

Comlux The Aviation Group has announced a firm order for threeAirbus ACJ320neo aircraft, becoming the largest customer for Airbus’new corporate jet family. Comlux has chosen CFM International LEAP-1Aengines to power the aircraft. Cabin outfitting will be by ComluxAmerica, in Indianapolis; the first independent authorised Airbuscorporate jet service centre.www.comluxaviation.com

Dassault Aviation confirmed a two-year delay and production standstillon its all-new Falcon 5X because of ongoing problems with the SnecmaSilvercrest engine. The long-range, large-cabin jet which was rolled outin June last year is now not expected to fly until 2017, with firstdeliveries in early 2020. 5X customers have been informed and thoughthe company will not reveal backlog details for the aircraft, chiefexecutive Eric Trappier says he expects “some order erosion” and statesthe company will try to offer “other solutions” to buyers expecting anaircraft before 2020.www.dassaultfalcon.com

Embraer announced Jackie Chan has become the first customer inChina to take delivery of a Legacy 500. Jackie Chan’s connection withEmbraer Executive Jets dates to 2012, when he received an EmbraerLegacy 650 as China’s launch customer and became Embraer’s brandambassador.www.EmbraerExecutiveJets.com

Gulfstream completed G500 flutter testing, achieving another milestonein the new aircraft’s flight-test program. The first G500 test aircraft, T1,performed the tests over the course of more than 50 flights. T1’s longestflight to date lasted more than five hours. The G500 is expected toreceive type certification from the US FAA and EASA in 2017.www.gulfstream.com

Nextant Aerospace has completed delivery of the second 400XTiaircraft to PlaneSense, Inc., a fractional operator based out ofPortsmouth, NH. The original order from PlaneSense called for thepurchase of five Nextant aircraft. The PlaneSense program will takedelivery of the third aircraft later this quarter and is slated to take thefinal two deliveries in 2017.www.nextantaerospace.com

Textron Aviation delivered more jets and recorded a higher profit in2015, and it expects to see higher sales and profitability in 2016, despitea Q4 revenue decline in 2015. Textron Inc.’s revenue was $3.9bn in Q42015, down 4.2% compared with $4.1bn in revenue in Q4 2014. Thisyear, Textron is expected to see 6% growth in revenue, to $5.1bn, whichlargely reflects an increase in Latitude deliveries.www.txtav.com

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Jetnet March.qxp_Layout 1 17/02/2016 12:35 Page 1

HAI HELI-EXPO 2016 Mar 1 – 3 Louisville, Ky, USA www.heliexpo.rotor.orgAbu Dhabi Air Expo Mar 8 – 10 Abu Dhabi, UAE www.abudhabiairexpo.comEuropean Corporate Aviation Summit Mar 9 London, UK www. aeropodium.comInt’l Women in Aviation Conference Mar 10 – 12 Nashville, TN, USA www.wai.orgIndia Aviation 2016 Mar 16 – 20 Hyderabad, India www.india-aviation.inCorporate Jet & Helicopter Investor Dubai 2016 Mar 21 – 22 Dubai, UAE www.corporatejetinvestor.comNBAA: International Operators Conference Mar 21 – 24 San Diego, CA, USA www.nbaa.orgNigerian Business Aviation Conference 2016 Mar 24 – 25 Lagos, Nigeria www.nbac.com.ngFIDAE Mar 29 – Apr 3 Santiago, Chile www.fidae.cl

BizAv Events 2016

Kevin Crowley has been named byJeppesen to succeed Mark Van Tine,the long-time CEO of Jeppesen andvice president of digital aviation atparent company Boeing. Van Tine retires on June 30.

Sascha Gammeterjoined Swiss Avia-tion Consultingas COO. He is responsible foroverseeing busi-ness operationsand expanding theservice portfolio.

Robert Leduc is appointed Presi-dent, Pratt & Whitney. Leduc, whomost recently served UTC as Presi-dent of Sikorsky Aircraft prior to itssale, succeeds Paul R. Adams, who retired at the end of February.

David Lee, Greg Oswald & MattStringfellow, teamed up to launch anew aircraft brokerage firm, Soljets,providing a complete ownership

plan for new owners, including acquisition, crew staffing, training, insurance, finance and maintenance.

Lorrissa Lippi joins Gama Aviation asmarketing and media coordinator.

Dennis Neumann was appointedChief Commercial Officer on behalfof OHS Aviation Services. Neumannhas previously served with Jet Aviation Basel, Lufthansa Bombardier Aviation Services, Altenrhein Aviation and LufthansaPrivate Jet.

Jeff Pino, former Sikorsky Aircraftpresident, died with one other in afatal P-51D Mustang crash in Maricopa, Arizona. He was namedpresident of the Stratford, Conn.-based helicopter manufac-turer in 2006, and was the recipientof the 2010 Collier Trophy.

Scott Sweeney was hired by Constant Aviation as VP, operationsfor Birmingham and Las Vegas. �

BizAv People


BizAv AssociationsATC Reform: With the US Congress preparing toconsider FAA reauthorization legislation thissession, a host of GA Association leaders joinedtogether to send letters to US House Transporta-tion leaders underscoring ‘real and longstandingconcerns’ regarding ATC governance andfunding.

FAA: Is paving the way for new Stage 5 noiserequirements to align US and internationalstandards. FAA released a proposal recently thatwould require entities submitting applicationsafter 12/31/17, for approval of new aircraftweighing >121,254 lbs MTOW to meet Stage 5requirements. Applicants for new aircraftweighing <121,254 lbs must meet the standardafter 12/31/20.

GAMA: General Aviation ManufacturersAssociation has approved AstronauticsCorporation of America, BloomingtonCorporate Holdings, Click Bond and HondaJetas new members.

ICAO: Business Aviation groups welcomed theInternational Civil Aviation Organization’sagreement to establish the first-ever standardfor aircraft CO2 emissions. The standard wouldcover all but the smallest of new-productionbusiness jets and most new-production largeturboprops beginning in 2023. The CAEP alsorecommended a phase-out of production ofaircraft that do not comply by 2028.

NBAA: The State Tax Working Group hasassembled a State Aviation Tax Report,summarizing the key points in each state’s laws,and providing contact information for up-to-the-minute changes and information. The report ismaintained online, and is regularly updated byvolunteer members of the working group.

NARA: National Aircraft Resale Association’sBusiness Aviation Scholarship program hasannounced the award of $25,000 in scholarshipsto six extraordinary students. Funds come fromthe members of the Association.


Janine K. Iannarelli founder and president of Par Avion Ltd., has beenre-appointed to the Texas Aerospace and AviationAdvisory Committee by Governor Greg Abbott for a four-year term. The Office of the Governor alsonamed Iannarelli as the presiding officer of thecommittee. The current committee of 10 appointedmembers volunteer their time and expertise toassist in the state’s economic development efforts torecruit and retain aerospace and aviation jobs andinvestments. The committee is supported by theDirector of Aerospace, Aviation & DefenseDepartment within the Economic Development &Tourism Division, Office of the Governor.



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ATTEND NBAA’S REGIONAL FORUMSThese industry events bring together local business aircraft owners, operators, manufacturers, and other aviation professionals for a one-day event at some of the most accessible business aviation airports in the nation. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day.

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

NBAA REGIONAL FORUMS

Van Nuys Airport (VNY) June 9, 2016 Van Nuys, CA

Westchester County Airport (HPN) September 15, 2016 White Plains, NY

Compliant with EU-OPS 1 for commercialoperationCertified for 9 passengersThe 96th month inspection was performedin April/May 2014 at Jet Aviation in St.LouisThe engines are enrolled with JSSI platinumon-condition programAPU is enrolled on the JSSI programNo Damage historyNot in storageFlorian Van Der CruyssenCall: +377 9777 01 04florian.vandercruyssen@globaljetmonaco.comwww.globalconcept.com

2006 Challenger 300Price reduced to $9M

S/N: 20079

Global Jet CL300 February.qxp_Layout 1 20/01/2016 14:25 Page 1

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2001 Citation Excel


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

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

Serial Number: 5217Registration: N550DUAirframe TT: 4,105Landings: 3,254

• World Ready• APU, TCAS II, Flight Data Recorder• On MSG 3 and Pro Parts• All Service Bulletins Complied With• Recent High Speed Turbine BladeReplacement on Both Engines ($400,000)• $2,695,000

EnginesP&W 545ALeft Engine Hours: 4,104 Cycles: 3,256Right Engine Hours: 4,104 Cycles: 3,256

APUAllied Signal RE100XL -- Hours - 2,005

AvionicsHoneywell Primus 1000Traffic Alert Collision Avoidance System:TCAS-94D TCAS II with change 7.1EFIS: Dual Honeywell P-1000 EFISAir Data Computer: Dual Honeywell ADC-850DAir Data ComputersFMS: NZ-2000Automatic Direction Finder: Dual Honeywell ADFDF-850Cockpit Voice Recorder: Fairchild FA 2100 CVRCommunications: Dual Honeywell VHF TR-833Distance Measuring Equipment: Dual HoneywellDME DM - 850

Navigation: Dual Honeywell NAV NV-850Transponder: Dual Honeywell XS-852B with Mode SRadar: Honeywell 880 Weather RadarELT: Artex C406FDR: Honeywell FDR

FeaturesEnrolled in ProParts. TCAS II Change 7.1New Hi Speed Turbine Blades ($400,000)MSG-3 Maintenance ProgramEU - OPS compatibleAirshow 400. Enrolled in CESCOMTwo Corporate Owners since newAll SB's c/w. R.V.S.M. CapablePrecise Pulselight system. Based in Dayton, Ohio

InteriorForward two seat divan in the forward area. FourSingle "club seat arrangement", and two singleaft seats. Two heated liquid containers, right handforward storage cabinet, aft left hand storagecabinet and toilet. Aft centerline closet with aftbulkhead mirror. Aft cabin dividers with woodveneer doors

ExteriorOverall White with Green and Beige AccentStriping

MaintenanceAll Mandatory, Recommended, Optional andDiscretionary Service Bulletins Complied with.Fresh Pre-buy along with a Doc 1-4, Doc 7, 16,34, 35, 37, 40, 43, 44, 50 -- All C/W at TAGAviation in Geneva. Fresh Import and USStandard Certificate of Airworthiness

Jet Sense Aviation, LLC Citation Excel March.qxp_Empyrean 18/02/2016 09:44 Page 1

Serial Number: 525-0264Registration: N550CMAirframe TT: 5,163Landings: 5,031

EnginesFJ44-1A TAP ELITE L RTotal Hours: 5,071 5,134Engine Cycles: 4,964 5,002TSO: 1828.7 1918.6

Maintenance 100% on TAP ELITE Aircraft on CAMP All maintenance done DOC10 in August 2014 Fresh Pre-buy and US C of A

AvionicsCollins Proline Avionics System includes: Dual COM Allied Signal KY-196B Dual NAV Allied Signal KN-53 VHF/UHF Dual DME King Radio KN-63 ADF King Radio KR-87 Dual Mode S Transponders Garmin GTX330D Dual Encoder Honeywell AM-250 Radio Altimeter Allied Signal KRA-450B Weather Radar Allied Signal RDR-2000 Stormscope WX1000 + BRNAV Honeywell GNS-XLS 2nd GPS Allied Signal KLN90B ELT Artex C450-2 Autopilot Honeywell IC-500

InteriorBrand New 2016 Five (5) plus one (1) seatconfiguration: Four (4) place forward club, One(1) side facing seat at the entrance. *** Interiorphotos are the original - aircraft is currentlyunderway receiving the updated Interior

ExteriorBrand New Paint 2016 (buyer still has timeto pick out colors and scheme)

Features N-Registered, but also World Ready Engines 100% on TAP ELITE On CAMP Refurbished in 2008 TAWS Belted Lav

SHOWCASE

1998 Cessna Citation Jet

March 2016 – AVBUYER MAGAZINE 125Advertising Enquiries see Page 4 www.AvBuyer.com




Asking price $1,195,000

Jet Sense Aviation, LLC Citation Jet March.qxp_Empyrean 17/02/2016 14:42 Page 1

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

This early model Lear 60 comes with somerecent upgrades -ATG-5000 Wi-Fi [$130,000], Dual UNS 1E's,Engines on ESP Gold. Recent A,B,CInspections - Recent Paint and Interior.Asking price $1,395,000

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

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

Features ATG-5000 Wi-Fi [$130,000] Dual UNS 1E's Refurbished interior items 2013 New Paint 2012 Part 135 3 owners always US

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

ExteriorNew 2012. White, Red, Grey Stripes

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

1993 Bombardier Lear 60





Price Reduced to $1,395,000

Jet Sense Aviation, LLC 1993 Lear 60 March.qxp_Empyrean 18/02/2016 09:44 Page 1

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Serial Number: RB-166Registration: N36866Airframe TT: 2,573Landings: 2,676

• On TAP ELITE• $2,095,000

Factory Optional EquipmentTCAS 4000 TCAS II Collins Traffic Alert andCollision Avoidance System with Dual Collins(Mode S) TDR-94D’s TranspondersCollins XM Satellite Graphical WeatherCollins ECH-5000 electronic chartssoftwareSidewall Armrest: Laminate covered with woodtrim

AvionicsCollins Proline 21 w/ 3-Tube 10x8 InchEFIS DisplaysDual VHF-4000 digital VHF Comm transceiversSingle Nav-4500 Nav ReceiverDual TDR-94D Mode S transponderALT-4000 Radio AltimeterFlight Guidance System FGC-3000 autopilotDME-4000MD-3110 Maintenance Diagnostic ComputerSingle Nav-4000 VHF Nav ReceiverHoneywell Mark V EGPWSFMS-3000 w/ GPS 4000A

WXR-800 RadarDual CDU-3000 Control Display UnitsWXR-800 RadarCVR- L3-Communications FA2100RJ-45 FMS and file server access jack

InteriorBeautiful Six Passenger InteriorHigh Gloss laminate cabinetryLight Tan leather seats, sidewalls and carpetAged Brass Plating

ExteriorOverall white with Red and Green Accent striping

Notes**No Damage History**Always Beech maintained

2007 Beechcraft Premier 1A





Jet Sense Aviation, LLC Premier 1A January.qxp_Empyrean 17/02/2016 14:44 Page 1

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Serial Number: RB-280Registration: N722NBAirframe TT: 720

• Dual Collins FMS-3000• Single Point Refueling/Defueling System• RVSM Certified• Engines on Williams TAP Advantage BlueEngine Program• Avionics on Collins Avionics ServiceProgram CASP• Collins ECH-5000 Electronic Charts• XM Real Time Weather• No Damage History

The Premier 1A is known to be one of the biggestprivate jets of its size, capable of comfortablycarrying six (6) passengers in its luxurious cabin.The 315 cubic-foot cabin is outfitted with foldouttables on both sides, LED lighting and fullyreclineable, extra wide, contoured seats. ThisAircraft can take off in 3,792 ft. and climb to37,000 ft. in seventeen minutes when fully loaded(12,500 lbs.). Furthermore, its cruise speed canreach 451 KTAS

EngineWILLIAMS/RR FJ44-2A (ON TAP ADVANTAGEBLUE) 695 SNEW

Avionics• Collins Pro Line 21 Integrated Avionics System• Dual Collins VHF-4000 Digital VHFCommunication• Collins NAV-4000 Digital Navigation Receiver

• Collins NAV-4500 Digital Navigation Receiver• Collins Integrated Three Tube AFD-3010EElectronic Flight Instrumentation System• Collins FGC-3000 Automatic Flight GuidanceSystem• Dual Collins ADC-3000 Air Data Computers• Dual Collins AHC-3000 Altitude HeadingReference System (AHRS)• Dual Collins FMS-3000 Flight ManagementSystem with Database• Collins TCAS 4000 Traffic Alert and CollisionAvoidance System (TCAS II)• Honeywell Mark V Enhanced Ground ProximityWarning System• Collins DME-4000 Digital Distance MeasuringEquipment (DME)• Collins ALT-4000 Radio Altimeter• Collins GPS-4000A Global Positioning System(GPS)• Collins WXR-800 Weather Radar• L3 Communications FA2100 Cockpit VoiceRecorder with 2 Hour Recording

InteriorExcellent Condition! Six (6) passenger executiveinterior (not including the two (2) pilot seats.)

ExteriorExcellent Condition! This Premier 1A is completedin Overall Matterhorn White with the bottom halfin Blue with Nevada Tan and Blue Accent Striping.• The 4th Window Painted: Post DeliveryModification

2010 Premier 1A

J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com


CAI 2010 Premier 1A March.qxp 16/02/2016 12:07 Page 1

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Serial Number: FL-0636Airframe TT: 1,640Landings: 1,706

EnginesModel PT6A-60A ... s/n PCE-PK1080 ... 1640 HoursSince New... 1800 MPI ... 3600 TBO IntervalsModel PT6A-60A ... s/n PCE-PK1079 ... 1640 HoursSince New... 1800 MPI ... 3600 TBO IntervalsPropsHartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4678... 1640 HSN ... Due 12-20-2018Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4679... 1640 HSN ... Due 12-20-2018AvionicsCollins Pro Line 21 - W/ Triple Adaptive FlightDisplays (2 AFD-3010s AFDs and 1 AFD-3010E)Dual Collins VHF-4000 Comms W/8.33 SpacingDual Collins NAV-4000/4500 NavsDual Collins AHRS-3000 Attitude HeadingReference Syetem DualCollins DME-4000 DMEsDual Collins ADC-3000 Air Data ComputersDual Collins TDR-94D Transponders EnhancedSurveilance CollinsNAV-4000 ADFCollins FMS-3000 FMS Flight ManagementSystem W/ Wide Area Augmentation System (WAAS)Localizer Performance & Vertical Guidance (LPV)Collins 4000A GPSCollins FGC-3000 AutopilotCollins IFIS Integrated Fight Information SystemCollins ECH-5000 Electronic Charts

Collins TWR-85O Turbulance Wx RadarArtex ELT C406-2 ELTL3 CVR FA2100Collins ALT-4000 Radio AltimeterACSS TAWS+ Terrain Awareness Warning SystemAircell ST-3100 Satelite Communication SystemW/ Dual hand setsCollins TCAS 4000 Traffic Alert CollisionAvoidance SystemInterior9 Passenger Interior with 8 passenger doubleclub and aft belted flushing lavatory seat done insoft gray leather. Cabin has tasteful with blue andgrey accents on upper dado, Gloss Mahoganywoodwork throught the interior. 4 PyramidCabinets, two forward with water tank, coffeewarmer, cup dispensers, storage drawers andice.Two mid-cabin cabinets with general storagedrawers, large ice chest. Solid gloss mahoganywood forward and aft partition pocket doors. Four115V AC electrical outlets for computers andcharging. Large aft baggage area. Brushed nickelhardwareExteriorMatterhorn White with Blue and Gray Metallicstripes on Fuselage and TailAdditional FeaturesFormer DemonstratorCollins MDC-3110 Maintenance Diagnostic ComputerCollins ESIS Electronic Standby Instrument SystemCollins XM Graphical Weather SystemGuardian 3 GPS Tracking System

PWI LED Lighting System Overhead & Under FloorNew Raisebeck Dual Aft Body StrakesRaisbeck Crown Wing Lockers“Quiet Cabin” Passive Noise System w/Electronically Tuned Dynamic Vibration Absorbers.RVSM capableDual white strobes on tail and bellyLogo lights

Welsch AviationK. Hunter Weiss, President & Partner447 Carlisle Drive, Suite 202, Herndon,

VA 20170, United States

Tel: +1 703-787-8800 Office+1 703-966-0936 Cell


2009 Beechcraft King Air 350


Price Reduced to $3,850,000

Welsch Aviation King Air March.qxp 16/02/2016 12:09 Page 1

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Serial Number: 258158Registration: N800AFAirframe TT: 10,054Landings: 5,710

THIS AIRCRAFT IS THE MOST UP TO DATEMAINTENANCE HAWKER 800A IN THEWORLD AND BEST EQUIPPED HAWKER800A FOR SALE.

THE 48 MONTH (E,F,G) INSPECTIONS,4 & 8 YEAR X-RAYS, 10,000 HR & GEAROVERHAUL – AT WEST STAR HAS BEENCOMPLETED.

ALL NEW CABIN WINDOWS

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

TX 77061

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

1990 Hawker 125-800A


AeroSmith Penny Hawker 125 March.qxp 16/02/2016 12:10 Page 1

Serial Number: 258369Registration: N621WHAirframe TT: 6274.6 Landings: 5400

EnginesHoneywell TFE731-5BR-1H Engine Program: MSP GoldLeft Engine s/n P107350 Current Time: 6162 hrs,5292 cycles- MPI c/w 4191 hours (07/08) next due 6291 hours- CZI c/w 4191 hours (07/08) next due 8391 hoursRight Engine s/n P107311 Current Time: 6078 hours,5249 cycles- MPI c/w 4226 hours (11/08) next due 6232 hours- CZI c/w 4226 hours (11/08) next due 8400 hoursAPUHoneywell GTCP36-150 (W) APU Program : MSP4290 Hours 5400 Cycles

AvionicsAvionics Program Collins CASPADF Collins ADF-462Air Data Computer Dual Collins ADC-850DAvionics Package Collins EFIS-86E 5-tube / Pro Line 4Comm Radios Dual Collins VHF-422C w/ 8.33 spacingCVR Universal CVR-30BDME Dual Collins DME-442FMS Dual Universal UNS-1D w GPSFlightphone Magnastar C-2000 w Dual Handset (service off)GPS Dual Collins GPS-4000Hi-Frequency Collins HF-9000 w SELCALNav Radios Dual Collins VIR-432 w FM ImmunityRadar Altimeter Collins ALT-55BAdditional Features- Airshow 400- Wired for Wi-Fi- Long Range Oxygen

- Dee Howard Thrust Reversers- Precise Pulselights- CAMP Maint. Tracking- DeVore Tel-Tail LightingInteriorInterior 2006, 8 pax (5 beige leather seats with a 3 placenavy fabric divan) plus belted lav. Forward galley withCorian work surface, ice drawer, lighted crystal display,microwave, hot coffee, and china storage.Mar 2015 updates include re-dyed seats, new carpet /padding, new headliner, lower sidewalls recovered;new Flightfloor in galley, cockpit, and on steps; LEDlighting on lower sidewalls and headliner, new soundinsulation, new DVD/CD player with Bluetooth control,new stereo speakersExteriorPaint 2002, touched up in 2015. New LH & RHWindshield 03/15

1998 Hawker 800XP Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-mail: [email protected]

SHOWCASE


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

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

2012 Falcon 7XSerial Number: 162Registration: N17XXAirframe TT: 858.2 Landings: 322

EnginesPratt & Whitney PW307AEngine Program: ESP PlatinumEngine #1Current Time: 858.2 hours, 322 cyclesEngine #2Current Time: 858.2 hours, 322 cyclesEngine #3Current Time: 858.2 hours, 322 cyclesAPUHoneywell 36-150 (FN)APU Program : MSP Gold

471.5 Hours694 CyclesAvionicsADF Dual HoneywellAvionics Package Honeywell Primus Epic AFCSDME Dual HoneywellFMS Triple Honeywell FMSGPS Dual Honeywell GPS WAAS/LPVFlight Director Dual Honeywell Primus Epic AFCSNavigation Radios Dual HoneywellTAWS Honeywell EGPWS w/windshearTCAS ACSS TCAS-II w/change 7.1Transponder Dual Honeywell Mode SWeather Radar Honeywell colorAutopilot Dual Honeywell Primus Epic AFCSCommunication Radios Triple HoneywellEFIS Honeywell 4-tube 14-inch LCD

IRS Triple Honeywell LASEREFStormscope HoneywellAdditional FeaturesAircraft is enrolled on ESP Platinum, MSP Gold andFalconcareAircraft is Easy II+ with the following options:Baseline upgradesWAAS LPVCPDLC FANS 1A / ATN B1ADS-B OutInteriorSeating: 4-place club, mid-cabin 4-place dining group,dual aft 3-place facing divansRefreshment Equipment: Forward LS galleyBusiness Equipment: High speed broadband connectivityPassengers: 14Configuration: Executive

Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-mail: [email protected]

Mente March.qxp 16/02/2016 15:55 Page 1

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Serial Number: 2054Registration: N186RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2054 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements (two pilots and two techniciansat FlightSafety).Engines and APU enrolled in MSP

AvionicsAircraft equipped with G280“Intercontinental Package”EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfigurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed dataAircell Gogo Biz high-speed internet

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


New Gulfstream G280

Asking price $20.995 Million

CAAP G280 March.qxp 17/02/2016 12:02 Page 1

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Serial Number: 14501181Airframe TT: 775

• Embraer Executive Care Enhanced• All major maintenance done by EmbraerService Centers• Fresh 24 month inspection 10/15• High Speed Sat data and independentGoGo Biz• 13 passenger interior with forward and aftlavatory• Galley includes microwave, convectionoven, refrigerator, coffee maker

EnginesEngines on Rolls Royce Corporate Care

APUAPU covered by EEC

AvionicsHoneywell Primus Elite 6.1 with latest updatesLPV/WAAS, RNPFANS 1/A CPDLC, Datalink, ADS-B out2 EFB’s with Electronic Charts

Interior13 passenger interior with forward and aftlavatoryGalley includes microwave, convection oven,refrigerator, coffee maker

InspectionAll major maintenance done by Embraer ServiceCentersFresh 24 month inspection 10/15

Additional FeaturesHoneywell Ovation Cabin entertainment system2 HD Monitors, 2 Blue Ray DVD’sSat phone Irridium and ImarsatHigh Speed Sat data and independent GoGo Biz

Hawkeye Aircraft Acquisitions LLCMike McCracken, President

P.O. Box 345Safety Harbor, Florida 34695, USA

Tel: +1 727.796.0903Email: [email protected]

2013 Legacy 650


Best equipped on market - Competitively priced

"See the Difference" Acquisitions/Certified Appraisals/Aircraft Valuation

This plane not what you are looking for - Call us to help you find the right aircraft.

Hawkeye Aircraft Acquisitions March.qxp 16/02/2016 12:39 Page 1

Serial Number: 0298

Registration: N298CJ

Airframe TT: 1452.3

Landings: 892

• US Registered, Always Hangared,

Full Time Maintenance Manager

• TAP Elite

• Cessna Pro-Parts

• 7 Passenger Main Cabin Seating

Plus Belted Lavatory

• TCAS 7.1

• WAAS

• RAAS

• Single FMS Plus Garmin

GPS500W Option

• XM Satellite Weather

• AirCell ST-3100 Iridium Phone

SHOWCASE

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

2009 Citation CJ3

ManhattanSeattle

Silicon Valley


Price $4,795,000 USD

IAG Cessna Citation CJ3 March.qxp 17/02/2016 12:04 Page 1

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Serial Number: BY-142Airframe TT: 412Landings: 363

Warranties (started June 2012):Airframe & Avionics – 5 yearsEngines – 5 years or 2500 hours

EnginesPratt & Whitney PT6A-52LH: S/N PCE-RX0412. 412 TT / 363 CSN RH: S/N PCE-RX0411. 412 TT / 363 CSN

AvionicsCollins Proline 21 Avionics System with 3 (8x10inc) color, active matrix liquid crystal displaysAHRS 2 Collins AHC-3000 ADC 2 Collins ADC-3000 FMS 2 Collins FMS-3000 (incl. DME II) GPS 1 Collins GPS-4000S RTU 1 Collins RTU-4220 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94D Mode S with EnhancedSurveillance and Flight IDTCAS II 1 Collins TTR-4000 TCASEGPWS Mark V EGPWS with TAWS+Radar 1 Collins WXR-850ESIS GH-3100 ESISMDC 1 Collins Maintenance Diagnostic SystemMDC-3110ESIS ESIS L3 Communications GH-3100

Additional EquipmentACARS Worldwide GraphicalElectronic Charts Cockpit Voice Recorder L3 CommunicationsFA2100Crew Seat Sheepskin Slipcovers

InteriorConfiguration: Two (2) Cockpit, nine (9) Cabinpassengers seats comprising • two (2) facing forwards seats• Club 4 with two (2) fold-out executive tables• two (2) jump seats in the aft cabin• one (1) Aft Potty belted seat LH Fwd Refreshment CenterColors: Satin finished wood veneer – ParchmentLeather

ExteriorOverall white with black and light saddlemetallic stripes

Asking price: make offer

2012 Beechcraft King Air 250

Stefano AlbinatiTel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Albinati Aeronautics February.qxp 16/02/2016 12:44 Page 1

Serial Number: 207Registration: M-ILTDAirframe TT: 1241Landings: 610

AVIATRAX MC Monte Carlo, Monaco, ispleased to offer this beautiful low hoursand meticulously maintained jet to themarket. Always privately operated, neverchartered.The Gulfstream G200 Super-Mid-Size jethas a cabin height of 1.91m and a width of2.18m, having cabin configuration morecommon in larger business aircraft.Privately operated by AVIATRAX. Presentlylocated in Luxembourg. Transferable jetmanagement, crew etc.

PRICE SIGNIFICANTLY BELOWBLUEBOOK!

AirframeAircraft Hours (TSN): 1241. Aircraft landings(CSN): 610. Aircraft is enrolled on Plane PartsProgram

EnginesPratt & Whitney Canada PW306A.To be enrolled on ESP GOLD at delivery

APUHoneywell GTCP36-150. APU enrolled on MSPProgram

AvionicsCollins Pro-Line 4 Avionics SuiteCollins 5-tube EFIS & EICAS DisplayDual Collins FCC-4005 Autopilot (Cat II)Dual Collins ADC 850 Air Data ComputersDual Collins RTU-4220 Radio Tuning UnitsDual Collins AHS-3000 AHRSCollins Radio Altimeter ALT-4000Dual Collins VHF-4000 Comms (8.33 kHz spacing)Collins NAV-4000 Nav (VOR/ADF)Dual Collins DME-4000 DMEsEquipment & OptionsJump SeatMode S Flight ID w/ Enhanced SurveillanceMaintenance Diagnostic ComputerICG ICS-200 Iridium SATCOMAirshow 410 Passenger Flight Information SystemSingle 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; woodworkis Redwood Burl woodwork with brushed goldsatin metal finishExteriorBase exterior Matterhorn White with Green andRed StripingPassenger AmenitiesCabin entertainment includes a multi-regionDVD player and Airshow 410 system

AVIATRAX MC

Contact: James Healey

Tel: +377 9310 5410Email: [email protected]


ASKING PRICE: $7,750,000, including ESP GOLD Program

SHOWCASE


aviatrax March.qxp_Empyrean 16/02/2016 15:51 Page 1

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2013 Cessna Caravan 208B Grand EX

Serial Number: 10Registration: N556JPAirframe TT: 4,947 Landings: 3,538Airframe• FRESH BOMBARIER PRE PURCHASE• ON CAMP• NEW PAINTEnginesMSP GoldEngines: Honeywell TFE731-20AR-1B Engines with3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPIEngine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI

APUAPU: Honeywell RE100 s/n P-180TTSN 1,423Enrolled On Honeywell’s MSP GoldAvionicsAvionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFISUniversal UNS-1C FMSGarmin 165 2nd IFR GPSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTUniversal Class A TAWS

Honeywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell RT-300 Radar AltimeterInteriorThe eight passenger interior is arranged in a center clubwith an additional 9th belted lavatory seat. Seats arefinished in gray leather with new carpet, and Ultra Leatherheadliner. Amenities include a forward right-hand galleywith dry storage and hot coffee dispenser, ice drawer withoverboard drain. 110v Outlets in the cabin, galley and aftlav. There is a private aft flushing lavatory with vanity withhot and cold running water, hard partitions and additionalbaggage storage with the optional flip down baggageshelf. Interior refurbished 7/2015ExteriorAll new paint September 2015. Overall white with flightred, black and metallic charcoal stripes

1998 Bombardier Learjet 45

Serial Number: 208B5048Registration: N248JPAirframe TT: 1103 Landings: 630• TKS Deice System• Cargo Pod• 11 Passanger Commuter Interior• King KTA-870 TCAS

EnginesPratt and Whitney Canada PT6A-140 – 867 SHP s/nPCE-VE0053

AvionicsGarmin G1000 Integrated Cockpit System with twoPrimary Flight Displays and a center Multifunction DisplayDual Avionics Master Switch

Dual Garmin CommsDual Garmin NavsDual Garmin GDC 74A Air Data ComputersDual Garmin GRS 77 AHRSGarmin GEA 71 Engine/Airframe UnitGarmin GFC700 Autopilot / Yaw DamperGarmin GTX-33 Mode S TransponderGarmin GWX-68 Color Weather RadarGarmin TAWS BGarmin GMA 1374 Audio SystemKing KN-63 DME ReceiverKing KR-87 ADF ReceiverKing KRA-405B Radio AltimeterKing KTA-870 TCAS

Interior11 place commuter interior with two crew seats, three

right hand two place seats opposite three single seatswith aft cabin baggage restraint – Excellent Condition

ExteriorWill be delivered overall white with dove gray cargo pod,vinyl stipes and vinyl registration numbers – ExcellentCondition. Call for price in Customer’s Livery

Additional FeaturesTKS Deice SystemCargo PodArtex ME-406 2-Freq ELTDual Avionics Master SwitchCabin PA SystemRudder Gust Lock STCFA2100 CVR/FDR ProvisionsKing KHF-1050 HF Radio Provisions


Please contact:Don and Sam Starling

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

JetPro Texas Lear 45 / Caravan February.qxp 16/02/2016 15:52 Page 1

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

• No Damage History• Two Owners Since New• Airworthiness: 25 February 1991• 2C/4C, 3B, Gear O/H, Paint, 7.1 & GoGoWiFi completed 12-2015 by WestStar,East Elton

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

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

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

Avionics• Honeywell SPZ-8000 Avionics Suite w/ CollinsProline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing• Dual Collins VIR-32 • Dual Collins ADF-60B

• Dual Collins Mode “S” Transponders w/ Flight ID• Dual Collins DME-42 • Dual King KHF-950 w/ SelCal• Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II• Fairchild A100 A CVR (120 min)• DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V• Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT• DL-950 Data Loader• Aircell Axxess Iridium Satphone

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

Interior/Exterior14 Passenger interior features a Forward fourplace club, Mid cabin four place conference groupopposite credenza, Aft dual three place divans.Forward Galley, Aft Lavatory.New Paint December 2015

Maintenance2C/4C, 3B, Gear O/H, 7.1 & GoGo WiFicompleted 12-2015 by WestStar, East Elton

Asking Price: Make Offer

All Trades Considered

All Trades Considered

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

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

1991 Falcon 900BAll TrTrT ades Considered


Florida Jet F900B March.qxp 16/02/2016 15:54 Page 1

London’s most exclusive jet-set lifestyle event

3RD - 4TH JUNE 2016LONDON BIGGIN HILL AIRPORT

www.TheEliteEvents.com

Featuring over 150 luxury lifestyle brandsUnique experiences & features . Fine cuisine . Supercar test drives

MEDIA PARTNER

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Grow Your Business in AsiaThe Asian Business Aviation Conference & Exhibition (ABACE2016) has over 8,500 attendees, 183 exhibitorsand representation from 51 countries. Don’t miss this important opportunity to gain brand recognition and be seen as an industry leader at Asia’s premier business aviation event. Learn more and submit your application today.

LEARN MORE: www.abace.aero/avbexhibit

Marketplace

www.aircraftsales.com

Smart Motion AviationPrice: $12,750,000 USD

Year: 2009

S/N: 20250

Reg: N999ND

TTAF: 1732.6

Location: USA- TX

AVAILABLE APRIL 2016! 2009 Challenger 300 SN 20250Registration N999ND. May 2009 Completed Delivery.Currently maintained under Part 135. Smart Parts AND MSPCoverage.Premium Interior Package - 8 passenger cabinaccommodation plus a 16G belted Lav seat -giving a 9 paxoption. Configuration features a forward and aft 4 placeclub (recliner leg rests). Premium Interior Package.Equipped with the Rockwell Collins Pro Line 21 avionicssuite

Bombardier Challenger 300 Tel: +1 (972) 971-1938 [email protected]


Skyservice Jet SalesPrice: $795,000 USD

Year: 2006

S/N: 525B-0118

Reg: C-GKAU

TTAF: 2134.7

Location: Canada

Well-maintained 2006 Citation CJ3. Only 2134.7 total flight time onaircraft. Always professionally flown. This aircraft is equipped withCollins avionics, VIP seating, CAMP maintenance tracking, andmuch more. Avionics: Collins Pro Line 21 IntegratedAutopilot/Flight Director/EFIS. Rockwell Collins Corporate AircraftService Program (CASP) coverage. Int: Interior condition 9/10.Ext: Matterhorn white with dual striping accents (silver andburgundy metallic) Exterior condition 9/10. Additional Features:Monorail sun visors. Bravo/Encore entry stairs (replaced CJ3stairs)

Cessna Citation CJ3 Tel: +1 (877) 759 7598 E-mail: [email protected]

Skyservice Jet SalesPrice: $15,800,000 USD

Year: 2009

S/N: 5786

Reg: C-FLMK

TTAF: 1365.4

Location: Canada

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior paintedin 2014, 10 Passengers, VIP floor plan, 6 single seats in double-clubarrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jump-seat, Large full-service beverage and food galley, High-temp convectionoven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory withvanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forwardwardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, CollinsADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver,Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, CollinsDME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM)certified

Bombardier Challenger 605 Tel: +1 (877) 759 75985 E-mail: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 1998

S/N: 50-264

Reg: C-GWFK

TTAF: 5753.7

Location: Canada

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 totalflight time on aircraft. Always professionally flown. Thisaircraft is equipped with Collins avionics, VIP seating,executive tables, full galley, entertainment center and muchmore. Engines: Make / Model: Honeywell TFE-731 (onMSP). APU: Model: Honeywell GTCP36-100A (on MSP).S/N P-383; 2518.0 Hours Since New (as of June 2015).Avionics: Avionics Package: Dual Collins EFIS-4000/ProLine 4. Flight Director (FD): Dual Collins EFIS-4000 (4-Tube). Auto-Pilot: Collins APS-4000

Dassault Falcon 50EX Tel: +1 (877) 759 7598 Email: [email protected]

Skyservice Jet SalesPrice: $3,600,000 USD

Year: 2004

S/N: 45-239

Reg: C-GJCY

TTAF: 3400

Location: Canada

Well-maintained 2004 Learjet 45XR. 3244.4 total flight timeon aircraft. Always professionally flown. This aircraft isequipped with Honeywell Primus avionics, Airshow, CAMPmaintenance tracking, and much more. Engines: HoneywellTFE-731-20BR-1B. Additional Features: CAMP EnrolledMaintenance Tracking. Reduced Vertical Separation Minima(RVSM) Certified. ARTEX C406-2 Emergency LocatorTransmitter (ELT). Iridium ICS-100 SATCOM System.Airshow 400 Network. Cycles 2132

Bombardier Learjet 45XR Tel: +1 (877) 759 7598 E-mail: [email protected]

P141-144 February.qxp 17/02/2016 16:02 Page 1

Marketplace

Capital Jet GroupPrice: US $3,950,000

Year: 2007

S/N: 560-0758

Reg: N83WA

TTAF: 2738

Location: USA

One U.S. owner since new, recent HSI, no damage history.Start with FADEC, Trailing Link Gear, great runway & cruiseperformance , great DOC’s, and single pilot capability. Addin WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7,IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, &Enhanced Map Overlays. Top it off with HID lighting,Stormscope, Aircell Iridium phone, & too many extras tomention. Maintained by a top Citation facility

Citation Encore+ Tel: +1 (703) 917 9000 E-mail: [email protected]


Capital Jet GroupPrice: US $11,200,000

Year: 2008

S/N: 20202

Reg: N360PA

TTAF: 3147

Location: USA

2 U.S. corporate owners since new, MSP engines & APU,2011 Bombardier paint. Over $1 Million in upgrades.ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAASGPS/LPV FMS, LINKS 2000+, ADS-B out, EmergencyHydraulic Generator, Universal Weather, TCAS II Change7.1, IMS 3500 Aircraft Information Manager, CVR/FDR,Dual HF w/Selcal, Dual AFIS, Iridium Satphone.9 pax fireblocked double club interior

Challenger 300 Tel: +1 (703) 917 9000 E-mail: [email protected]

Eltanin LimitedPrice: Please call

Year: 1998

S/N: 550-0846

Reg: N517AF

TTAF: 2594.3

Location: Greece

Total Landings: 1822. RVSM Compliant. Engines: P&W 530a.Total Time Since New: Left – 2594.3 Hours / Right – 2594.3Hours. Passengers: 7 Seats. Exterior: Overall Snow White with aTop Ocean Blue Stripe, a Tibetan Gold Middle Stripe and anOcean Blue Bottom Stripe. Interior: Fireblocked SevenPassenger Cream Whiskey Leather with an Additional Belted AftFlushing Potty, Lh Forward Refreshment Center. Avionics:Primus 1000 Autopilot/Efis Flight Control System w/ HoneywellPrimus 1000 Phase III Software Update, Primus 660 ColorRadar, Dual King KY-196B Comms (8.33 Spacing Radios)

Cessna Citation Bravo Tel: +30 210 8952566 E-mail: [email protected]

Exos AviationPrice: $1,895,000 USD

Year: 2002

S/N: 1062

Reg: N962JC

TTAF: 2,558

Location: USA, TX

Total Landings 1,787. 2013 Landing Gear Overhaul.Global AML Wi-Fi. 2013 Paint and Interior performed byGreenpoint. Aerospace in Denton, Texas. 2014 OverhauledProps. TCAS II upgrade. Engines: enrolled on JSSIContract # JSSI0020306. Avionics: Dual Collins DME-42.Dual Collins VIR-32 NAV. Dual Collins VHF-22C COM.Dual Collins TDR-90 Mode S Transponder. Interior: 2013 8passenger tan leather interior with belted lav. Exterior:2013 matterhorn white. w/ no stripes

Piaggio P-180 Avanti Tel: +1 (727) 366-4832 E-mail: [email protected]

Thomas Aviation LLCPrice: Make offer

Year: 2007

S/N: 184

Reg: N368CC

TTAF: 1591

Location: USA- OK

TAP EliteCAMPExcellent CosmeticsDual FMSElectronic ChartsXM WeatherFlawless Maintenance

Beechcraft Premier 1A Tel: +1 (316) 655 8079 E-mail: [email protected]


Marketplace

Leonard Hudson DrillingPrice: US $1,375,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM.

Competitively priced at US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]


PhilJetsPrice: Make Offer

Year: 2011

S/N: NA

Reg: NA

TTAF: 500

Location: Asia

PhilJets is pleased to present this EC 130 B4 in PERFECTcondition with LOW HOURS. This aircraft has beenmaintained by Airbus Helicopters , with no damage history,always hangared, and All AD, SB up to dateVery wellequipped with : - Sand Filter- Complete emergency floats( FP+RP)- Engine Wash - Dual Controls- AirconditioningSystem with reinforced distribution - ICS Installation - VIP /Stylence configuration- 7 boses headsetAircraft is availablefor inspection

Airbus/Eurocopter EC 130B4E-mail: [email protected]


International Jet MarketsPrice: US $850,000.00

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: + 1 (850) 213 3218 Email: [email protected]

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055 Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING


Marketplace

1st Source Bank ...............................................................6521st Century Jet Corporation......................................146ABACE .............................................................................140AeroSmith/Penny ...........................................................130Air Charter Service...........................................................51Aircraft Guaranty Corporation .....................................117Albinati Aeronautics.......................................................135AMAC ....................................................................................5American Aircraft Sales...................................................83Aradian Aviation ................................................................85Aviation Advisors...............................................................95Aviatrax .............................................................................136Avjet Corporation .......................................................28-29 Avpro....................................................................10 - 14, 73Bell Aviation...............................................................52 - 53Bombardier ........................................................................55Boutsen Aviation ............................................................115CAAP ................................................................................132Central Business Jets....................................................147Charlie Bravo .....................................................................27Conklin & de Decker......................................................121

Corporate AirSearch Int’l..............................................128Corporate Concepts........................................................99Dassault Falcon Jet ............................................2 - 3, 123 Donath Aircraft Service ...................................................79Duncan Aviation ................................................................89Eagle Aviation ....................................................................31EBACE .............................................................................140Elliott Jets ..........................................................................49Florida Jets.......................................................................138 Freestream Aircraft USA ........................................16 - 19 General Aviation Services ............................................101Global Jet Monaco.........................................................123Hatt & Associates ..........................................................103Hawkeye Aircraft Acquisitions ....................................133IAG ....................................................................................134IBA .......................................................................................77Intellijet International........................................................6-7Jet Bed ................................................................................71Jet Sense Aviation...............................................124 - 127Jet Support Services (JSSI) ...................................FC, 15JetBrokers ....................................................................38-39

Jetcraft Corporation.......................................32 - 33, 148Jeteffect ............................................................................105JETNET.............................................................................119JetPro Texas.....................................................................137LBAS ...................................................................................63Leading Edge Aviation Solutions................................109Lektro ................................................................................121Mente Group ............................................................. 131Mesinger Jet Sales ..................................................23 - 25NBAA Regional Forum..................................................122OGARAJETS ............................................................36 - 37 Par Avion.............................................................................93Rolls-Royce ........................................................................59Southern Cross Aviation...............................................107Survival Products ...........................................................121Tempus Jets .......................................................................43The Elite London ............................................................139The Jet Business ......................................................44 - 45VREF Aircraft Values .....................................................121Welsch Aviation ..............................................................129Wright Brothers Aircraft Title .........................................67

Advertiser’s Index

AvBuyer (USPS 014-911), March 2016, Vol 20, 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 business and corporateaviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517.Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannotaccept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of allmaterial, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may bereproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Augsburg Air ServicePrice:

Year: 2013

S/N: TBD

Reg: TBD

TTAF: 950h

Location: Germany

EASA-Reg, Pro Line 21 Avionics (4displays), GPS-4000S Upgrade, WAAS, TCAS II, ELT-406, 2x ATC XPDR/DME/AHRS, L3 COM FDR+CVR Aircell, LED lighting - very good condition!

Nextant +49 (0) 821 7003 100/145Email: [email protected]


AIRBUSA320VIP . . . . . . . 99,A330 . . . . . . . . . . 99,A340 . . . . . . . . . . 99,

AVIATHusky A-1C . . . . 39,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 16, 24, 29, 32, 83,. . . . . . . . . . . . . . . 99, 148,737-200 . . . . . . . 99,737-300 . . . . . . . . 29,757 . . . . . . . . . . . 29,DC-8-62 . . . . . . . 99,Super B-727-200 . .99,

BOMBARDIERGlobal 5000 . . . . 10, 24, 32, 33, 83, . . . . . . . . . . . . . . . 93, 99, 105, 115, . . . . . . . . . . . . . . . 148,Global 6000 . . . . 33, 99, 148,Global Express . 32, 33, 99, 148,Global Express XRS. .7, 18, 27, 29, 33,. . . . . . . . . . . . . . . 44, 55, 148,Challenger300 . . . . . . . . . . . 12, 24, 32, 33, 38,. . . . . . . . . . . . . . . 99, 115, 123, 141,. . . . . . . . . . . . . . . 142, 148,600 . . . . . . . . . . . 36,601-1A . . . . . . . . 27,601-3A . . . . . . . . 105,601-3A/ER . . . . 105,604 . . . . . . . . . . . 12, 19, 33, 105, 148,605 . . . . . . . . . . . 18, 32, 33, 79, 107,. . . . . . . . . . . . . . . 141, 148, 850 . . . . . . . . . . . 33, 148,Learjet 31A . . . . . . . . . . . 38, 107, 31ER . . . . . . . . . . 52,35A . . . . . . . . . . . 38, 144,36A . . . . . . . . . . . 143,40 . . . . . . . . . . . . 38,45 . . . . . . . . . . . . 12, 19, 36, 38, 89,. . . . . . . . . . . . . . . 93, 101, 105, 137,45BR . . . . . . . . . . 83,45XR . . . . . . . . . . 12, 29, 32, 33, 101,. . . . . . . . . . . . . . . 105, 107, 141, 148,55 . . . . . . . . . . . . 38,60 . . . . . . . . . . . . 12, 27, 32, 105, 126,60XR . . . . . . . . . . 33, 107,

CESSNACitationII . . . . . . . . . . . . . 39,V. . . . . . . . . . . . . . 27,X . . . . . . . . . . . . . 27, 105, 107, 147,X+ . . . . . . . . . . . . 24,

XLS . . . . . . . . . . . 12, 27, 49, 85,CJ1. . . . . . . . . . . . 31, 51,CJ2 . . . . . . . . . . . . . 25, 51, 52,CJ3. . . . . . . . . . . . 31, 43, 93, 105, 134,. . . . . . . . . . . . . . . 141,Bravo . . . . . . . . . 38, 49, 142,Caravan 208B . . 137,Conquest I . . . . . 31,Conquest II . . . . 53,Excel . . . . . . . . . . 52, 83, 85, 124,Encore . . . . . . . . 52,Encore + . . . . . . 38, 49, 142,Jet . . . . . . . . . . . . 39, 52, 115, 125,M2 . . . . . . . . . . . . 31,Sovereign . . . . . . 33, 39, 44, 51, 85,. . . . . . . . . . . . . . . 99, 148,Stallion . . . . . . . . 95,T206 . . . . . . . . . . 38,Mustang . . . . . . . 83, 85, 89, 99,Ultra . . . . . . . . . . 39,180 . . . . . . . . . . . 38,421C . . . . . . . . . . 31,525 . . . . . . . . . . . 147,

DORNIER328-310 . . . . . . . 101,

EMBRAEREMB-135LR . . . . 99,Legacy 600 . . . . 33, 38, 44, 93, 115,. . . . . . . . . . . . . . . 148,Legacy 650 . . . . 44, 115, 133,Phenom 100 . . . 105,Phenom 300 . . . 115,

FALCON JET7X . . . . . . . . . . . . 3, 11, 24, 33, 44, 83,. . . . . . . . . . . . . . . 89, 115, 131,146, . . . . . . . . . . . . . . . 147, 148,10 . . . . . . . . . . . . 38,20F . . . . . . . . . . . 39,50 . . . . . . . . . . . . 28, 36, 146,50EX . . . . . . . . . . 3, 11, 107, 141, 146,200 . . . . . . . . . . . 101,900 . . . . . . . . . . . 146,900B . . . . . . . . . . 11, 25, 38, 138, 146,900C . . . . . . . . . . 146, 147,900EX . . . . . . . . . 18, 25, 36, 93, 101,. . . . . . . . . . . . . . . 105, 146,900EX EASy . . . 11, 44, 146, 147,900LX . . . . . . . . . 3, 11, 146,2000 . . . . . . . . . . 11, 52, 107, 115,. . . . . . . . . . . . . . . 115, 2000EX EASy . . 11,2000LX . . . . . . . . 3, 7, 27, 33, 93, 107,. . . . . . . . . . . . . . . 148,2000S . . . . . . . . . 3,

FOLLANDGnatt . . . . . . . . . . 38,

GULFSTREAMIV . . . . . . . . . . . . . 93, 105,IVSP . . . . . . . . . . 10, 36, 89, 105, 147,V. . . . . . . . . . . . . . 28, 33, 44, 115,100 . . . . . . . . . . . 85, 147,150 . . . . . . . . . . . 7, 10, 33, 85, 105, 200 . . . . . . . . . . . 10, 25, 28, 36, 85,. . . . . . . . . . . . . . . 103, 136,280 . . . . . . . . . . . 24, 25, 28, 132,450 . . . . . . . . . . . 10, 17, 33, 38, 44, . . . . . . . . . . . . . . . 85, 105, 148,550 . . . . . . . . . . . 7, 10, 16, 17, 24, 25,. . . . . . . . . . . . . . . 28, 45, 83, 85, 95,650 . . . . . . . . . . . 17, 45, 105, 109,650ER . . . . . . . . . 45, 107,

HAWKER BEECHCRAFTKing AirA100 . . . . . . . . . . 53,200 . . . . . . . . . . . 13, 38,250 . . . . . . . . . . . 135,B200 . . . . . . . . . 51, 85, 115,300 . . . . . . . . . . . 89,350 . . . . . . . . . . . 13, 49, 85, 107, 129,C90 . . . . . . . . . . . 85,C90A . . . . . . . . . . 115C90B . . . . . . . . . . 49,F90-1 . . . . . . . . . 53,Beechcraft125-800A . . . . . . 130,Duke A60 . . . . . . 38,Premier IA . . . . . 127, 128, 142,Hawker400A . . . . . . . . . . 12, 27, 49,750 . . . . . . . . . . . 85,800A . . . . . . . . . . 38, 95,800XP . . . . . . . . . 12, 29, 38, 85, 103,. . . . . . . . . . . . . . . 105, 131, 800XP2. . . . . . . . 38,850XP . . . . . . . . . 33, 85,900XP . . . . . . . . . 33, 51, 85, 103, 115,. . . . . . . . . . . . . . . 148,4000 . . . . . . . . . . 103,

IAIAstra SPX. . . . . . 39, 105,

NEXTANTNextant . . . . . . . . 144,

PIAGGIOP-180 Avanti II . 142,

PILATUSPC12 NG . . . . . . 24,PC12-45 . . . . . . . 53,

PIPERMeridian . . . . . . . 31, 53,

ROCKWELLTurbo Commander 690B. . 39,

SABRELINER65 . . . . . . . . . . . . 38,

SOCATATBM 700B . . . . . 39,

WESTWINDWestwind I . . . . . 95,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . . 99,A109 E Power . . 13,AW139 . . . . . . . . 13,Koala. . . . . . . . . . 85,

BELL206L4 . . . . . . . . . 53, 143,212 . . . . . . . . . . . 143,412 EP . . . . . . . . 38,412 EMS . . . . . . 143,

EUROCOPTER/AIRBUSAS350 B-2 . . . . . 14,AS332L1. . . . . . . 77,AS355-F-2 . . . . . 14, 99,AS355N . . . . . . . 115,AS365N3 . . . . . . 14,BK117 . . . . . . . . . 38,BK117B-1 . . . . . 77,EC 120 B . . . . . . 99,EC 130 B4 . . . . . 13, 115, 143,EC 135 P2 . . . . . 19,EC 135 P2+ . . . . 85,EC 135 T1 CDS . 115,EC 135 T2i . . . . . 13,EC 145 . . . . . . . . 14,EC 155 B1 . . . . . 14,H22 . . . . . . . . . . . 13,

MCDONNELL DOUGLASMD900 . . . . . . . . 85,

SIKORSKYS-76C+ . . . . . . . . 14, 33, 148,S-76C++ . . . . . . 14, 19,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

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

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


P145.qxp 18/02/2016 12:48 Page 1

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

21st Century October.qxp 22/09/2015 14:51 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Now Actively For Sale2011 FALCON 7X SN 120

Less than 1000 Hours TT, ESP Gold, SingleOwner with Long Standing Falcon History

LIKE NEW CITATION X SN 207Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,Gulfstream PlaneParts, MSP Gold, etc…., Extremely

Recent 12-Year Heavy Check

1999 CITATION X SN N750GMOriginal Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

2013 Falcon 7X SN 213 Has Been Sold

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CITATION 525 SN 2682888 TT, Engines on Tap Elite Blue, Cescom

Maintenance Tracking, 5 Passenger,New Paint and Interior in 2013

GIVSP SN 1453Single Midwestern US Owner, Only 4600 Hours TT,

Aft Galley, 16 PAX, External view Camera

2002 FALCON 900C SN 1944300 TT, Recent 2C, 12 Year and Gear Overhaul,Brand New Paint, Refurbished Interior, MSP Gold,

Equipped for European Operations

New Paint

CBJ February.qxp_CBJ November06 19/01/2016 15:24 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2006 BOEING BUSINESS JET S/N 35990

• 1,818 Hours; 484 Cycles• 7 PATS Tanks; Lower Cabin

Altitude (8,000 to 6,500 ft) • 15 Passenger with

3 Living Zones

2010 HAWKER 900XP S/N HA-0151

• One Fortune 200 Company Since New

• Always Privately Operated• US Registered and

Northeast Based

2010 BOMBARDIER GLOBAL XRS S/N 9310

• One Owner Private Operations Only Since Delivered

• Well-appointed 13 Passenger Cabin in Immaculate Condition

• Fully Programmed with EVS/HUD

2010 BOMBARDIER CHALLENGER 605S/N 5813

• Under Engines and APU Programs• New Paint as of 2013• No Damage History

2015 BOMBARDIER GLOBAL 6000 S/N 9675

• Increase Maximum Take-Off Weight to 99,500 lbs.

• Operations at Airports with Maximum Weight Restrictions

• Completed at Jet Aviation St. Louis

2008 BOMBARDIER GLOBAL XRS S/N 9250

• 3,473 Hours; 849 Cycles• Bombardier Smart Parts; JSSI;

Honeywell MSP• 14 Passenger, Light Interior

Refurbishment 2013

Landing

Connections

Around The World.

ALSO AVAILABLE2007 CHALLENGER 3001999 CHALLENGER 6042010 CHALLENGER 6052007 CHALLENGER 8502012 GLOBAL 50002012 GLOBAL 60002003 GLOBAL EXPRESS2011 GLOBAL XRS2004 LEARJET 45XR2011 CITATION SOVEREIGN2011 FALCON 2000LX2008 FALCON 7X2008 GULFSTREAM G4502008 LEGACY 6002005 SIKORSKY S-76C+

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File Photo

7 PATS Tanks; Lower Cabin Altitude (8,000 to 6,500 ft)

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