avbuyer magazine may 2015

MESINGER JET SALESBROKERAGE & ACQUISITIONS

+1 303 444 6766 JETSALES.COM

GULFSTREAM G650S/N 6076SEE PAGES 15-17 FOR FURTHER DETAILS

TRAVEL FASTER, FARTHER IN COMFORT & STYLE

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

May 2015

™

International AircraftTransactions

Finding a Happy Maintenance Home

Aircraft Comparative Analysis: BBJ

Dassault Profile

THIS MONTH

www.AVBUYER.com

J.Mesinger FC May 2015.qxp_FC December 06 23/04/2015 10:09

Project3_Layout 1 30/04/2015 14:55 Page 1

AIRBUSA318 Elite . . . . . 26,A319 . . . . . . . . . . 159,A320 VIP . . . . . . 42,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 30, 48, 54, 164,DC-8-62 VIP . . . 54,727-200 . . . . . . . 54,B737-200 . . . . . . 54,737-800 . . . . . . . 152

BOMBARDIERCRJ-100 . . . . . . . 12,CRJ-200 LR . . . . 164,Global 5000 . . . . 10, 26, 87, 138, 159,. . . . . . . . . . . . . . . 164,Global 6000 . . . . 42, 99, 164,Global 7000 . . . . 40,Global 8000 . . . . 40,Global Express . 10, 42, 54, 164,Global Express XRS 15, 25, 26, 30,. . . . . . . . . . . . . . . 40, 43, 164,Challenger300 . . . . . . . . . . . 12, 25, 40, 42, 55,. . . . . . . . . . . . . . . 115,600 . . . . . . . . . . . 34, 53,601-3A . . . . . . . . 50, 99, 153,601-3R . . . . . . . . 12, 101,604 . . . . . . . . . . . 27, 30, 42, 47, 87, . . . . . . . . . . . . . . . 101, 115,605 . . . . . . . . . . . 7, 40, 42, 87, 99, 164,850 . . . . . . . . . . . 42, 115, 164,Learjet 31A . . . . . . . . . . . 51, 115, 31ER . . . . . . . . . . 57,35A . . . . . . . . . . . 115, 159,36A . . . . . . . . . . . 160,,40XR . . . . . . . . . . 103, 145,45 . . . . . . . . . . . . 13, 30, 47, 99, 115,. . . . . . . . . . . . . . . 154,45XR . . . . . . . . . . 13, 49, 99, 103, 164,55 . . . . . . . . . . . . 51,55C . . . . . . . . . . . 149,60 . . . . . . . . . . . . 19, 53, 99, 115,60XR . . . . . . . . . . 18, 25, 99, 151, 164,

CESSNACitationISP . . . . . . . . . . . 23,II . . . . . . . . . . . . . 23, 51, 83, 147,V. . . . . . . . . . . . . . 23,X . . . . . . . . . . . . . 12, 19, 49, 50, 99,. . . . . . . . . . . . . . . 163,XLS . . . . . . . . . . . 91, 109,XLS+ . . . . . . . . . . 12, 137,CJ . . . . . . . . . . . . . 19,

CJ1. . . . . . . . . . . . 37, 87,CJ1+ . . . . . . . . . . 13, 19,CJ2 . . . . . . . . . . . . . 13, 37, 91,CJ3. . . . . . . . . . . . 23, 57, 81, 87, 99, . . . . . . . . . . . . . . . 136,Bravo . . . . . . . . . 37, 50,Grand Caravan . 55,Excel . . . . . . . . . . 13, 23, 47, 56, 91, . . . . . . . . . . . . . . . 109, 143,Encore +. . . . . . . 13,Jet . . . . . . . . . . . . 51, 87,Mustang . . . . . . . 19, 55, 109,M2 . . . . . . . . . . . . 23,Sovereign 12, 40, 109, 163,SII . . . . . . . . . . . . 56,Ultra . . . . . . . . . . 37, 156,400 . . . . . . . . . . . 23,500 . . . . . . . . . . . 91,414A . . . . . . . . . . 23,

DORNIER328-310 . . . . . . . 164,

EMBRAEREMB-135 . . . . . . 54, 55,EMB-145 . . . . . . 54,Legacy 600 . . . . 50, 54,Legacy 650 . . . . 40, 159, 164, Lineage 1000 . . 43,Phenom 100 . . . 51, 99,Phenom 300 . . . 99, 103,

FALCON JET7X . . . . . . . . . . . . 3, 11, 26, 40, 47, 56, . . . . . . . . . . . . . . . 162, 163,10 . . . . . . . . . . . . 50,50 . . . . . . . . . . . . 12, 15, 34, 53, 99,. . . . . . . . . . . . . . . 101, 162,50-40 . . . . . . . . . 163,50EX . . . . . . . . . . 3, 15, 25, 80, 81,. . . . . . . . . . . . . . . 139, 162,900B . . . . . . . . . . 11, 12, 15, 47, 50, 53,. . . . . . . . . . . . . . . 55, 87, 99, 146, 162,. . . . . . . . . . . . . . . 164,900C . . . . . . . . . . 3, 56, 162,900DX . . . . . . . . . 26,900EX . . . . . . . . . 15, 31, 148, 162,900EX EASy . . . 3, 43, 141, 162, 163,. . . . . . . . . . . . . . . 164,900LX . . . . . . . . . 162,2000 . . . . . . . . . . 11, 27, 47, 50, 55, 56,. . . . . . . . . . . . . . . 99,2000 EX EASy . . 164,2000LX . . . . . . . . 3, 11, 19, 34, 43,164,2000S . . . . . . . . . 3, 11,

FOLLANDGnatt . . . . . . . . . . 50,

GULFSTREAMIII . . . . . . . . . . . . . 115,IV . . . . . . . . . . . . . 11, 99,IVSP . . . . . . . . . . 49, 95, 117, 164, V. . . . . . . . . . . . . . 10, 15, 87, 123, 142,\. . . . . . . . . . . . . . . 147, 161,100 . . . . . . . . . . . 109, 163, 150 . . . . . . . . . . . 99, 109,200 . . . . . . . . . . . 10, 11, 18, 27, 40, . . . . . . . . . . . . . . . 51, 53, 109, 115, . . . . . . . . . . . . . . . 155, 163, 164,280 . . . . . . . . . . . 144,450 . . . . . . . . . . . 10, 27, 29, 40, 43, . . . . . . . . . . . . . . . 51, 95, 109, 140,550 . . . . . . . . . . . 7, 10, 15, 26, 29, 40,. . . . . . . . . . . . . . . 49, 87, 95, 99, 109,. . . . . . . . . . . . . . . 117, 164, 650 . . . . . . . . . . . 1, 15, 16, 17, 34, 40,. . . . . . . . . . . . . . . 49, 81, 95, 164,

HAWKER BEECHCRAFTBeechcraft Premier I . . . . . . 37,King Air200 . . . . . . . . . . . 50,D200 . . . . . . . . . . 37,300 . . . . . . . . . . . 37, 160,350 . . . . . . . . . . . 13, 23, 109,B90 . . . . . . . . . . . 50,B200 . . . . . . . . . . 19, 109,B200C. . . . . . . . . 91,C90 . . . . . . . . . . . 13, 91, 109,E90 . . . . . . . . . . . 57,F90-1 . . . . . . . . . 57,Hawker400XP . . . . . . . . . 34, 109,750 . . . . . . . . . . . 109, 164, 800A . . . . . . . . . . 56,800SP . . . . . . . . . 161,800XP . . . . . . . . . 7, 18, 101, 109, 115,. . . . . . . . . . . . . . . 115, 146,850XP . . . . . . . . . 109,900XP . . . . . . . . . 7, 109, 150,4000 . . . . . . . . . . 115,

IAIAstra SP . . . . . . . 101,Astra SPX. . . . . . 99,

SABRELINER65 . . . . . . . . . . . . 50,

PILATUSPC 12 . . . . . . . . . 83,

PIPERArcher DX . . . . . . x,Cheyenne II . . . . 87,

Meridan . . . . . . . 14, 57,Saratoga II . . . . . 83,Seneca IV. . . . . . 83,Seneca V . . . . . . 83,

SOCATATBM 700B . . . . . 51,TBM 700 C2. . . . 51,TBM 700C32 . . . 47,

WESTWINDWestwind I . . . . . 57,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . 55,A109C . . . . . . . . 115,A109E Power . . 14,AW109SP . . . . . . 40, 87,A119 KE . . . . . . . 87,AW139 . . . . . . . . 14,Koala. . . . . . . . . . 109,

BELL206 BIII . . . . . . . 14,206 L4. . . . . . . . . 160,,212 . . . . . . . . . . . 160,407 GX . . . . . . . . 14,412 EMS . . . . . . 160,427 . . . . . . . . . . . 99,

EUROCOPTERAS 350 B3 . . . . . 87,AS 350 B3e . . . . 87,AS355 F2 . . . . . . 55,BK 117C1 . . . . . . 87,EC120 . . . . . . . . . 115,EC 120B . . . . . . . 87,EC 130 B4 . . . . . 19,EC 135 P2+ . . . . 109,EC 135 T1 . . . . . 87,EC 135 T2i . . . . . 14,

MCDONNELL DOUGLASMD900 . . . . . . . . 109,

SIKORSKYS-76C++ . . . . . . 14, 31,S-76D . . . . . . . . . 31,S-92A . . . . . . . . . 31,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

4 AVBUYER MAGAZINE – May 2015

P004 AC Index May15.qxp 23/04/2015 16:05 Page 1

echnology and education havechanged the market for business air-craft. It was once common to hear theAviation Manager for a Fortune 100

company say he’d never recommend takingdelivery of a new aircraft until the first 50 unitswere manufactured. They wanted some otheroperator to work out the early-adoption issues.Today, there’s a stampede to take early deliverywhen a new model is announced.

Likewise, consider the qualifications of anAviation Manager. Not long ago, the individualselected to run the department was the mostsenior pilot. Now candidates are evaluated ontheir management skills and may have no expe-rience piloting a business jet.

Only recently, however, has one of BusinessAviation oldest notions begun to change.Classic wisdom stated that there were two dis-tinct markets for business aircraft. One was lim-ited to new aircraft supplied by the manufactur-er and the other was the pre-owned aircraftmarket. The Fortune 500 companies never con-sidered pre-owned equipment. That’s no longerthe case, according to one Fortune 100 AviationManager considering a major fleet upgrade.

“New vs. Used” reasoning is changing, duelargely to the technology of aircraft design andmaintenance as well as the sophistication oftoday’s Aviation Manager. Buyers of businessaircraft realize that there is one distinct marketfor business aircraft, driven by the need foreffective, efficient and safe air transportation.That demand can be satisfied by pre-owned, aswell as new equipment.

Although they operate far fewer flight hoursper year than aircraft used by the ScheduledAirlines, business jets must meet the same safe-ty certification and manufacturing standards—there’re built to last. Computerized mainte-nance scheduling and tracking provide detailedinsight into the condition of a pre-owned air-craft, and in-depth pre-buy inspections assurebuyers of what they will be obtaining. A cadreof specialists exists to research the backgroundof any aircraft a prospective buyer mightconsider.

It requires an expert with an eye for minutedifferences to tell a new aircraft from one that’sbeen operated for several years. For purchasersdesiring a new livery or interior, very

experienced shops are available. Even the mostinsecure purchaser needn’t worry about appear-ances, and the company’s CFO will be pleased.

Responding to a readership survey, AvBuyerreaders stated they absorb the magazine’s con-tent when they’re considering an aircraft pur-chase—either new or pre-owned. They alsoread AvBuyer regularly to keep abreast of theBusiness Aviation community. Our readers needbusiness aircraft transportation, and know thatboth new and pre-owned aircraft can satisfy thatdemand. There is one market for BusinessAviation, and AvBuyer is pleased to serve theinformational needs of that single market.

In this IssueBusiness Aviation is truly global and within thecontents of this issue of AvBuyer, we review thelatest worldwide market trends, Dave Higdonaddresses global transactions, and Ali Cottonreviews currency issues. Insights are presentedregarding managing the growing demands oftoday’s Aviation Departments, and Ken Elliottreviews the avionics mandates associated withTCAS 7.1. Look, too, for our coverage of aircraftmaintenance, and aviation safety.

We believe today’s decision maker, whether acorporate Board Member or an aviation profes-sional, benefits from an appreciation of theadvanced engineering and technology that areincorporated in today’s business aircraft. Withthis issue, AvBuyer launches a comprehensivestudy of the industry’s efforts to produce pur-pose-built business aircraft, beginning withDassault Aviation’s belief in Business Aviationand its generational commitment embodied intoday’s Falcon 2000S, 2000LXS, 900LX and 7X,and the forthcoming 8X and 5X.

Our editorial content is designed to keep youinformed with need-to-know intelligence. Wetrust you’ll enjoy this edition.

Jack OlcottEditorial Director & Publisher,AvBuyer - your source for Business AviationIntelligence

TOne Market

WelcomeEditor’s

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

EDITORIALEditorial Director / Publisher

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

[email protected]

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

Editor Welcome Final.qxp_JMesingerNov06 21/04/2015 15:54 Page 1

Editorial Focus

Considering an International

Aircraft Transaction?Don’t let currency fluctuations bring

turbulence to your plans to buy or sell an aircraft internationally –

understand the markets…

38

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

High FlyersRani Singh discusses the European

Business Aviation flying trends with Robert Baltus, associate director,

Executive Jet Management (Europe).

Finding a Happy Home

Who should perform your company's aircraft maintenance? Dave Higdon runs

through key guidelines to selecting the rightmaintenance home for your aircraft.

Aircraft Comparative Analysis – Boeing BBJ

How does the Boeing BBJ square up against the Airbus ACJ320? Find out in

this month’s Aircraft Comparative Analysis!

60

90

122

Contents Layout May15.qxp 22/04/2015 15:43 Page 1

ContentsVolume 19, Issue 5 May2015

� BizAv Intelligence20 Market Indicators: Analysis,

Reflections, Trends and Comment

44 Exporting or Importing: Do youknow the international aircrafttransaction touch-points?

52 International Season in Bloom:Jay Mesinger’s thoughts on theinternational BizAv markets…

� Boardroom62 New or Used Aircraft: How can

you know which option is bestfor you?

66 Unexpected Curves: Road Mapfor the desired resolution of aninsurance claim

68 The Legacy of a Bad Experience:Learn to tell a good broker froma bad…

72 Like Kind Exchanges: KeithSwirsky investigates current IRCSection 1031 trends

76 Dassault (Part 1 of 4): Profiling a century of innovation from one of BizAv’s leading OEMs…

� Flight Department82 Aviation Mandates (Part 5): What

you should know about TCAS7.1

94 Maintenance the EASA Way:Everything you need to knowabout CAMO…

98 The Multi-Choice Question:When you dance with elephants,who leads?

102 New Flight Department Manager: Taking the lead of yournew team…

106 Effective Training: There’s muchmore required than a routineschedule

108 Retail Price Guide: Twenty-yearTurboprop price guide fromBluebook

112 Specifications: Turboprop per-formance and specificationscomparisons

� Community129 BizAv Review: Turbine Trends,

News, Appointments & Events

Next MonthPaperless CockpitsGAMA 1Q Shipment AnalysisAircraft Comparative Analysis

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

Contents Layout May15.qxp 22/04/2015 15:48 Page 2

Avpro May.qxp_Layout 1 23/04/2015 11:39 Page 1

Mesinger Jet Sales • Brokerage & Acquisitions

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

Watch airplane videos at jetsales.com/inventory

+1 303 444 6766 • Fax: + 1 303 444 6866

jetsales.com

2014 Gulfstream G650

Serial Number: 6076

Asking Price: $72,500,000

Hours: 45 TTAF

Landings: 19

• Delivered September 25, 2014

• Ferry Time Only

• Factory Warranty

• Predictive Windshear, SWIFT Broadband & More

• Fwd Galley, Fwd & Aft Lavs, 4 Seating

Sections — 17 Passenger Configuration

FOR SALE


Serial Number: 5316


Hours: 2,498 TTAF

Landings: 772

• Engines enrolled on Rolls-Royce Corporate

Care, APU enrolled on Honeywell MSP

• ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A,

CPDLC Capabilities

• Aircell Gogo Biz ATG-4000 high speed internet

FOR SALE

WANTED

Global 6000

Our clients pay our commissions.

Sellers will contract directly with our clients.

2001 Gulfstream V

Serial Number: 642


Hours: 11,151 TTAF

Landings: 4,223

• Two Owners Since New

• FAR Part 91 Professionally Operated

and Maintained

• Engines enrolled on Rolls-Royce Corporate

Care, APU enrolled on Honeywell MSP

• Honeywell Avionics Protection Plan (HAPP)

FOR SALE

• New or like-new

• 13 passengers or more

1994 Falcon 50

Serial Number: 242


Hours: 9,102 TTAF

Landings: 6,720

• Professionally Maintained & Operated

• Wing Tank Modification (SB 496) Accomplished

• Engines Enrolled on Honeywell MSP Gold

• APU Enrolled on MSP

• Aircell Gogo Biz Broadband Internet with Wi-Fi

• Duncan interior with LED lighting

FOR SALE

1997 Falcon 50EX

Serial Number: 260


Hours: 4,739 TTAF

Landings: 1,887

• One Owner Since New

• Very low total time to cycle ratio

• Currently undergoing a 3C check and Wing

Tank Modification (SB 496)

• Engines enrolled on Honeywell MSP Gold

• APU enrolled on MSP

FOR SALE

1994 Falcon 900B

Serial Number: 134


Hours: 5,018 TTAF

Landings: 2,387

• Two Operational Owners

• Excellent Pedigree

• Professionally Maintained and Operated

• Engines Enrolled on Honeywell MSP Gold

& APU Enrolled on Honeywell MSP

• Low Time/Cycles for Model-Year

FOR SALE

2000 Falcon 900EX

Serial Number: 74


Hours: 5,585 TTAF

Landings: 2,148

• Excellent Pedigree

• Wing Tank Modification

• TCAS 7.1

• Aircell ATG-5000 Gogo Biz Broadband

• Engines on JSSI Premium Plus

• APU on JSSI

FOR SALE • NEW TO MARKET

2010 Global XRS

Serial Number: 9320

Please Call for Pricing

Hours: 2,560 TTAF

Landings: 745

• Rolls Royce Corporate Care

• APU on MSP

• Batch 3

• FANS 1/A, ADS-B Out, TCAS 7.1

• Aircell Gogo Biz Broadband Internet

FOR SALE • NEW TO MARKET

Gulfstream G550-Two Buyers• One for a Forward Galley

• One for an Aft Galley

• 2007 or newer

• Forward Crew rest area preferred

• 2,500 hours total time or less

Mesinger Jet Sales • Brokerage & Acquisitions

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

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

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

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

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

—ROBERT GOYER Flying Magazine, Sept. 2013

GULFSTREAM G650SERIAL NUMBER: 6076

Travel faster, farther in comfort & style

ASKING PRICE: $72,500,000

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

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

WATCH A VIDEO OF THIS G650 AT G650.JETSALES.COM

2006 Gulfstream G200S/N: 01501,872 Hours since NewPowered by two Pratt & Whitney306A EnginesIridium Communications System

2008 BombardierLearjet 60XRS/N: 3512,579 Hours since New Engines enrolled on ESP Collins

Proline 21 Avionics Airshow 4000 Sundstrand Auxiliary Power Unit

2002 HawkerBeechcraft 800XPS/N: 2585648,524 Hours since NewEngines enrolled on MSPAircell Wi-FiPart 135No Damage History

New Company, Same Trusted Resource

2002 Gulfstream G200S/N 00738,914.8 Hours since newAirCell ATG5000 High Speed InternetAirshow 400New Paint & Interior in 2009

Hatt & Associates: Unique in Experience, Global in Scope.Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

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

1-720-477-1204hattaviation.com

Hatt & Associates May.qxp_Layout 1 23/04/2015 10:07 Page 1

Charlie Bravo May.qxp_Layout 1 22/04/2015 10:51 Page 1

BIZAV INTELLIGENCE � MARKET INDICATORS


orldwide, the volume of pre-ownedbusiness jet transactions (wholly-owned retail sales) approached 2,400units in 2014, representing about

12% of the installed fleet and surpassing the level ofavailable jet inventory for the first time since 2007.Practically speaking, this is broad-based evidence ofa return to a more balanced worldwide marketplace,where the numbers of buyers and sellers movedcloser to equilibrium.

The trends point to a further decline in the jetfleet available ‘for sale’ (hovering close to 11% atpress time). Sales of young, single-owner, ‘ferry-timeonly’, and similar assets are holding up well,although pricing softness across almost all models isthe order of the day. The overall mood wasdecidedly cautious last month at the National AircraftFinance Association’s annual meeting in Arizona.

The good news is that sources of customerfinancing appear to be varied and widespread, witha fresh sprinkling of new entrants to keep everyonewatching their assets. On the other hand, thereappears to be a consensus forming that we are in anew era of diminished aircraft values, with anoticeable (some say permanent, although wewouldn’t) shift downwards in the residual value curve.Value diminution rates, which some had pegged at3.5-4% per year, have apparently doubled,necessitating an adjustment in mind-set, at least forthe time being.

Market-wide intelligence on actual transactionprices for deals that are being written now remainsthe Holy Grail. Transaction price proxies such as Vrefand Bluebook provide some very helpful insights,but typically reflect markets that happened monthsago. In this vacuum of hard data, pre-owned askingprices are about as good as it gets, with mostindications being that year-over-year market pricesare declining.

Looking at JETNET, year-over-year asking pricesfor pre-owned jets were down 10% from year-end2013 to year-end 2014, but this gross calculation isnot overly helpful or even indicative as it doesn’taccount for the underlying mix of aircraft at eachpoint in time. With new annual jet deliveriesrepresenting only about 3% of the current fleettoday, we should absolutely expect year-over-yearasking and even transaction prices to decline.

In essence, with such long-lived assets (businessaircraft never seem to retire) almost all of the aircraftin the fleet – and in pre-owned resale inventory - getanother year older each year.

Regionally Speaking…At a regional and national level, the most robustmarket for business aircraft sales in May 2015 is inthe US, as it has been for some time. Transactionvolumes and flight cycles in FAA-controlled airspaceare both up YOY, in line with forecasted growth inreal GDP in 2015 of 3.2%. US business jet cycles

In May 2015, indications showthat Business Aviation marketsare performing at a variety of

climb rates and airspeeds,notes Rollie Vincent, Editor,

Market Indicators. Performanceis very much dependent on the

specific market segment, region or country.

W

Rollie Vincent is President of Rolland VincentAssociates. His aviationmarket analysis is second tonone, and he is thecreator/director of theJETNET iQ program. With a solid background in marketresearch, economics andstatistics, he has more than30 years of experience inbusiness, regional andinternational aviation,including positions withBombardier, Cessna, Learjet,Flexjet, and ICAO. Contacthim [email protected]

A Mosaic of

Indicators

MarketIndicators .qxp_Layout 1 21/04/2015 17:00 Page 1

According to ARG/US, March BusinessAviation flight activity followed its usualpath and posted a significant increasefrom February to finish the month up asubstantial 14.1%.All operational categories recordeddouble digit monthly gains, with Part 91posting the largest increase, up 14.9%

from February. The Fractional and Part 135markets also posted impressive gains of14.3% and 12.9% respectively.

Looking at the aircraft categories, flightactivity was led by small cabin aircraftwhich posted an increase of 15.8%.Turboprop flight activity followed with amonthly increase of 15.1%. Mid-size andlarge cabin aircraft posted gains of 13.5%and 10.7%. All individual segments posteddouble digit gains for the month with theexception of Part 91 large cabin aircraft,which posted an increase of 9.7%. Part 91turboprops recorded the largest monthlygain for an individual segment, up 17.7%.

Year-Over-YearReviewing year-over-year flight activity(March 2015 vs. March 2014), TRAQPakdata indicates that March 2015 posted anincrease of 2.6%. The results byoperational category were strong for thePart 91 and Part 135 markets, up 3.8% and3.2% in that order. The Fractional marketfinished the period down -3.8%.

Flight activity by aircraft category wasup across the board with large cabinaircraft leading the way, up 4.9% fromMarch 2014. The small and mid-size cabinmarkets posted gains of 2.3% and 2.0%respectively, while the turboprop marketposted a gain of 2.1%. The largest year-over-year gain for an individual segmentoccurred in the Part 135 large cabinmarket, which saw an increase of 10.3%.MI www.argus.aero

BizAv Activity - US & Canada


March 2015 vs February 2015 Part 91 Part 135 Fractional All

Turboprop 17.7% 11.2% 11.6% 15.1%

Small-Cabin Jet 16.7% 14.7% 15.2% 15.8%

Mid-Size Jet 12.6% 13.6% 14.9% 13.5%

Large Cabin Jet 9.7% 12.3% 11.8% 10.7%

All 14.9% 12.9% 14.3% 14.1%

March 2015 versus March 2014 Part 91 Part 135 Fractional All

Turboprop 2.1% 2.8% -3.9% 2.1%

Small-Cabin Jet 4.0% -0.9% 5.3% 2.3%

Mid-Size Jet 5.2% 4.4% -5.5% 2.0%

Large Cabin Jet 5.5% 10.3% -9.4% 4.9%

All 3.8% 3.2% -3.8% 2.6%

have increased by about 4% YOY, in sharpcontrast with Europe, where flights haveslipped by 5% in 1Q 2015 YOY (draggeddown by weak EU economic performanceand a 35% drop in flight activity to andfrom the CIS region).

Euro Area real GDP growth in 2015 isforecast to be a modest 1.3%; the UKeconomy is expected to grow by 2.6%, tolead the main European nationaleconomies.

Macro factors that underpin mucheconomic activity include a strong US$,the currency in which most aircrafttransactions are valued. In situations whereaircraft loans were written in currenciesother than the US$ (for example, the Euro,which is trading 20% lower than the US$over the past year), currency swings couldwork in favour of owners and lessors toease the diminution in residual values theyhave experienced since 2008/2009.

Other macro-factors, like the price of oiland other commodities, also play a role inthe fortunes – up or down – ofinternational Business Aviation. At presstime, crude oil was trading just aboveUS$50 per barrel, less than half the pricesustained over a recent three-year period.The drop in oil prices has been anunwelcome cold shower to the energysector, historically a big user of BusinessAviation. As oil and gas companiescollectively step back from aircraftpurchase negotiations, at least for the timebeing, all is not lost. In fact organizationsthat benefit from lower energy costs arestepping forward, a trend that should be anet positive to the industry to buoy long-dormant sales prospects of Light andMedium jets.

Although slowdowns in the white-hotChinese Business Aviation market wereinevitable, the Asia Pacific fleet still grewby an estimated 15% in 2014. Large cabinjets continued to dominate the staticdisplay at ABACE 2015, but a significantchange is occurring… With a dramaticdownshift in aircraft orders and OEMbacklogs from China, a flock of pre-ownedB-registered jets are now on the market.Whether they will stay in-country (alikelihood, given that high import dutiesand taxes have already been paid) remainsto be seen.

What is crystal clear is that today’s AsiaPacific market is dependent more thanever on effective industry advocacy.History tells us that this and other softmarkets will bounce back, probably a lotfaster than most people think. Watch this(air)space!MI www.rollandvincent.com



According to a newly-released FAAforecast, the active business jet fleet isexpected to experience strong growthover the next two decades, writes WichitaEagle’s Molly McMillin.Recovery in the business jet market hasbeen slow, but 2014 marked the first yearof shipment increases by USmanufacturers since 2008. “The forecastcalls for robust growth in the long-termoutlook, driven by higher corporateprofits and the growth of worldwide GDP,though at rates slightly lower than thosepredicted last year,” the FAA noted.”Continued concerns about safety,security and flight delays keep BusinessAviation attractive relative to commercialair travel.”

However, the piston-powered aircraftfleet is expected to decline slightly over

the same period, the FAA projects. “Wepredict business usage of GeneralAviation aircraft will expand at a fasterpace than that for personal andrecreational use,” the report predicted,noting a significant portion of pistonaircraft flight hours are used for businesspurposes too. “Increased demand forturboprop aircraft also contributes toincreased turbine fleet and hours.”

The business jet fleet is projected togrow at an average rate of 2.8% per yearfrom 2014 through 2035, growing to atotal of 20,815 aircraft. Overall, the activeGA fleet is expected to grow at anaverage annual rate of 0.4% over the 21-year forecast, from an estimated 198,860aircraft in 2014 to 214,260 by 2035.

The fixed wing turbine aircraft fleet isexpected to grow 2.2% per year, whilefixed-wing piston-powered aircraft areexpected to decline -0.6% on averageper year. The rotorcraft fleet, however, isexpected to grow an average of 2.5%per year. Fixed-wing turbine aircrafthours flown are expected to grow 2.9%per year, while fixed-wing piston aircrafthours flown are projected to decline at arate of -3% per year. The FAA projectsfaster growth in hours will occur after2023, with increases in the fixed-wingturbine fleet and increasing utilization ofsingle and multi-engine piston as theaging fleet starts to slow down.MI www.kansas.com or www.faa.gov

FAA GA Fleet Projection

BizAv Market: CouldDo Better?Certainly no one was getting carriedaway at the recent 44th National AircraftFinance Association Annual (NAFA)Meeting.Richard Aboulafia from the TEAL Grouppresented what he called “anembarrassingly conservative forecast” of9,416 business jets worth $285 billiondelivering 2015-2024. Aboulafia’s centraltheme was that the market should bedoing better than it is. The title of hisspeech was: 'The recovery is definitelyhere (as long as you stay in the US,anyway).'

Although the US has seen someincreased demand, the market is still

cautious. Brokers say that new models arehitting pre-owned prices; they’re worriedabout leased aircraft coming on to themarket and also foreign sellers loweringvalues (as they take advantage of thestrong dollar). Another issue that lendersand brokers are focused on is the need toupgrade avionics and a danger of olderaircraft fleets being split betweendomestic US aircraft and internationalaircraft.

As well as being the easiest place tooperate an aircraft, the US is also theeasiest place to finance. This is largelythanks to the large number of regionalbanks that are keen to finance businessjets and are financially strong. There’scertainly no shortage of capital at themoment.MI www.tealgroup.com


BizAv Activity -EuropeThe recent WINGX Business AviationMonitor reports that there were63,917 Business Aviation flights inEurope in March, a -0.6% declineYear-on-Year.The -0.6% decline for March is animprovement on the January-Februarytrend, and March activity also indicatesa slight YOY pick-up in charter flights.Growth in Western Europe, with strongperformance in France, UK and Spainoffset declines in Switzerland, Germanyand Italy. Meanwhile, activity continuesto drain out of Ukraine and Russia,weighing down the Eastern Europeanmarket. The stand-off with Russiaexplains the 35% fall in flights fromEurope to the CIS so far this year.

Elsewhere, flight connections withthe Middle East have wobbled, withregional insecurity also hamperingTurkey’s Business Aviation market.Transatlantic flights picked up again inMarch, mostly with the burgeoning USmarket, and flights between Europeand Africa remain on a strong growthtrend. Further afield, flights to/fromChina continue to slow down this year.

Charter activity bounced back insome markets, with AOC flights up inFrance by 13%; in Spain by 9%; and15% in the UK. Most growth in Francecame from Piston activity, whereas inUK and Spain, business jet flightsincreased the mostMI www.wingx-advance.com


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

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

2861 Aviation Way, West Columbia, SC 29170The Citation Specialist

1999 KING AIR 350, S/N FL-258

1992 CITATION V, S/N 560-0177

2008 CESSNA 400, S/N 4110761977 CITATION I/SP, S/N 501-0047

2008 CESSNA CITATION CJ3, S/N 525B-0209

2014 CITATION M2, S/N 525-0822 2000 CITATION EXCEL, S/N 560-5119

1982 CITATION II, S/N 550-0343

ALSO AVAILABLE: 1982 CESSNA 414A, S/N 414A-0844

Phone International: (803) [email protected] or visit www.eagle-aviation.com

Eagle May.qxp 23/04/2015 11:52 Page 1

Since being introduced to China in therelatively recent past, Business Aviationhas already experienced a full market cyclefrom frothy peak to today’s quiet trough,observes Brian Foley. So what is marketnormalcy there?There hasn’t yet been a steady period ofsales normalcy and predictability, onlyextremes. The heady sales of large,expensive business jets in the 2009 time-frame proved to be unsustainable yettimely for an industry already sufferingfrom the worldwide financial crisis. Todayit’s China that’s in economic recoverymode, putting a damper on recent salesthere.

It seems to be a universal axiom thatwhen a country’s economy is in a downcycle, political leaders and shareholdersdeprecate Business Aviation. At the worstof the last US financial meltdown,politicians were quick to denounce auto-industry executives for flying their privatejets to Washington “hat in hand” forbailouts. Business leaders in general weredenigrated for using their corporate jets.China’s current austerity movement isessentially the same reaction, justpresented a little differently.

In general, once economic recoveryfirmly takes hold denunciations areeventually forgotten and buyers no longerfeel the need to take cover. There’s reasonto believe that China will move beyondthe current slow patch and begin to seesome improvement in 2016. One leadingindicator, the Shanghai Composite index,has nearly doubled in the past year to a

seven-year high with a favourableenvironment for further governmentstimulus. As investors and companies gainconfidence in financial market vitality andstability we’ll begin to see morediscretionary income move into GeneralAviation.

In summary, the Chinese market willcontinue to be a nice adjunct to industrysales. As a whole it can be viewed that theregion will offset sales that the industrylost to the worldwide decline in thefractional segment, helping to diversifyand sustain the global business jet market.

MI www.brifo.com

China: What Is Market Normalcy?

2014 Year-End Avionics Market ReportTotal worldwide Business and General Aviation avionics salesfor 2014 amounted to more than $2.5 billion in 2014, accordingto AEA, representing a 4% increase in sales compared to theprevious year.Of the more than $2.5 billion in total sales, 51.4 percent camefrom forward-fit (avionics equipment installed by airframemanufacturers during original production) sales. That’s a declinefrom 54 percent of total sales at Year-End 2013. The retrofit(avionics equipment installed after original production) marketamounted to 48.6 percent of total sales for the year, a slightincrease from the 46 percent in 2013.

According to the companies that separated their total salesfigures between North America (US and Canada) and otherinternational markets, 62.6 percent of the 2014 sales volumeoccurred in North America, while 37.4 percent took

place internationally.Acknowledging the modest year-over-year growth in sales for

a second consecutive year, AEA President Paula Derks noted,"This is only the third year of the report's existence, but it’sbeginning to establish a solid baseline to better evaluate andcompare data in the years ahead…of note is the fact that the firstsix months of 2014 contributed to a little more than half of theyear's total sales volume. This may be worth watching in futureyears to determine if there exists some seasonality in sales trendswithin the course of a single year.”

Note: The dollar amount reported above (using net salesprice) for all electronic sales includes all component andaccessories in cockpit, cabin and software upgrades, portables,certified & non-certified aircraft electronics, all hardware (tip-to-tail), batteries, and chargeable product upgrades from theparticipating OEMs, but does not include repairs/overhauls,extended warranty or subscription services.

MI www.aea.net/marketreport


Flight NavigationSystem MarketAccording to Markets and Markets’recent report, the flight navigationsystem market is expected to grow ata CAGR of 7.10% during the period2014-2020.The report by Product (Avionicssystems, Communication systems),Flight Instrument (Altimeter,Gyroscope, Autopilot, Sensors),Application (Commercial, Military) & byGeography- Forecast & Analysispresents the complete analysis andinformation about the global flightnavigation systems market. A completeanalysis of the global flight navigationsystems market for North America,Europe, Asia-Pacific, the Middle Eastand Rest of the World regions hasbeen presented.

The flight instruments consideredwithin the report are altimeter,gyroscope, autopilot, magneticcompass, and sensors. The producttype is segmented on the basis ofavionics systems and communicationssystems.MI www.marketsandmarkets.com


continued on page 28

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In-Service Aircraft Technical Condition and PriceAn Asset Insight Index analysis conductedon February 28, 2015 covering 80 fixed-wing models and 1,564 aircraft listed ‘forsale’ revealed the following trends relativeto asset quality...

Maintenance Rating (ATC Score): AssetTechnical Condition Score (an aircraft’srating relative to its Optimal MaintenanceCondition – achieved the day it came offthe production line) deteriorated slightly,falling 1.2 AI basis points, registering5.480 from January’s 5.492. The Ratingremained comfortably above the Mid-Time/Mid-Life 5.000 level – on the ATCScore scale of -5 to 10.

Financial Rating (ATFC Score): AssetTechnical Financial Condition Score(evaluating scheduled maintenance eventcost based on the aircraft MaintenanceRating) improved substantively, increasing26.0 AI basis points, climbing above theMid-Time/Mid-Life 5.000 level – on the 0-10 ATFC Score scale – for the first timesince November, and registering 5.163versus January’s 4.903.

Asset Exposure (ATFE Value): AssetTechnical Financial Exposure Value (anaircraft’s accumulated maintenancefinancial exposure) was also favorablyimpacted, with the figure decreasing by$42k to $1.887 million, from last month’srecord high/worst figure.

Exposure to Price (ETP Ratio): Spread inthe ratio of maintenance Exposure to AskPrice (ETP Ratio) for the aircraft we trackwidened for the fifth consecutive month –this time by 5.2 percentage points (seeTable B).

The average ETP Rating improved fromlast month’s record 64.5% to 58.8%,primarily due to a 12-month high averageAsk Price, but the figure pointed out thecontinued challenge faced by Sellers. AnyRatio over 40% represents excessive AssetExposure in relation to Ask Price, and thefigure has been exceeded each month forthe past year (see Table C).

By asset group, our findings were:- Large Jets: Excellent asset quality;

lower Ask Price; improved but highAsset Exposure; slightly improved ETPRatio and the best among all fourgroups.

- Medium Jets: Excellent asset quality;slightly lower but above average AskPrice; improved but high AssetExposure; improved but high ETPRatio.

- Small Jets: Very good asset quality; 12-month high Ask Price; much improvedbut still high Asset Exposure; improvedETP Ratio, but still very high and worstamong all groups.

- Turboprops: Very good asset quality;average Ask Price; improved but stillhigh Asset Exposure and ETP Ratio.

A closer examination of the ETP Ratio foreach market segment follows:- Large Jets: the only group to register

an ETP Ratio below 40% during thepast nine months, the group’s figureimproved slightly to 38.9% from39.7%. Large Jet average Ask Price fellonce again this month, from $15.9 to$15.7m, but continued to record thehighest asset quality amongst allmarket segments.

- Medium Jets: placed second relativeto asset quality, registering an ETPRatio improvement of 60.2% versuslast month’s 64.8%, even thoughaverage Ask Price fell yet again thismonth, from $3.74 to $3.71m (thelowest figure since July 2014).

- Small Jets: the segment’s ETP Ratio of88.0% was substantively better thatlast month’s 101.1% (the worst figurewe have recorded for any group). TheRatio was favorably impacted by thesegment’s 12-month record high Ask

Price of $1.98m, from last month’s$1.89m, and it helped Small Jetscapture third place relative to assetquality.

- Turboprops: generated the secondbest ETP Ratio, although the figurewas still high at 51.9%. The segmentdid register an Ask Price increaseequating to the average for the lasttwelve month, $1.61m versus lastmonth’s $1.57m, but remained infourth place relative to overall assetquality.

On balance, overall asset quality thismonth earned an “Excellent” rating, withall groups showing an improvement overlast month’s figures. While Large andMedium Jets saw an Ask Price decreasethis month, figures improved sufficientlyfor Small Jets and Turboprops to create anoverall market improvement. Thecumulative effect of improved asset qualityand increased Ask Price (see Table D) wasa substantially favourable impact on themaintenance ETP Ratio, although thefigure was still 47%, above the 40% levelconsidered excessive.

There clearly are high quality assetsavailable for sale, for which Sellers shouldbe able to secure a decent price. However,Sellers marketing below average aircraftwill have a problem realizing anythingresembling good value, and may wish toconsider early maintenance to improvemarketability and reduce holding costs.

MI www.assetinsightinc.com �


continued on page 32

2

2


2010 Gulfstream G450 S/N: 4190• US$24,900,000• Total Time: 954 hrs• Landings: 435• Engines Enrolled on RRCC• Synthetic Vision• Broadband High Speed Data System• Forward Galley• 14 Passenger Interior

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

Gulfstream G550 S/N: 5176• US$29,950,000• Total Time: 3466.5 hrs • Landings: 953• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• BBML• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Fwd Crew Rest• Aircraft C of A: 11/27/2007• Aircraft in Service: May 5th 2008

2009 Gulfstream G450• Into service 2010• TTAF 1402• Landings 668• Engines on RRCC• Part 135 compliance• Aft Galley• Crew Area• Fwd and Aft Lavs• 14 Passenger configuration

Freestream May.qxp 22/04/2015 11:02 Page 1

Challenger 604 S/N: 5426• $6.495M• Total Time: 6329:55 hours• Landings: 3397• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7• 12 Passenger Interior

Boeing BBJ S/N: 36714. Reg: VP-BFT• $58,950,000• Into Service 2009• Total Time Airframe: 2849 Hours• Landings: 741• Basic Operating Weight: 101,611 Lbs• Pat’s 6 Tanks, 5 aft, 1 fwd• Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium• 5 external cameras - EFB• 18 Passenger Interior/ Andrew Winch Design

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

2006/2007 Global Express XRS• Make offer• 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


Sikorsky S-76C++ S/N: 760757 • $7,950,000• TTAF: 211.54 hours• Lowest Time Pre-Owned S76C++ on the market• Excellent Condition• Single Pilot IFR• EGPWS• CVR & MPFR• Emergency Float System

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

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

2012 S76D• 2012 S76D like new (delivered 2013)• Only 19 hrs TTSN• Utility Interior • 12 passenger seats (3 x 4)

Falcon 900EX S/N: 87• $11,950,000• TTAF: 5,016• Landings: 2,805• 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




2015 European BizAv Fleet Report This month, with eyes turning to Geneva,Switzerland for EBACE2015, Mike Chase asks‘What is the health of the European BusinessAviation fleet today?’The European economy is growing again, butat a modest pace. Further efforts are requiredto strengthen the region’s economy. TheEuropean capital market is significant and manyof its segments are working well. Some parts,however, are facing a crossroad according tothe European Commission Winter 2015 report.

A key feature of European financial markets isthe predominance of bank financing relative toother sources of financing. For example, banksprovide 70% of European firms’ externalfinancing through loans. This differs from the USmarket where consumers, small-to-mediumsized enterprises (SMEs) and larger corporatesall benefit from raising financing through thecapital markets.

Half of European employees work at firmsemploying fewer than 50 people. This is whybroadening the funding options available toSMEs goes to the heart of ensuring that theEuropean economy grows.

EU GDP rose 0.1% in 2013, while growth inthe euro area (which was -0.4% for 2013)improved in 2014. GDP growth this year isforecast to rise to 1.7% for the EU as a wholeand to 1.3% for the euro area. By 2016,economic activity should grow by 2.1% and1.9% respectively.

The initial misalignment between the euroand US$ that has existed since the middle of2014 placed the European exporter in adisadvantageous position. ExpensiveEuropean-made goods were too expensive forUS buyers. However, US export to Europeflourished due to the relatively inexpensiveUS$.

Now, with the appreciation of the US$(1.0600 EUR/US$ or 0.9433 US$/EUR as of April10th, 2015) European export to the US stands abetter chance, while US export to Europe faceschallenges due to the relatively high value ofthe US dollar.

After documenting two years of contraction,the European Commission’s economic report isvery good news for Business Aviation inEurope. With that established, let’s consider thecurrent European business jet and turbopropfleet.

Fleet PercentagesIn March 2015, Europe accounted for 2,454(13%) of the global wholly-owned business jetfleet in operation and 1,234 (9%) of the totalturboprop fleet (see Table A). That’s a decline of65 (-2.5%) business jets in Europe in 2015versus 2014. However, European businessturboprops increased by 29 aircraft (2.4%) in2015, compared to 2014. Overall, Europe ranks

T T M d l

Table A - World Fleet of Business Jets & Turboprops

Table B - Europe’s Top Ten


second for the total number of business jets,behind North America, and third for the totalnumber of business turboprops, behind North& South America.

In March 2011 business jets based in Europereached a peak with 2,714 units, and have sincedeclined by 260 units (per March 2015 data). Inthe same period, business turboprops haveincreased by just 12 units.

Top Ten ModelsThe Citation Mustang and Dassault Falcon 7X(92 units each) and King Air B200 (99 units) leadthe Top 10 business jets and businessturboprop models in Europe respectively (seeTable B). Also, included are the worldwidetotals of the business jets and turboprops bymodel.

Business Jets & Turboprops (By OEM)Textron (Cessna and Hawker) lead allmanufacturers of business jets in operation inEurope, as represented in Chart A, followed byBombardier and Dassault. These ‘Top Three’OEMs account for 83% of the 2,454 businessjets in Europe.

Of the Turboprop OEMs, Textron (Hawkerand Cessna) again lead the way with 539 units(44%) of the total 1,234 units in operation. Piperand Pilatus comprise the remaining OEMs thathold more than a 10% share of the businessturboprops in Europe. Combined, the ‘TopThree’ account for 65% of the Europeanturboprop fleet (see Chart B).

Top Ten Operating NationsAs depicted in Tables C and D, Germany hasthe largest number of business jets andturboprops in Europe. The total numbers ofaircraft that are wholly-owned, shared andfractionally owned are also shown in each table,along with the numbers leased.MI www.mdchase.com �

Total 2,454 Source: JETNET

Textron 1,041 42%

Bombardier 568

23%

Falcon, 438

18%

Other 105

4%

Gulfstream

179 7%

Embraer 123

5%

TextronBombardierFalconGulfstreamEmbraerOther

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p Ten Operating Countries (W.#-(/'+3WI,'(II+0A9N5G95G4+

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Textron 539 44%

Piper 141 11%

Other 158

13%

Pilatus 124 10%

Socata 101 8%

Cheyenne87 7%

Avanti84 7%

TextronPiperPilatusSocataCheyenneAvan Other

Source: JETNET Total 1,234

Chart A - Business Jets - Europe (March 2015) Chart B - Business Turboprops - Europe (March 2015)

Table C - Top Ten Operating Countries, Jets

Table D - Top Ten Operating Countries, Turbos



O'Gara May.qxp_Layout 1 22/04/2015 11:13 Page 1

O'Gara May.qxp_Layout 1 22/04/2015 11:14 Page 2

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Considering an International Aircraft Transaction?


BIZAV INTELLIGENCE � INTERNATIONAL TRANSACTIONS

Avoid ForeignExchangeTurbulence

The aviation industry is by nature an international one and, as is the case with all cross-border businesses, foreign exchange has become an important issue notes Alistair Cotton, Senior Corporate Dealer at Currencies Direct.

InterTransactions 1.qxp_Layout 1 21/04/2015 15:00 Page 1

he first three months of 2015 sawextremely high levels of volatility acrossthe foreign exchange markets. Theseunprecedented movements in the value

of major currencies are unlikely to settle and, as aresult, businesses and individuals who regularlyexchange one currency for another are at risk ofsevere financial blows.

Protecting against adverse currencymovements will be crucial over the next sixmonths for those engaging in international aircrafttransactions. Below, we examine just a few of theoccurrences in early 2015 that have sent shock-waves across the financial markets within Europe.

Shaky Start to 2015Monetary authorities are the key global players infinancial markets in times of government austerity.Their policies have a huge impact on both theprices of financial assets and the overall directionin which money flows around the world.

A quantitative easing program in Europe andthe Swiss National Bank’s shock decision to unpegfrom the euro earlier this year are but twoexamples to hit the headlines and dramaticallychange the value of major currencies.

The unpegging of the Swiss franc from theeuro triggered the largest movement in a majorcurrency since 1971, and was catastrophic formany businesses whose ability to tradecompetitively was reliant on the relationshipbetween the two currencies. In the space of 24hours, Swiss exporters saw an 18% increase in thecost of their goods to the European market.

FX markets are constantly fluctuating andanyone who plans to exchange large quantities ofcurrency should try to protect against an adversemovement resulting in an unplanned loss.

A Weaker Euro AheadThe European Central Bank has chosen to pursueaggressive monetary easing aimed at revivingeconomic activity across the Eurozone.

One of the immediate effects has been thesharp depreciation of the euro on world markets.The quantitative easing policy is set to last for twoyears, and during this time we can expect theeuro’s weakness to continue.

As though trying to second-guess what centralbanks might do next wasn’t hard enough, there’sthe possible exit of Greece from the Eurozone toconsider. This would move exchange ratessignificantly in the near future. Negotiationsbetween Greece and its creditors continue, andthe existing bailout expires in June.

The euro will be negatively affected as debateover the terms of the bailout continues, anduncertainty over the fate of the Eurozone prevails.

Sterling and the UK General ElectionThe UK election this month looks set to be theclosest in a generation. A simple two-partycoalition appears an unlikely outcome and theexact make up of any new government is highlyuncertain.

Looking back to the 2010 election, Sterlingdeprecated significantly in the run-up, butregained ground once the new government wasin place. Expect a similar outcome this timearound, potentially more pronounced because ofthe additional multi-party negotiations needed.

Making the Most of Foreign ExchangeMinimising the foreign exchange risk posed bythese upcoming events is an importantconsideration. Taking a proactive approach tomanaging your currency transactions can reduceyour exposure to market volatility, and allow youto seize the opportunity when changes in currencyvalues move in your favour.

An experienced foreign exchange provider willbe able to help you, and there are many usefultools that will enable you to make the most ofyour international transfers.

Are you looking for more articles on Finance? Visit www.avbuyer.com/articles/category/business-aviation-finance/ �

“Minimising

the foreign

exchange risk

posed by these

upcoming

events is

an important

consideration”


Alistair Cotton helps a portfolio ofcorporate clients to manage their foreignexchange exposure. Alistair providesregular market commentary in the pressincluding appearances on BBC News 24.He is FSA approved and is a member ofthe Chartered Institute for Securitiesand Investment.

T

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emand for all variety of business-turbine aircraft has been swingingtowards a higher proportion ofinternational operators, eroding thetraditional dominance of the combined

North American/Western Hemisphere markets.However, increasing international demand forbusiness aircraft – especially from Africa, Asia,Europe, India, South America and China -requires significantly more attention from a buyerand seller than for a hand-off between citizens ofthe same nation.

Buyers and sellers alike face international-transaction fundamentals before they can closeon a deal to change an aircraft's registry from onenation to another. With that in mind, consider thefollowing to be the basics of most internationaltransactions.

Experience & ExpertiseAccording to one US-based broker we spoke withwho regularly handles international aircrafttransactions, “Experience and expertise save youtime, hassle and money.” Conversations withmultiple Business Aviation professionals on thistopic produced a remarkably consistent thread:Seek help, preferably from someone qualified tocoordinate the entire process.

Rollie Vincent of Rolland Vincent Associatesexplains: “Pre-owned international transactionsare (in my view) best left in the hands of expertswho know the ins-and-outs - the ‘gotchas’. Theconsiderations are many. Appraisals and pre-buyevaluations can be more expensive; log bookscan be incomplete – or written in Mandarin. Theconditions in which the aircraft was operated andmaintained can be difficult to determine.”

Dave Higdon has coveredall aspects of civil avia-tion over the past 35years. Based in Wichita,he’s a renowned journal-ist, and an active instru-ment-rated pilot withmore than 5,000 flighthours in everything fromfoot-launched wings tocombat jets. Contact himvia [email protected]


D

Exporting or Importing?International Aircraft

Transaction Touch-Points

Just as currency fluctuations will always be with us, notes Dave Higdon, so too will multiple other factors impact international aircraft transactions.

But what are the fundamentals to consider?



Changing market demands for Light and Medium jets indifferent regions at different times translate into moreopportunities to buy and sell. Resolving, fulfilling or meetingconcurrence on many common points to all transactionsbecomes, as Vincent noted, more complicated because ofthe international diversity of the parties. Aside frominternational transaction protocols, those of each individualstate also apply.

Laws & Regulations VaryConsider it a given that regulations, laws and customers varyaround the world, and that buyers and sellers bring their owncustoms and expectations to the table when buying or sellingan aircraft across international borders. Whether sold andexported to a new owner outside the US or purchased andimported from a foreign owner, country-by-country specificsrequire their individual solutions.

Then there's the Cape Town International Registry (CTIR)to consider. The CTIR protects financial interests in aircraftand engine transactions. If certain criteria are met, domesticand international aircraft and engine transactions are subjectto the registry. These conditions include:• Aircraft certificated to transport at least eight persons

(including crew), or transport goods in excess of 6,050 lbs.• Helicopters certificated to transport at least five persons

(including crew), or transport goods in excess of 990 lbs.• Piston or turboshaft engines rated equal to or greater

than 550 horsepower (or equivalent).• Turbine engines with 1,750 lbst or more.

Owners of aircraft meeting these points have beenrequired, since March 1, 2006, to conduct searches andregister interests in aircraft and engines at the CTIR, inaddition to conducting searches and filing documents at theFAA. Registry searches became a requirement after the USratified the Convention creating the CTIR.

Documentation AplentyEnsuring a clean, lien-free title depends on documentationand a belief in the reliability of the documents’ sources. Thedocuments should be confirmed against the aircraft (thenormally straight-forward act of inspecting the aircraft).

When the deal is of an international nature (withinternational finance and registration changes), confirmingthe documentation on an aircraft and submitting them forinspection could be as straight-forward as in the US wheninternational registries are used, and standards are followed -but that's not 100 percent guaranteed for aircraft registeredand operated in another nation.

The same applies to logbooks (airframe, avionics,powerplants), maintenance records, aircraft title, home-stateregistration papers, and all applicable finance paperwork thatwill all need to be present and correct.

Another factor that can complicate the transaction iswhether the deal is a sale or a lease; and, if it’s a lease,whether it’s a wet or dry lease contract.

Import, Export and Embargo LawsLaws and regulations relating to international aircrafttransactions ultimately fall under the purview of ExportAdministration Regulations (EAR) and are administered by theUS Department of Commerce Bureau of Industry and Security(BIS). Those rules control foreign-made goods containing 10%or more US-content by value; govern licensing requirementsbased on the export classification of the goods and thedestination (end-user/country); and the Export ControlClassification Number (ECCN), and more.

Essentially, most goods can be shipped to most countrieswithout a license, or under license exceptions – but wheresophisticated turbine-aircraft are concerned, it pays to check.So if you’re considering a transaction that involves moving anaircraft from one nation to another, shop for expert help.

Questions inevitably arise when dealing with an aircrafttransaction across international borders (where US export andembargo laws are concerned) as to who is subject to USjurisdiction. A recurring NBAA Convention presentationgenerally covers these details as follows:



“U.S. Persons”:- US citizens and permanent resident aliens (green card

holders) wherever located; or- Any entity organized under the laws of the US;- Any person or entity in the US;- Entities owned or controlled by US entities, including

foreign subsidiaries - Cuba, Iran (as of Oct. 9, 2012);- Anyone in possession of US-origin goods or technology

(in rem jurisdiction over the US-origin good);- Anyone flying an “N” registered aircraft;- Anyone engaging in certain barred activities involving

terrorists, proliferators of weapons of mass destruction,etc.

(NBAA's Aircraft Transactions Guide helps make sense ofthe different factors in play. Visit www.nbaa.org. Additionally,AOPA offers its “Guide to Aircraft Exporting & Importing” –www.aopa.org.)

While we’ve merely scratched the surface on internationalaircraft transactions, in list form the topics a buyer or sellerwill need to consider include:

For Import:• Airworthiness Certification• Registration• Pilot Certification, Requirements & Limitations• Transporting the Aircraft into the US• Customs• Using an Escrow Service• Title Searches

For Export:• Export Certificate of Airworthiness • Registration• Pilot Certification, Requirements & Limitations• US Department of Commerce Export Control

Administration• Transporting the Aircraft From the US• Customs• Using an Escrow Service• References• European Insurance.

Separately, Costs & Expenses for Both Sides of aTransaction:• Import Duties/Taxes• De-Registration/Re-Registration Fees• Ferry Costs• Export Duties/Taxes• Financing Complexities (lease vs. loan issues/escrow accounts/“know your customer”/laundering concerns)• Aircraft title insurance requirements.

“All of these (elements) all add to the puzzle,” Vincentsummarized. Without the necessary expertise on your team,the list of considerations can be daunting. From theperspective of one operator, who found a buyer for hiscompany’s former light aircraft in Canada, finding thatexpertise smooths the rough spots significantly. �Are you looking for more articles on aircraft ownership? Visit www.avbuyer.com/articles/category/business-aircraft-ownership.




General Aviation May.qxp_Layout 1 22/04/2015 11:28 Page 1

Avjet FP left-hand page April_Layout 1 25/03/2015 11:10 Page 1

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BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

or so many of us who work as consultants, brokers,providers of goods and services, and OEMs, ABACEwhich took place in Shanghai, China in April, is a keygathering as it connects the global industry with the

Asia Pacific region specifically. If we look at this emergingmarket and the corresponding trends, we see that althoughthe region is experiencing a slowing in growth, there is asense of maturity occurring too…

When the Chinese market began to allow for theownership and operation of business aircraft, it -like many other emerging markets - only wantedto buy and operate new aircraft. The idea of a pre-owned market taking hold was out of the realm ofpossibility for the region’s buyers. A few yearshave passed, and today the confidence in thesafety and operational assurances of older aircrafthas helped broaden the marketplace in Asia.

This is a huge factor in the sustainability of anymarket. If the appetite remained for only new jets,there would never be as keen a view of recordkeeping and maintenance of the fleet. Owners andoperators would not understand or appreciate theneed to keep the asset in a condition that wouldallow for residual value retention. Once a marketembraces the value of the aging aircraft, however,that market grows organically.

The next International event on the calendar willbe EBACE, scheduled to take place in Geneva,Switzerland, this month. Drawing from the entire Europeanregion as well as the Middle East, this is a great venue and itwill be very interesting to hear first-hand how the economicimpact of lower oil prices and a stronger US dollar, coupledwith the sanctions on Russia are affecting the marketplace inthose regions. From afar it does not take much to know theimpact is significant.

Both markets have slowed dramatically, and these factorswill have destabilizing effects on pricing as supply increasesand a general nervousness settles in across the regions.There is no doubt that the economic uncertainty worldwide istaking its toll, too.

Joining the Global PiecesSo what does all of this mean for the world’s markets ingeneral? It means that the transaction focus has, and willcontinue to shift back to North America. Yet regardless of

how strong our economy is, it’s not big enough or strongenough to absorb all of the inventory that the rest of theworld wants to shed.

As I speak to my counterparts in the industry it leaves us allscratching our heads as to when an equilibrium – a newbalance can be reached.

Another fall-out from this slowdown in the emergingmarkets is the category shifts in aircraft segments that are

selling. Many of the companies and individualsthat have been affected are those seeking air-planes that fly the farthest distances. There hasbeen a shift recently towards strong activity in theLight to Medium jet segments that are older andless expensive to purchase. This category hasalways found more acceptance within the US thanwithin the emerging markets, and now the spot-light seems to be back on this jet type.

This is not to say that interest and sales will notshift back; it’s just a snapshot of the effect of thelower oil prices and global political instability on avery specific segment of the buying market. As amatter of fact, we never seem to have a globalstable moment.

While I certainly do not mean to over simplify,our world is complicated and due to the globaliza-tion of our economies there is no such thing asevents occurring in a vacuum.

As we try to connect the regional dots, let’s justsay that it has never been more important to price your air-craft correctly if you are selling. If you’re buying, it has neverbeen as important to look carefully at the available inventoryand not to just focus on price, but really understand thor-oughly the offerings. The opportunity to buy a great airplaneat a great price makes being a buyer all the more beneficial.

The benefits of using an aircraft to further your business’growth has never been as important and never as affordablein the grand scheme of things. See you abroad! �

F

The International SeasonSpring is in full flow, marking the start of the International season for our

aviation industry, notes Jay Mesinger. So what’s going on within the emergingregions, and what does it spell for the wider used aircraft marketplace?

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


“ Once amarket

embraces thevalue of the

aging aircraft,however, thatmarket growsorganically...”

JMesinger MAY15.qxp_JMesingerNov06 22/04/2015 09:47 Page 1

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

reviously on the sales team at NetJetsEurope, Robert Baltus then joined aGerman aircraft management company,focussing on the management of air-

craft throughout Europe and supporting theStella Aviation Group. Recently, AvBuyer caughtup with him as he returned to his roots with Exec-utive Jet Management.

“There are two different brands,” Baltus clari-fies. “There is NetJets, and there is Executive Jet

Management (EJM). In the US, there are about400 aircraft with NetJets and 200 with EJM. InEurope, the ratio is 100 to 10. Because all theservices required to operate an aircraft are sup-plied by either company, we can spread ourknowledge and experience over a bigger numberof aircraft.”

Baltus has some observations on Europeanflying trends. For example, when the economiccrisis hit, the large cabin jets continued to do well

High Flyers Robert Baltus Notes some European Flying Trends


P

As associate director of Executive Jet Management (Europe), RobertBaltus is well positioned to discuss the European Business Aviation

flying trends with Rani Singh during her latest ‘High Flyers’ interview.

BOARDROOM � CASE STUDY

BG 1 May15 final.qxp_Layout 1 21/04/2015 15:12 Page 1


while the bottom-end of the market – the olderaircraft with smaller cabins - suffered the most interms of residual and usage.

“The upside of the market is still doing well,”Baltus notes. “Shortly before 2008 lots of peoplewho had never flown decided to start flying, andso many people who shouldn’t have, bought air-craft. They didn’t buy Bombardier Global 6000s;they began with the smaller Citations.”

Today, some EJM clients that previously hadmultiple aircraft are streamlining their fleets downto just one, and they want to be able to call a sin-gle number for their every solution. “They are dis-posing of their other aircraft, and we manage theremaining one. We are tasked to make sure wemake their operation as efficient as possible and

make that remaining aircraft fly as much as possi-ble,” Baltus shares.

He points to one shared-ownership scenario inwhich two owners share one aircraft. “These twoowners are completely separate entities that don’twish to contact each other to figure out the besttime to use the airplane,” Baltus elaborates. Exec-utive Jet Management acts as the main liaison forthe asset and manages the schedule to ensurethat the aircraft is being optimally used betweenthe two owners.

In some regions of Europe, the story is differ-ent. “We also see people upsizing today,” Baltuscontinues. “If you looked at a Russian apron 10years ago, a Challenger 604 was a big aircraft,and the favourite aircraft of Russia was the Hawker800. Now if you go to that region, anythingsmaller than a Challenger 604 or 605 is deemedtoo small. It is a matter of emotion. Size doesmatter there.”

ReadjustmentHowever, the broader picture reveals that Europeis readjusting. “A lot of aircraft are being sold ormoved to a larger operator, all of which is naturalwithin a maturing market,” Baltus explains. “Also,new regulations from the European AviationSafety Agency ensure there will be fewer, butmore professional operators in the market movingforward, which will ultimately help both ownersand users of Business Aviation aircraft here.”

Baltus essentially sees the European market asmoving towards consolidation which makes sensefrom an operational and a financial perspective.And according to Baltus, European clients todayappreciate the role of a professional operatormuch more, while adjustments have been seenwithin a lot of professional flight departments onthe continent, either through a move away fromaircraft altogether, or seeking access to more ofthe services or support offered by managementcompanies.

What Makes Europe Tick?“In the US flying is more commonplace,” Baltussummarizes. “There is less pressure on corpora-tions using Business Aviation regarding negativePR, which shows by the higher uptake of privateaviation by US corporates that appreciate the effi-ciency of Business Aviation.”

European owners, meanwhile, are very priceconscious but at the same time want a very per-sonal service, he adds. “We are well positioned tomeet that demand, but it requires a very specificapproach for each aircraft owner.” More from www.executivejetmanagement.com �

Are you looking for more Business Aviation Case Studies?Visit www.avbuyer.com/articles/categories/business-aviation-interview-case-studies

“Baltusessentially

sees theEuropeanmarket asmovingtowards

consolidationwhich makessense from anoperational

and afinancial

perspective.”

ROBERT BALTUS

BG 1 May15 final.qxp_Layout 1 24/04/2015 09:46 Page 2

David Wyndham isco-owner & president ofConklin & de Deckerwhere his expertise incost and performanceanalyses, fleet planningand life cycle costing areinvaluable. He’s formerlyan instructor pilot withthe US Air Force. Contact him via [email protected]

cquisition price is the biggest reasonfor selecting pre-owned versus new.Since the 2008 recession, the spreadbetween new and used prices has in-

creased. For example, one popular mid-size busi-ness jet sells for $26.6 million in 2015. Accordingto Vref Aircraft Value Reference, the 2010 modelcurrently sells for under half that price, at $13 mil-lion, and a 10-Year old model value is $7 million(see Table A, below).

Rather than buying the same model aircraftnew, another option is to upgrade to a large pre-owned aircraft using the same $26 million. We do

not normally recommend this option, however.You should buy the aircraft that meets your needsand that you can afford to operate. Operating alarge aircraft will cost more, sometimes muchmore.

Another advantage of the pre-owned aircraft isthe time to put the acquisition into service. Popu-lar new aircraft can have waiting times of 12 ormore months between order and delivery. Even ifthe new aircraft is in stock, selecting interior ap-pointments and equipment options will take time.A pre-owned aircraft can be put into service rela-tively quickly, depending on the time needed for


A

New or Used Aircraft How can you Know which Option is best

for You? (Part 2 of 3)

David Wyndham continues his three-part series on evaluating options for achieving the benefits of Business Aviation. Last month he considered new aircraft, and this month his focus is on used.

BOARDROOM � OWNERSHIP

MID-SIZE BUSINESS JET

Price (New) Five-Year Old Model Ten-Year Old Model

$26.6million $13 million $7 million

Table A

Ownership May15.qxp_Layout 1 21/04/2015 15:15 Page 1

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JSSI May.qxp_Layout 1 22/04/2015 11:31 Page 1

the financial, legal and contract processes, plus schedulingand accomplishing a pre-buy inspection. For a cash deal itmay be possible to put an aircraft into service in a matter ofweeks.

Budget to RefurbishYou may spend $300,000 to $500,000 in new avionics, repaint-ing the aircraft, and perhaps refurbishing the interior, so budgetaccordingly. Paint is cosmetic and easy to change. As long asthe interior is in good physical condition, new soft-goods(leathers, fabrics, carpets, etc.) are relatively inexpensive.

New avionics for an aircraft manufactured in the past 15years or less, while not inexpensive, tend to be technologicallyfeasible and able to meet all the future air navigation require-ments. These upgrades to the used aircraft also add valuewhen it comes time to resell.

Operating costs will be higher for the pre-owned aircraftcompared with new. The used aircraft probably is no longer inwarranty. If an item needs an unscheduled repair or replace-ment, you are likely to bear the full cost. New parts do comewith warranties, but they are far shorter than the new aircraftwarranty coverage. An aircraft's life is measured in flight-hoursand cycles (or landings). Even a 10-year old aircraft with 4,000hours is still young if it has been maintained properly.

Aging EffectsAs aircraft age, they tend to require more maintenance. For ex-ample, one large business jet has routine scheduled checksevery six months or 300 hours. These are relatively minor. Everysix years there is a major inspection that costs upwards of$500,000. The likelihood for unscheduled maintenance also

increases with age. Conklin & de Decker data suggest that themaintenance costs for an older aircraft can be 25% to 50%higher if it has been in service for 5-10 years.

For a mid-size business jet, maintenance costs (excluding theengines) can add about $200-400 per hour to the averagedmaintenance cost reserves, compared with a new aircraft of thesame design. So for our hypothetical medium-cabin businessjet, purchasing used adds about $300 per hour to the operat-ing costs and requires $500,000 expense to put it into service.How is this cost package still an advantage? Let’s consider.

The $13.6 million saved by purchasing pre-owned will easilycover the extra maintenance and refurbishment costs over thenext ten or more years! The differences in the operating costsby themselves do not negate the pre-owned option. Part of thehigher expense of the new aircraft does get returned when theaircraft is sold, however.

Do not overlook the fact that the well-maintained used air-craft also loses less in terms of absolute dollars in its marketvalue. When looking at the costs to acquire, operate and dis-pose of the aircraft, a “clean” pre-owned aircraft can oftenhave a significant cash advantage.

So in terms of cash, the pre-owned aircraft in the examplepresented here should stimulate thought, but the devil is in thedetail. We always recommend a thorough life cycle cost analy-sis as the numbers can be very different for each case.

Next month, we’ll bring together our discussions of advan-tages for buying new and pre-owned to conclude this series onintelligently assessing the options available to the prospectivebuyer of a business aircraft. �Are you looking for more Business Aviation Ownership articles? Visitwww.avbuyer.com/articles/category/business-aviation-ownership

BOARDROOM � OWNERSHIP


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Understanding Unexpected Curves:

Road Map for the Desired Resolutionof an Insurance Claim

BOARDROOM � INSURANCE

BG 2 May15.qxp_Layout 1 21/04/2015 15:17 Page 1


Stuart Hope, co-owner of HopeAviation, is a licensed AirlineTransport Pilot and a frequentNBAA speaker and industry authority oninsurance and riskmanagement topics. Contact himvia [email protected]

et’s imagine an insured calls to reportthat an engine seized-up in flight due toa mechanical issue and will need to bereplaced. His broker may be happy to

turn in the claim, but mechanical breakdowns aresimply not covered. It is no different than your car’sengine seizing due to some issue, such as lack ofoil. When you pull over on the side of the road, youwouldn’t call your insurance broker and expect yourpolicy to pay for the repair. If you can show the lastservice facility that worked on your car was negli-gent, you might have an action against the shop fora new engine; otherwise it’s simply an unpleasantmaintenance bill you will be responsible for paying.

I suspect most clients understand this scenario,and it’s a case of wishful thinking that maybe themisfortune is somehow covered by insurance.

Cracked windscreens are common claims thatoften are not covered by insurance. If it can beshown that the crack resulted from a single occur-rence rather than normal wear and tear, coveragewould apply; otherwise it’s a no-go. You might askhow you could prove or not prove a crack was theresult of a single occurrence, such as a bird strike.There are labs that will analyze windshields to de-termine if the crack was due to a single event.

Betterment is Not CoveredConsider an owner’s aircraft is involved in a prop-strike and the engine manufacturer recommends acomplete engine teardown to look for internaldamage. Engines have certain time-life compo-nents that are not to the end of their life cycle butare required to be replaced with new or ‘0’ timeparts once the engine has been disassembled.Since the aircraft owner is receiving new parts forold, he/she will come out ‘better’. This is the princi-ple of betterment and is not covered by insurance.

This situation often creates an expensive surpriseto an unsuspecting owner if not explained up frontbefore the repair begins. For example, assume acertain time-life item forms a part of the engine,has a life cycle of 1,000 hours and at the time of theloss had 500 hours on it. As part of the repair, therequired ‘0’ time replacement part cost is $15,000.Once the repair is complete, the insurer will pay

50% and the owner will be responsible for theother half.

The Bank Must EndorseThe owner has a lien on the aircraft with a bank. Aspart of the loan agreement, the owner agreed toadd the bank as a loss payee to the policy. In theevent of a loss, this simply means in addition to thefirst named insured (e.g., the aircraft owner), thebank will also be listed as a payee on any checkthat is issued for a physical damage loss. Whatseems benign at first glance can turn into a majorhassle.

Typically the shop completing the repair re-quests payment prior to releasing the aircraft backinto service. The insurance company issues thecheck for the claim amount to the owner/named in-sured AND to the lienholder of record listed on thepolicy. The lienholder could be located in anothercity and time zone. In order to cash the claimscheck, the owner would be required to forward thecheck to the lienholder to endorse first.

Meanwhile the aircraft continues to be heldhostage. A simple explanation to the owner at thebeginning of the claims process with the sugges-tion the lienholder write a letter to waive their losspayee rights on partial claims, can save the claimholder considerable time. Everyone comes outmuch happier as a result.

Your aviation insurance broker can help guideyou through the curves of the claims process. Oftena good claims adjuster will also help educate youearly on. The goal is for you to come away feelingyou got a fair shake on your claim. �Are you looking for more Business Aviation Insurancearticles? Visit www.avbuyer.com/articles/category/business-aviation-insurance

L

There are curves in the course of the claims process that if not explained properly can lead to a less than desirable claims experience.

Stuart Hope recommends educating yourself regarding the most common areas of misunderstanding.

“Thissituation

often creates anexpensivesurprise to

anunsuspecting

owner...”

BG 2 May15.qxp_Layout 1 22/04/2015 10:16 Page 2

uch conversations as I’ve been havingrecently are very disheartening. Like somany of my friends in the dealer/brokerindustry, I am dedicated to delivering

high-quality, transparent services. It is frustrating tobe lumped into one bucket labelled ‘BadExperiences’. I am in no way shying away from thediscussion—just sorry it is happening so often thesedays.

In penning my thoughts, I seek to lay open for allhow the conversations surrounding an aircrafttransaction are being couched. For too many it willbe an all-too-familiar discussion.

“Usual and Customary” practices: In the case ofbrokers it works best on the basis of exclusivelistings. Whether clients are buying or selling, theywill engage, hire and pay their broker. This allowsfor a very transparent process. There is no need for

‘back-to-back’ transactions or the opposite side ofthe transaction being asked to pay for both sides’brokers.

Having said that, these practices do occur.Typically a back-to-back transaction is proposed forstrictly economic reasons, often facilitating a less-than-transparent transaction for the ultimate buyerand seller. These are very hard to contract and canlead to failed deals and highly disappointedparticipants, which in turn leads to an erosion of theoverall confidence in the dealer/broker segment ofthe industry. By and large, however, the majority oftransactions in our industry are completelytransparent, and conducted in the most ethical andprofessional manner.

So what can I say to the person who statesemphatically, “I will never hire a broker again!”? It’scertainly true that one bad apple can spoil the

Jay Mesinger finds himself holding so many conversations with clients andprospects about bad experiences recently that he outlines some steps a

buyer or seller can use in choosing a professional service.

The Legacy of a Bad ExperienceHow Decision Makers can pick the Good Broker over the Bad...


S

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

BOARDROOM � BUYING & SELLING

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bunch. That one bad apple ensures the rest of oursegment has to work harder to re-establishconfidence in the profession rather than do what itis we do best, which is buying and selling aircraft.

Spring CleaningAs our industry works towards recovery, it may be agood time for all of us to take a hard look at thepossible causes and solutions to what is soundinglike an epidemicfor ourprofession. Thereis no doubt thatas business getsmore difficultdue to reducednumbers oftransactions,those less-than-stellar industryparticipants thatpresentthemselves asprofessionals getmore desperateto grab a pieceof the pie.

I wish I couldsay that oursegment had ahigh barrier toentry. It simplydoes not. Beforecell phones Iused to sayanyone with astack of quartersand a business card could represent themselves as abroker. Today you don’t even need the stack ofquarters! That’s a sad testament to the industry somany of us hold dear.

So what is it that separates a transparent,professional broker from one who merelymasquerades as an industry professional? Whatshould Board Members and their professional staffseek when their company needs representation?

• Take the time to ask the broker about his or herlength of time in the business;

• Obtain references from past clients who canconfirm that transactions were real andrecognizable, and conducted in a professional,efficient and transparent manner;

• Look beyond the price of the broker’s services.All too often, a prospect is lured on price alone.This differentiator can be very problematic andlead to disappointment. In most cases you getwhat you pay for.

As a matter of fact, often a client will be hugely

disappointed with the low-cost provider. Selectingrepresentation solely on price leads clients to awrong conclusion—that poor service is what you getwhen you hire a broker in the Business Aviationindustry. They generalize that no matter how low thecost of service, the broker simply is not worth it.Thus, the dealer/broker industry bar gets set lowerfor the client’s next sourcing project.

Beware theImpostorAnother verytroubling andseriousdistraction is thebroker whocontacts anotherbroker’s clientduring the listingperiod with theonly goal beingto persuade theseller to switchrepresentation.Worse still is thebroker whosends out emailcampaigns to themarket featuringother broker’slistings as theyfish for a buyer,or put someone’shard foughtlistings on theirsite to convince amarket they have

some relationship with the inventory.These behaviors are all difficulties associated with

slower times in our industry. My best advice to allbuyers and sellers is, don’t lose faith in this segmentof our industry. Good brokerage is a very credibleand valuable component. Follow the steps above:Take the time to know a prospective broker who canrepresent you – find out about other buyer/sellerexperiences, and only then let price become aconsideration.

Like anything else, source your partners with youreyes wide open and set very high expectations. Ifyou have embraced the right partner you will not bedisappointed. �Are you looking for more Business Aviation Ownership

articles? Visit www.avbuyer.com/

articles/business-aircraft-ownership


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ypically business aircraft remain suitablefor service longer than the time allowedto fully depreciate their purchase price.When sold, gains resulting from the dif-

ference between sale price and depreciated valueare taxable, although the timing of when thosegains must be taken is extended if the owner re-places the aircraft with another model accordingto the provisions of Internal Revenue Code (IRC)Section 1031.

Also known as a like kind exchange, transac-tions covered by IRC Section 1031 permit thecurrent owner of a business aircraft to deferrecognition of gain, such as tax depreciation

recapture, on the sale of its current aircraft(heretofore ‘relinquished aircraft’) and the pur-chase of a replacement aircraft.

In its simplest format, an aircraft owner agreesto sell its relinquished aircraft, enters into anagreement with a qualified intermediary to holdthe sales proceeds, identifies a replacement air-craft within 45 calendar days of the sale of the re-linquished aircraft, and closes on the acquisitionof such replacement aircraft within 180 days of thesale of the relinquished aircraft. The qualified in-termediary will apply any funds it holds, to beused in connection with the purchase of thereplacement aircraft.


Like Kind ExchangesWhat are the Current IRC Section 1031 Trends?

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

Keith Swirsky describes in layman’s terms the benefits and complications of deferring taxable gains from selling an existing business aircraft and replacing it with another business aircraft.

BOARDROOM � TAX

Tax May15.qxp_Layout 1 22/04/2015 11:16 Page 1

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Exchanges structured in this simplest format arereferred to as ‘forward exchanges’. In today’s busi-ness aircraft market, very few forward exchangesare structured, as most aircraft owners will identifyand acquire their replacement aircraft prior to sell-ing their relinquished aircraft.

Reverse ExchangeFor such situations we utilize what is called a re-verse exchange, which has many of the very sameprocedural/mechanical requirements as a forwardexchange. In this structure, either the relinquishedaircraft or the replacement aircraft is transferred toa third party known as the exchange accommoda-tion title (EAT) holder.

The EAT is typically the same party as the quali-fied intermediary, and this aspect of the structureis seamless to an aircraft owner. However, it is im-portant that whichever aircraft is transferred to theEAT is then leased to the aircraft owner, so the air-craft owner may operate such aircraft.

If the relinquished aircraft is transferred to theEAT, the transaction is structured as a sale with alease of the relinquished aircraft back to theowner. If the replacement aircraft is acquired bythe EAT, the transaction is structured as an assign-ment of the purchase contract for the replacement

aircraft to the EAT, who then acquires the replace-ment aircraft and leases it to the aircraft owner.

For purposes of this article, we will refer to theacquisition of the relinquished aircraft by the EATas a “front end exchange,” because the 1031 ex-change technically occurs at the time of closing onthe replacement aircraft, and we will refer to thetransaction where the EAT acquires the replace-ment aircraft as a “back end exchange,” becausethe 1031 exchange technically occurs at the timethe relinquished aircraft is sold to a third partybuyer. [Although conducting a reverse exchange iscomplex, the attorneys at GKG Law who providereverse exchange and EAT services have struc-tured and implemented 1031 exchanges for al-most 31 years, and understand the nuances ofreverse exchanges prescribed by the InternalRevenue Code and regulations promulgatedthereunder.]

Tax PlanningWhat’s new and interesting about reverse ex-changes is coordinating federal income tax struc-turing requirements with state sales and use taxplanning techniques, such as a sales tax trade-incredit strategy. A state law trade-in credit statute,in general, allows for an aircraft owner to reduce

“...it isimportant

thatwhicheveraircraft is

transferred tothe EAT isthen leased

to the aircraft

owner...”


BOARDROOM � TAX


Search for the worlds best jets at

the amount of sales or use tax due on the acquisi-tion of the replacement aircraft, by netting the saleproceeds from the relinquished aircraft against thepurchase price of the replacement aircraft. Asmore states clamp down on utilization of “sale forresale” leasing structures as means for minimizingsales and use tax, trade-in credit tax strategieshave become more compelling, however.

State sales and use tax law, like Internal Rev-enue Code Section 1031, is mechanically and pro-cedurally oriented, and requires strict adherenceto the statutory methodology. In many cases thestatutory methodology may require the use of a“retailer” who holds a sales tax license or permit,as well as other procedural requirements. Recon-ciling the procedural requirements of federal taxlaw with state tax law rules is challenging. A singleset of exchange documents must accomplish all ofthe tax structuring.

In many cases, the requirements of the federallaw and the state tax law are simply not harmo-nious, thus an aircraft owner must choose to struc-ture the transaction to comply more squarely withone or the other. It is also true that state sales anduse tax statutes and regulations tend to be vagueon many procedural points, requiring an experi-enced “guess” on the structuring requirements.

In connection with the decision to structure thereverse exchange as either a front end exchangeor a back end exchange, it is also necessary toconsider federal income tax and state sales anduse tax issues. For example, if the replacement

aircraft is newly manufactured, in order to preservethe entitlement for bonus depreciation, a frontend exchange must be structured. Even withoutthe consideration of bonus depreciation, it is gen-erally preferential to structure the exchange as afront end exchange, to enhance overall deprecia-tion deductions.

Conversely, in the event that sales or use taxhad been paid in full on the relinquished aircraft,structuring the reverse exchange as a front end ex-change may be less desirable, as an additionalsales tax can result on the transfer of the relin-quished aircraft to the EAT. Existing debt and newdebt issues also heavily factor in the structuringanalysis.

These are just a few of the nuances of structur-ing 1031 exchanges in a manner that meets all ofthe aircraft owner’s tax objectives. These subtletiescreate a melting pot of competing issues thatmust be identified, analyzed and considered be-fore engaging in the exchange. Therefore, it is im-portant to consult an experienced aviation taxadvisor early in the process. �

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

“State sales

and use

tax law

...requires

strict

adherence to

the statutory

methodology.”




Dassault: A Century of Innovation(Part 1 of 4)

BOARDROOM � OEM PROFILE

In this first part of our overview of Dassault Aviation, Rod Simpsonlooks back at the early days of Marcel Dassault and his manyachievements during the formativedays of what is now one of theworld’s major providers of business aircraft.

OEM May15.qxp_Layout 1 21/04/2015 15:20 Page 1


s Business Aviation became accepted as a neces-sary form of transportation for corporations andentrepreneurs, airframe OEMs embraced advancedtechnology to serve the growing demand for on-

demand mobility. Today’s sophisticated business aircraft aretestimony to Business Aviation’s role as a respected and reli-able travel option.

That has not always been the case, however. To appreciatethe integral role Business Aviation plays in today’s fast-paceddomestic and global marketplace, it’s important to understandhow far business aircraft have progressed in the past 50 years.

Today’s business aircraft reflect their evolution from uniqueto necessity. Prior to World War II, manufacturers of aircraft forthe military and scheduled airlines seemed disinterested inwhat became known as General Aviation. Consequently, mostaircraft available to companies and entrepreneurs prior to the1950s possessed little new technology and were limited inperformance.

As war-surplus aircraft were converted to civilian use, how-ever, companies found access to fast transportation availableon demand to be an effective business tool. Thus the arena weknow as Business Aviation came into being. Eventually majormanufacturers entered the market for business aircraft, therebyintroducing a level of technology and sophistication previouslyavailable only to the military and airlines.

Bold Moves into BizAvOne of the first providers of airframes to address the needs ofBusiness Aviation was Dassault Aviation. Under the visionaryleadership of Marcel Dassault, the French manufacturer intro-duced the Falcon 20 in the early 1960s and set the stage for aseries of business aircraft that embody advances in aerodynam-ics. Today’s Dassault designs such as the 5X and 8X are heirs tothe culture of technology that shaped earlier models.During the years following World War II, however, Dassault wasprimarily a manufacturer of military jet fighters with little experi-ence of the civil market, although the company had manufac-tured airliners prior to the war.

In many ways, the emergence of Dassault’s first Mystere 20,which was announced in January 1962 and would become theFalcon 20, was astonishing - and represented a huge gamblefor the company. While the Jetstar and Sabreliner, both de-signed originally as military liaison aircraft, were starting to es-tablish the modern corporate jet concept, the market for thisclass of aircraft was still uncertain. Grumman, for example,would not proceed with the Gulfstream II for another threeyears, and first flight of the Hawker Siddeley 125 did not occuruntil August 1962. Despite this, Dassault had the vision tolaunch a costly development program that would have a deci-sive influence on the whole of Business Aviation.

Subsequently, Dassault’s wide range of civil and military jetaircraft has consistently moved aviation engineering to new lev-els - and today’s Falcon family are the legacy of a man whosefirst manufacturing activities started a century ago.

This series will trace the history of Dassault’s commitment toBusiness Aviation and document the passion and technologyimplemented in today’s Falcon 2000 Series, 900LX, 7X, 8X and5X business aircraft. The involvement of aerospace OEMs suchas Dassault is testimony to the importance of Business Aviationand the acceptance of this form of transportation by industryleaders and aviation policy-makers, worldwide.

A

DASSAULT’S FALCON 7X, 2000S AND 900LX BUSINESS JETS AND(INSET) THE MAN WHO STARTED THE STORY, MARCEL DASSAULT


The Rise of Mr. DassaultMarcel Dassault was born in Paris on 22 January, 1892 as Mar-cel Bloch (he changed his name to Marcel Dassault just afterthe end of World War II). As a young man, he trained as anelectrical and mechanical engineer and, after a period at theEcole Superieure d’Aeronautique in Paris, his compulsory mili-tary service saw him based at the Aeronautical Laboratory atChalais Meudon.

With the Great War in full swing, Bloch was tasked with de-sign development of the Caudron G3 biplane before workingwith Maurice Farman on flight testing of his new military air-craft. By 1915, Bloch had amassed considerable experience inaircraft design and he turned his attention to improving theperformance of aircraft propellers. With the help of furnituremanufacturer, Marcel Hirch, he produced his Eclair propeller;obtained approval from the French test centre at Villacoublay;and launched his first manufacturing venture with a contract for50 propellers.

The furniture workshop became the first of several factoriesand his “Helice-Eclair” went on to equip many types of combataircraft, including the famous SPAD flighter. By 1917, Bloch andhis friend Henri Potez moved on to aircraft manufacture, build-ing a two-seat combat aircraft, the SEA.IV, at a factory inSuresnes.

The end of the war in 1918 found the French people withother things on their minds, and there was little demand forBloch’s aircraft design skills - so the young entrepreneur turnedhis efforts to house-building, allowing him to accumulate capi-tal. But his love of aviation persisted and in 1930 - aged 38 - henegotiated a French Government contract for a three-enginedmail-carrying aircraft for use in the French colonies.

Forming Avions Marcel Bloch, he assembled a small team ofdesigners and engineers. Existing light transport aircraft of thattime such as the Potez 29 and the de Havilland Dragon werebuilt of wood with fabric covering, but Bloch realized metalconstruction would be the future in aviation and his MB120proved to be a strong and effective performer.

Building on SuccessBloch had a rare talent for motivating and inspiring his smalldesign teams that made his factories very productive. As air

transport in Europe was starting to take-off, Bloch designed thenew modern 16-seat twin-engine Bloch 220 for service with AirFrance, followed by larger transports (including the three-en-gine Bloch 300 and the luxurious four-engine Bloch 160), whichwould ultimately become the Sud-Est Languedoc.

By 1938 the company had been nationalized, coming underthe SNCASO (Sud-Ouest) umbrella. It incorporated Bloch’s fac-tories at Villacoublay, Courbevoie and Chateauroux togetherwith the Bleriot and Liore-et-Olivier plants - with Marcel Blochin overall charge.

With war on the horizon, he and his team designed and builtaircraft such as the MB.174 multi-role bomber/reconnaissanceaircraft and the MB.152 single-engine fighter. While these weresophisticated aircraft for their time, few were actually producedbefore the German occupation.

Marcel Bloch refused approaches from the Germans to workfor them, as a result of which he was arrested and sent to theconcentration camp and factory at Buchenwald where prisonerswere forced to build V-1 and V-2 rockets.

Marcel recounted that this was the occasion when his “Talis-man” was created. Just before the war he found a four-leafclover that he put in his wallet. The wallet was confiscated atBuchenwald - but returned to him after the war, still with theclover inside, which explains why a four-leaf clover is theDassault trade mark symbol to this day.

Bloch was eventually liberated and returned to Paris - and anew chapter opened in the life of this extraordinary designer.The post-war years were to bring him rich rewards in both civiland military aviation, as we’ll explore next month as we tracethe legacy of Marcel Dassault that lives today in the technologyof the Falcon 900LX and 7X, in production for the foreseeablefuture, and the imminent emergence of the 8X and 5X. �Are you looking for more Business Aviation Profile articles? Visitwww.avbuyer.com/articles/category/business-aviation-interviews-case-studies/


Rod Simpson is an experienced journalist and aircrafthistorian who specialises in Business Aviation. He isthe author of more than a dozen aviation books andhas worked as a consultant in the US GeneralAviation industry and contributed to many journalson both sides of the Atlantic. Contact him via [email protected]

SAVE THE DATEThe latest milestonein the impressiveDassault story willtake place on June 2at Dassault’sBordeaux-Merignacfacility when theFalcon 5X will berolled out for its firstpublic appearance.Visitwww.falconjet.comfor further details!

BOARDROOM � OEM PROFILE


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Avionics Mandates (Part 5): What you Should Know about TCAS 7.1


Helping you understand avionics advances and related mandates for

equipage, Ken Elliott reviews aviation technologies within the

NextGen/SESAR architecture, this month focusing on TCAS 7.1.

FLIGHT DEPARTMENT � AVIONICS MANDATES

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

he midair collision over the GrandCanyon between two airliners in 1956spurred the collaboration of industryand government in the development of

a collision warning system. After a number of yearsusing passive avoidance systems, industry realizedthe need for a predictive system, involving compli-mentary avoidance interaction between conflictingaircraft. In other word, if one aircraft decides toavoid another by climbing, the other aircraft needsto correspondingly descend. This necessary evolu-tion eventually became TCAS II, with TCAS I beingan advisory-only version of collision avoidance.

While technological advancements flourished,there was still a need for a practical solution thatwould avoid nuisance alerts in high-density trafficareas around busy commercial airports. In the early

1960s a scientist from Bendix Corporation touted analgorithm based on closure rate and time, ratherthan distance for predicting collision betweenaircraft.

In the 1980s Bendix-King (with United Airlines)and Honeywell (with Northwest Airlines) introducedthe first commercial TCAS II. Ironically, Honeywellabsorbed Bendix-King (as Allied Signal) at a laterdate, gaining significant avionics expertise from theacquisition. Another midair collision in California in1986 prompted Congress to require FAA to man-date TCAS II in commercial aircraft, leading to a1991 (subsequently delayed to 1993) requirement.

Initially the version of TCAS II adopted waslabeled 6.0, which after several iterations became7.0 in 1997. While TCAS II 7.0 incorporated a num-ber of improvements over 6.0, one primary upgrade

T

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was to accommodate the requirement for reduced vertical sepa-ration minima (RVSM). Close separation of aircraft in the oceanictracks and elsewhere introduced anomalies and nuisance alertswith TCAS II version 6. Today, versions of TCAS II are requiredworldwide in larger aircraft, including business jets.

TCAS Versions for ACASTraffic Alert & Collision Avoidance Systems (TCAS) are designedto meet the ICAO standard for significantly reducing the risk ofmidair collision. The system functions independently of ground-based air traffic control (ATC). For TCAS to be effective, however,all users of the different airspace sectors need to be transponderequipped and reporting, at a minimum, Mode C altitude.

All TCAS systems provide collision threat information, alertingboth audibly and visually, and displaying traffic on either a dedi-cated display or on a multifunction display. The two levels of traf-fic alerting—TCAS I and TCAS II—differ primarily by a function oftheir alerting capability (Table A).

TCAS I: Providing real time traffic advisories (TAs) that assistspilots in visual acquisition of other aircraft that may become athreat, TCAS I is mandatory for US turbine powered passenger-carrying aircraft having more than 10, and less than 31 seats.TCAS I has a range approximately of between 3-5nm, andconsists of one antenna and a cockpit display.

Typically installed on General Aviation fixed-wing aircraft andhelicopters, TCAS I is not a passive system as it interrogates, bydesign, other transponders. A less expensive version of TCAS 1 isTraffic Advisory System (TAS).

TCAS II: Introduced as a safety net to avoid potential mid-aircollisions, TCAS II works independent of separation standards.Based on secondary surveillance radar (SSR) transponder signals,TCAS II interrogates Mode C and S transponders of nearby air-craft (‘intruders’). From the replies, TCAS II tracks intruder altitudeand range, issuing alerts to the pilots, as appropriate. Aircraftthat do not carry transponders are not detected. It should benoted that while TCAS II assesses threats from intruders, it doesnot take into account ATC clearance, pilot intentions or autopilotstatus.

TCAS II provides both traffic advisories and resolution advi-sories (RA). RAs provide recommended escape maneuvers, allow-ing the pilot to modify or regulate the vertical speed to eitherincrease or maintain existing vertical separation between aircraft.It is the pilot who makes the final decision in the response to aresolution advisory, which provides a clear climb or descend(rate-based) command. RAs also sense the direction of otherTCAS - equipped aircraft.

TCAS II is mandated by the US for commercial aircraft (includingregionals) with more than 30 passenger seats or a MTOW greaterthan 33,000 lbs. Although TCAS II is not mandated domesticallyfor Business and General Aviation, many turbine-powered aircraftand some helicopters are equipped with TCAS II.

In Europe, TCAS II version 7.0 has been mandated for over adecade on all aircraft with a take-off weight exceeding 5,700 kilo-grams, or if approved for a passenger seating configuration ofmore than 19 seats. ICAO mandated TCAS II version 7.0 in 2003in all aircraft with greater than 30 passenger seats.

TCAS II requires two antennas mounted top and bottom ofthe aircraft, and is capable of both identifying and resolving traf-fic 14 miles ahead and 7 miles behind the aircraft. The systemcan process up to 30 aircraft simultaneously and has a one

second process cycle. TCAS II Minimum Operations PerformanceSpecifications (MOPS) were developed by RTCA as DO-185Band by EUROCAE ED-143.

Before we move on in our discussion of TCAS, it’s worth out-lining the current status of Airborne Collision Avoidance System(ACAS) and Traffic Collision Alert Device (TCAD) technology:

- ACAS II: This is effectively an ICAO (Annex 10) standard.- ACAS III: This system of the future was to be designed for

horizontal and well as vertical alerting. However, a differentconcept - ACAS-X - is under development for introduction inthe 2020 timeframe.

- TCAD: A purely passive unit that only listens to transpondersis labeled TCAD. Transponders within range all need to beactive, responding to other interrogations, in order to besensed. TCADs and their active cousin TAS are mostly foundon smaller GA aircraft.

TCAS: Traffic Advisory/Resolution AdvisoryAs we outlined above, there are two types of TCAS II aural andvisual alerts, including Traffic advisory (TA), and ResolutionAdvisory (RA). The traffic advisory function (TA) prepares the pilotvisually and aurally for a potential resolution. A resolution adviso-ry (RA), however, immediately provides the pilot with theplus/minus range of vertical speed at which the aircraft needs tobe flown to avoid a collision.

TABLE A: TCAS Levels of Protection

Own Aircraft Equipment

TCAS I TCAS II

Target Aircraft Equipment

Mode A XPDR Only TA TA

Mode C or Mode S XPDR TA TA & Vertical RA

TCAS I TA TA & Vertical RA

TCAS II TA TA & Coordinated Vertical RA

Source: FAA




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If a dedicated display is used, the RA is displayed on an outerring representing vertical speed. Inside the rings are the individ-ual targets:

• Blue for situational awareness traffic• Yellow for traffic advisory, and• Red for resolution requirement traffic. (The same red is

used to indicate the vertical range on the outer ring.)

After traffic aural warnings are provided and “climb” or“descend” appropriately responsive action taken, a “clear of con-flict” message is provided to the crew. The goal of the aircraftTCAS communications is to ensure that one aircraft’s resolutioncomplements the other’s. If one aircraft receives a climb com-mand, the other is commanded to descend, and a safe separa-tion RA of between 300 and 700 feet can be expected.

Imagine that each aircraft surrounds itself with a constantlychanging protective bubble, the shape and size of which is dic-tated by the virtually instantaneous performance or movementstatus of the aircraft. RAs vary based on the aircraft’s speed,heading, altitude and apparent intention, with urgent RA’s beingissued without prior TA warning. The TCAS II will update the situ-ation every second.

TCAS II is designed to a Technical Standard Order (TSO)C119c and all TCAS manufacturers are required to follow thatstandard in performance capability of their equipment. There arethree major suppliers of TCAS II today; Honeywell, RockwellCollins and ACSS (a division of L-3 Aviation Products). Note that

Honeywell owns Bendix-King, which supplies business jet ver-sions of TCAS systems within the Honeywell family.

Even if an RA is contrary to an ATC clearance or instruction,the pilot is required to immediately comply with its commandprovided he/she deems the action to be safe. Under ICAO stan-dards, a pilot is obliged to follow resolution advisories unlessdoing so would endanger the aircraft. In the US a pilot may disre-gard an RA if the pilot has made a definitive visual acquisition ofthe other aircraft. Complying with the RA, however, will in manyinstances cause an aircraft to deviate from its ATC clearance. Inthis case, the controller is no longer responsible for separation ofthe aircraft involved in the RA.

Unless ATC receives the RA downlink, the controller will beunaware of RAs being commanded between conflicting aircraft.The pilot should communicate the RA and its resultant flight levelto the controller so that a new flight path can be generated.ICAO has no RA downlink provisions at this time. (Note thatTCAS II as installed will communicate the equipage andoperational status to ADS-B.)

TCAS II version 7.1RTCA DO 185B and EUROCAE ED-143 provide TCAS II version7.1 guidance. Primarily TCAS 7.1 enables mitigation of the riskfor a mid-air collision in situations where aircraft flight tracks arecloser, such as with FANS 1A airspace. There are three significantissues addressed by TCAS II version 7.1:

• Reversal logic enhancement• “Level off” aural alert• Change to descend RAs at low altitude

There are four additional minor issues addressed by TCAS IIversion 7.1:

• It corrects an issue that occurs as an aircraft descends through1,000’ above ground level (AGL);

• It transmits the TCAS II processor part number and level ofsoftware;

• It corrects for multi-aircraft logic concerns, reducing the risk ofclose encounters within RVSM airspace;

• It modifies the status report sent to the aircraft’s Mode Stransponders informing of its 7.1 Hybrid Surveillance capability.

Problems with Adjusting Vertical Speed: The “Adjust verticalspeed, adjust” RA command has been replaced by “Level off,level off” to prevent the problem of pilots increasing rather thandecreasing the vertical speed, as a natural response to the origi-nal command format (see Diagram 1 ‘TCAS II Version 7.1 LevelOff’, courtesy of SKYbrary.)Problems with Reversal Logic: In certain instances version 7.0TCAS II failed to reverse an RA when two converging aircraftremained within 100ft. This was because version 7.0 allows forreversal of RAs when the current RA is no longer predicated toprovide sufficient vertical spacing. A feature has been added inversion 7.1 that monitors RA compliance in coordinated encoun-ters. Thus, when a version 7.1 TCAS detects that an aircraft is notresponding correctly to an RA, it will issue a reversal RA to theaircraft that will then maneuver in accordance with the RA (seeDiagram 2, ‘TCAS II Version 7.1 reverse logic’, courtesy ofSKYbrary.)

Diagram 1



Diagram 2


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Incorporating Version 7.1On March 18, 2014 the FAA issued aRevision B to Advisory Circular 20-151 forthe airworthiness approval of TCAS sys-tems and associated transponders. TheAdvisory includes significant changes tothe previous ‘A-version’ and mostly cen-ters on hybrid surveillance functionality.The latest TCAS II TSO Standard, TSO-C119d, requires RTCA/DO-300A HybridSurveillance functionality. This requirementhas been added to the TSO and airwor-thiness approval guidance to reduce con-gestion on the 1090 MHz frequency whilethe system is airborne and when onthe ground.

From a pilot’s perspective, when air-borne there will be no difference in opera-tion of a TSOC119d traffic display versesearlier variants. However, when the aircraftis on the ground and TCAS is in the TA orTA/RA mode, traffic advisories will not beannunciated. This reduces the burden onthe 1090 MHz frequency during groundoperations, as the TCAS systems areessentially passive.

Figures 1-4 (left and far right) depict atypical set of RA vertical speed responsesfrom the Advisory Circular showing themodified system.

A GA ProblemIn 2011 the FAA issued a Safety Alert forOperators (SAFO) centered on both theoccurrence and response to RAs. GAoperators with TCAS II will likely be flyingbusiness jets; TCAS I, TAS and TCADequipment meet the needs of most GAapplications. These business aircraft aremore likely to conflict with VFR traffic atlower altitudes, creating more TA and RAoccurrences than Part 121 traffic. Also,Part 121 crews have a better track recordof compliance with the operating require-ments of TCAS II.

Most business aircraft RAs occur in theNortheast US and within Class C or D air-space. Pilots are likely to see other aircraftwhen close and therefore ignore an RA.The FAA advises that operators reviewtheir training programs and followAdvisory Circular AC 120-55 guidance.Pilot Operating Handbooks shouldbe updated.

Accomplishing the UpgradeFor most existing TCAS 7.0 systems, theupgrade to TCAS 7.1 involves a softwarechange to the TCAS processor itself.However, there may be some wiringconsiderations if upgrading is part of



Figure 1 - No RA Figure 2 - Preventative RA - no verticalspeed change is requiredwhen the following areissued.

(a) PreventiveAural: MONITOR VERTICAL SPEEDPilot Response: No action required.Maintain the vertical speed withinthe green arc.

(B) PreventiveAural: MONITOR VERTICAL SPEEDPilot Response: No action required.If a descent is initiated, it must belimited to less than 500 fpm.

(c) PreventiveAural: MONITOR VERTICAL SPEEDPilot Response: No action required.Decent rate cannot be greater than2,000 fpm.

Figure 3 - Initial corrective RAs - pilot response is expected within five seconds. Thepilot should promptly and smoothly fly to the green arc.

(a) CorrectiveAural: DESCEND, DESCENDPilot Response: Smoothly establish a descentrate between 1,500 fpm and 2,000 fpm.

(b) CorrectiveAural: CLIMB, CLIMBPilot Response: Smoothly establish a climbrate between 1,500 fpm and 2,000 fpm.


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an ADS-B installation, depending on thespecific aircraft type and overall ADS-Bequipment. The bigger concern is theamendment requirement of the TC orSTC that installed the existing TCAS IIVersion 7.0 currently in the aircraft.

Although the software upgrade to theTCAS II processor may be ready, the air-craft approval to use it may not be. If theSTC was completed by a third-party, it ishighly recommended that operators dis-cuss the amendment with the STC holder,who may not be your preferred MRO.Even STC amendments can take consider-able time as STC applicants and holdersjoin the line of those waiting forapprovals. With ADS-B/FANS STCapplications mounting, delays maybe extended.

If an upgrade pertains to recent air-craft, the factory solution is likely to beready or well underway. For legacy aircraftthe solution may be an MRO option andnot yet tackled by the existing aircraftOEM. The OEM tends to work backwardsfrom later models to earlier, while MROsseize the opportunities existing in legacyaircraft where no OEM solution is likely tooffer competition. In essence, MROs tendto look for the sweet-spot of aircraft mod-els, where residual value still justifies theexpense of upgrading and a healthydemand exists.

When last checked, all the DassaultHoneywell EASy II cockpits with TCAS2000 have the 7.1 upgrade available tomeet the December 2015 requirement foroperators flying in and out of Europe. Forthe Dassault Falcon 900B usingHoneywell CAS 81A, the solution was wellunderway in late 2014, and for Falcon900EX and 900C with Honeywell Elite IIthere is no current factory solution.

For Gulfstream’s G450 and G550 theTCAS upgrade is serial number-specific,while for GIV and GV the upgrade isequipment-specific. Bombardier, Embraer,Cessna and Hawker Beechcraft modelsoutfitted with TCAS II have 7.1 capabilityavailable, but check with the OEM forspecific readiness based on aircraftmodel, serial number range and TCAS IIequipage. �

Figure 4 - Modifications to initialcorrective RAs. Pilot responseto these modified RAs isexpected within 2.5 seconds.Pilots should promptly andsmoothly fly to the green arc.

(c) CorrectiveAural: LEVEL OFF, LEVEL OFFPilot Response: Smoothly reducevertical speed to zero fpm.

(a) IncreaseAural: INCREASE DESCENT,INCREASE DESCENTPilot Response: Increase thedescent rate, fly to the green arc,2,500 fpm to 3,000 fpm.

(b) ReversalAural: CLIMB, CLIMB NOWPilot Response: Reverse descent rateand immediately start a climb between1,500 fpm and 2,000 fpm.

(c) WeakeningAural: LEVEL OFF, LEVEL OFFPilot Response: Smoothly reducevertical speed to between 0 and -250 fpm.

Eurocontrol has issued several very useful and informative TCAS documents, including:• Jan 2012 #14 – ACAS II Bulletin Version 7.1 is coming…• July 2014 – ACAS II Guide incorporating 7.1.• July 24, 2014 Version 3.2 - Overview of ACAS II incorporating 7.1.• July 24, 2014 Version 1.2 - TCAS II Version 7.1 Overview for ATC.• July 24, 2014 Version 1.2 - TCAS II Version 7.1 Overview for Pilots.- SKYbrary: Offers a wealth of excellent and recent TCAS data for pilots and

air traffic controllers covering TCAS in general, and specifically the 7.1upgrade. SKYbrary also has guidelines for regulations and proceduresuseful for pilots.

- NBAA: Online under Aircraft Ops, CNS (subject to Membership log-inprivileges) NBAA has several key TCAS documents to help pilots andothers understand the complexities of both TCAS and the 7.1 upgrade.

- FAA: Apart from its Advisory Circulars the FAA has an informativedocument ‘Introduction to TCAS II Version 7.1’.

Figure 3 - Initial corrective RAs - pilotresponse is expected withinfive seconds. The pilot shouldpromptly and smoothly fly tothe green arc.

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Finding a HappyHome


Who Should Perform Your Company’sAircraft Maintenance?

The Boss has a home; flight and cabin crew have homes - even the company airplane has a home-base, notes Dave Higdon. Just as important, however, is that a regular maintenance home be found for your aircraft.

FLIGHT DEPARTMENT � MAINTENANCE

Dave Higdon is a highly respected aviationjournalist who has cov-ered all aspects of civilaviation over the past 35years. Based in Wichita,he has several thousandflight hours, and haspiloted pretty mucheverything from foot-launched wings to combatjets. Contact him [email protected]

hy would any operator try to get byfulfilling their aircraft's maintenanceneeds on an ad-hoc basis? Accordingto flight crews sampled, the reasons

vary from owners who try to be frugal in all things;owners that change shops on a per maintenance-cost estimate basis - ever shopping for the “bestdeal”; and shops picked for convenience purposes.“Whoever is available on the boss’ schedule,” onepilot whispered.

These approaches may come at the expense offamiliarity, trust and consistency (the things thatmake people stick with one doctor). To top it all, tak-ing the airplane to a different shop each time maycost the owner more over the long run.

One pilot told us how his aircraft's owner stuckwith factory service centers – but only until the facto-ry maintenance deal expired. He then balked at thecost of enrolling in an hourly priced service plan,believing he was smart enough to save money usingan “as-needed” approach and awarding the work towhichever shop bid lowest each time.

Flying an airplane maintained per the ‘lowest-bid’philosophy provides precious little comfort – particu-larly when something goes wrong. It's the pilot, notthe mechanic, who arrives first at the scene of the

event, and may have been the person who acceptedthe aircraft from maintenance and is technicallyresponsible for its airworthiness.

A maintenance home brings stability and regulari-ty to the aircraft's wellbeing, much as a good homehelps human development.

Who's in Charge?The Boss is rarely the best choice for maintenancemanager. “First he started missing deadlines forrecurrent work – like 100-hour inspections,” a formercontract pilot for a Light Jet owner told AvBuyer.“Next, he started losing jobs because his ad hocapproach didn't account for the lead-time of a majorshop. So when he needed to show up for a bid con-ference or to sign papers, he found himself arguingwith the A&P that he should have anticipated theowner's need. We never went back there.”

When the owner failed to schedule an inspectionfar enough ahead to keep the airplane available, hefinally listened to his flight crew's input. “We makeless when we don't fly,” the pilot said. “So his fail-ures hit us, too. Now the aircraft goes back to itsmaintenance home. They can't handle everything,but at least we have one place - a single person -who helps us stay ahead of upcoming needs,

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whether that relates to airframe, avionics orpowerplants.”

This pilot and others stressed that the key criteriafor shopping for a maintenance home was findingthe right match between a shop's expertise and theaircraft and its systems.

When the Fleet Grows…Perhaps your operation already has a maintenancehome for its existing aircraft. Let’s imagine the opera-tion gains an aircraft. Don’t assume that a new air-craft automatically fits at the existing maintenancehome…

If a jet operator adds another version of the samemake, it may well fit perfectly with the existing main-tenance home – but only if the models are related,the engines are of a similar line, and avionics of thesame make and type.

On the other hand, if you add a propjet to a jetoperation (for example) or vice-versa, you can seewhy searching for a second home is necessary.

Priority 1: Airframe Knowledge & ExperienceMost turbine operators learn from their vendors thatmaintaining their aircraft takes specialized knowledgeand experience; a shop experienced in Pratt &Whitney propjet powerplants still needs knowledgespecific to the airframe. Far more than the number ofengines differentiates King Airs from TBMs, PilatusPC-12s, Piper Meridians and P-180 Avantis.

In advising clients, a long-time pilot/A&P turnedbroker suggested that the airframe is the home to allthe other components and systems. “Find a shopexperienced in the airframe,” he emphasized.“Expertise in the other systems can be elsewhere,but the maintenance home should know the make,model, type and its overall needs and peculiarities.”

The shop may not perform hot-section inspec-tions, but you can bet it works with a service providerthat does. Ditto for the avionics.

Priority 2: AccommodatingEvery aircraft flying should have a ‘last inspection’note in the airframe and engine logs, a date fromwhich the clock starts running to the next inspection.Finding the desired expertise may come at theexpense of adjusting a next inspection if the shop ispopular with other owners of the same type.

“We get calls from owner/operators, in particular,who want to bring their airplane here,” said theowner and chief technician of a Midwest shop.“They've heard through the owners' organizationthat their model is our primary focus.”

But these operators don't always become cus-tomers; some hang-up, angered or frustrated thattheir next inspection is due on a date before theshop's next opening. “When we suggest we couldwork them in if they don't mind resetting theirinspection cycle to a few weeks earlier, some of thembecome upset,” he revealed.

“‘But it's not due until...’, they tell me.” Time is a

finite commodity, however. “We don't ever promisewhat we can't deliver.”

Priority 3: Depth of KnowledgeWhile any shop you select should hold the approvalsand training appropriate to the aircraft and its sys-tems, there's no rule that says all of those needshave to come through the same maintenance facility.While the home should be trained and approved onthe airframe, supplemental homes can be estab-lished separately to deal with avionics and power-plant systems.

As mentioned above, many specialty shops exist,many of which already work closely with airframe-ori-ented shops. As for the shops with the airframeexperience, those supplemental homes should becurrent in training and approvals for the specificavionics and engines.

That said, consider the opportunities inherent infinding a maintenance home that handles all threeareas under the appropriate approvals. They'll typi-cally not only have the training and approvals youwant, but they'll already be equipped with the toolsand testing equipment needed to return thosesystems to service.

“Expertise in

the other

systems

can be

elsewhere,

but the

maintenance

home should

know the

make, model,

type and

its overall

needs and

peculiarities.”


Priority 4: The Best Deal“Cost obviously has to be a consideration,” our bro-ker conceded. “It just shouldn't be the first concern,or the dominant concern. It goes last on my list.”

If you fail to pick a knowledgeable shop, you riska) finding required work missed; b) work performedunnecessarily; and/or c) work taking longer than itwould have at an experienced shop. These can alladd up to a higher bill than a knowledgeable shopwould have charged, even with a higher hourly rate.

Maintenance Red FlagsFinally, be sure to watch for some of the warningsigns of an unhappy 'maintenance' home. Amongthose offered by veteran A&P technicians are:

• Failure to properly complete paperwork beforereturning the aircraft to the operator. (Relatinginvoices to log entries as proof of compliancewith maintenance, service and airworthinessdirectives should trigger an inquiry by theoperator.)

• The operator should have access to the inspec-tion document, work orders, parts receipts andother documentation. Failure to present those

and/or include them with the logs should beanother sign to look more closely.

• Signs of sloppy work: scratches; mixed-up fasten-ers; even foreign objects left in the aircraft. Allshould trigger a deeper examination of the air-craft and work performed.

• Invoices that don't match up with the logs andother paperwork from the shop visit.

• A maintenance shop that declines to fly with youon the acceptance flight. You should require theshop's pilot(s) to perform the shake-down flight –before they present you with the aircraft. Best ofall is to have them deliver the airplane and thendo your acceptance check.

Any of the above issues should raise an instantwarning signal that the shop you’re with isn’t goingto be a long-term, happy home for your aircraft’smaintenance needs. �

Building Blocks for Your Home-Sweet-(Maintenance)-Home

A) Airframe Knowledge & ExperienceThis can be checked through the certifi-cates held by the shop (both FAA and factory-training documentation).

B) Accommodating ScheduleTiming is critical to avoid missing dead-lines; consider an earlier visit if it helps getyou into your preferred shop. From there, you're a long-term customer.

C) Depth of ExpertiseIdeally, your maintenance home covers all your needs for the airframe, avionics and powerplants. If that’s not a viable option, find an airframe shop with established arrangements to cover the otherneeds.

D) ConvenienceWe'd all like to find the ideal shop cover-ing all the bases right at home, but don't overlook excellent options because they may require taking – and leaving – the aircraft while you return home by another vehicle.

E) CostsCompetitive costs can be determined by shopping around – but remember, the lowest bid may not always deliver the highest quality.


“...be sure to watch

for some ofthe warningsigns of anunhappy

'maintenance'home.”

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for sale at


Maintenance the EASA Way: Everything you need to know about CAMO


Continuing Airworthiness Management Organization (CAMO) is a term

originating in Europe, but today is used across continents, according to Gamit’s

Nadeem Muhiddin. So what is it, and what could it mean to an aircraft operator?

Nadeem Muhiddin is the General Manager at Gamit, which specializes in AviationAsset Management.Specifically, Gamit is an industry leaderin aircraft and engine auditing and comprehensive technical management. Contact Nadeem [email protected] visit www.gamit.co.uk

ssentially CAMO is an approval given by aNational Aviation Authority (NAA) to a main-tenance company within its region thatdemonstrates the firm meets certain criteria.

The CAMO designation, also referred to as Part-M,was introduced in 2003 and slowly it became manda-tory for all EU-registered aircraft to be supported by aCAMO-approved company.

The role of a Continuing AirworthinessManagement Organization ultimately requires han-dling liaisons with authorities on behalf of an aircraftowner; finding solutions to maintenance problems withOEMs; delving into the aircraft manuals; assessingAirworthiness Directives and Service Bulletins; tender-ing management for maintenance input; and perform-ing on-site aircraft surveys as well as record audits.

In certain scenarios the CAMO may be on-siteduring heavy maintenance as the aircraft representa-tive overseeing the technical aspects. It’s commonfor aircraft owners to refer to a technical representa-tive - the back office engineering department han-dling all of the planning and paperwork for engi-neering - as CAMO.

Only a decade ago, any semi-retired aircraft engi-

neer could take on the engineering planning andmaintenance management for a client with a privateaircraft in Europe. The introduction of CAMO hashelped to regulate this niche, and today in order foran engineer to offer such services for an EASA-regis-tered, mid-weight turbine aircraft, they must gainCAMO approval.

To obtain that CAMO approval an organizationmust establish that it has the required NAA-approved caliber of employees with the relevantlevel of training and experience; plan a training pro-gram for the staff; have adequate office facilities;and have a secure IT infrastructure with all necessaryprotocols in place - all of which may mean the semi-retired engineer may want to reconsider how andwhen they retire!

Not Just for EuropeSince its inception, the concept of CAMO hasbeen catching on, and slowly the authorities ofother countries are following EASA’s lead, includ-ing the United Arab Emirates. In fact, most regula-tory authorities are starting to align themselveswith EASA rulemaking in this area.

E


Maintenance 2 May15.qxp_Finance 21/04/2015 15:33 Page 1

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Hagerty May.qxp_Layout 1 22/04/2015 12:02 Page 1


Having received approval from the UK’s CAA, Gamit cantake responsibility of any EASA-registered aircraft within itsapproval list, and its CAMO approval is also recognized bymany other National Aviation Authorities around the world thathave followed the EASA rulemaking of Part-M. As an example,the Bermuda and Cayman Islands authorities have followedEASA with CAMO, and broadly speaking are very similar intheir rules regarding Continued Airworthiness.

The fact that CAMO is mandatory for EASA-registered

aircraft does not mean that an N-Registered aircraft (for exam-ple) cannot have its engineering responsibilities covered by aCAMO-approved organization. The CAMO approval in thisinstance would simply show that the company that is handlingthe responsibility for the airworthiness of the N-Registered air-craft has been formally approved by EASA, while providing theoperator peace of mind that there is an NAA performing regu-lar audits on the service provider ensuring its practices remainat a satisfactory level.


Aircraft Owner

CAMO Operator/ AircraftManagement

Maintenance Provider 1



Operat ional Responsibilities

Diagram A


Are All CAMOs Equal?Not all CAMOs around Europe operate the same, and conse-quently different service-levels exist. Ultimately it’s up to the NAAto audit the CAMOs as often as required to ensure that a mini-mum acceptable level of support is provided by an approvedorganization. An operator interested in placing their aircraft witha CAMO should be asking how a facility not only meets therequirements set by the NAA, but looks to exceed them.

One factor that is becoming clear to the technical team atGamit is the growing reliance on IT systems within aircraft main-tenance. There are mainstream maintenance tracking systems inthe Business Aviation industry that provide a very important tool.As with all IT systems, however, the information is only as goodas the last piece of data inputted.

We’ve found on occasion, when taking over the CAMO fromprevious providers, that quality control and attention to detail issometimes lacking; never to a critical extent, but when operatingan aircraft, maintenance is often one of the three most-expensiveelements of operation. If maintenance tasks become redundantor can be consolidated into bigger checks, this will make for farmore efficient maintenance input, and result in a cost and timesaving to the aircraft operator.

As an example, last year we took on two aircraft for which wecould amend the Maintenance Program to offer the customer acost-saving. This was something the previous provider couldhave offered, but being a CAMO is a time-intensive requirement,and unless the time put into the maintenance planning andconstant assessment is justified, maintenance costs can riseunnecessarily.

Summary of CAMOThe CAMO is employed by either the aircraft owner directly orby the operator, depending on how the owner wishes to handletheir aircraft. In regards to the CAMO, it is their responsibility toplan and coordinate all maintenance activities and to keep theaircraft airworthy as much as possible. Broadly speaking thismeans:

• Forecasting planned maintenance work;• Reliability assessment;• Ensuring the maintenance provider can begin and finish

works within the planned down-time.All of the above keeps the owner happy, safe in the knowl-

edge they can use their aircraft as much as they like outside ofmaintenance downtime.

The CAMO should always maintain contact with preferredmaintenance providers (Part 145 organizations) of which it is typi-cal to have at least three-optional companies to go to at any onetime (see Diagram A, left). In the event there is a fault on the air-craft, the CAMO should be in a position of knowledge as towhere the aircraft can be referred to efficiently rectify the issue.

Ultimately, a good CAMO-approved company should be theeyes and ears for an aircraft operator, and know exactly what’sgoing on technically with the aircraft - past, present and future.Significant levels of trust are afforded a company looking afterthe maintenance of an aircraft. If you choose to place your air-craft with a CAMO, you should ensure that your trust is wellplaced. �Are you looking for more articles on maintenance? Visit www.avbuyer.com/category/business-aviation-maintenance


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14:44


y wife and I just returned fromAfrica, where we were in close con-tact with native elephants. Theywere not tame or trained, however,

they were socialized. The power of these mas-sive creatures was awesome. They could do any-thing they wanted…with amazing tenderness orwith brutal power. Our experience with the ele-phants reminded me of the dance we must dowith C-suite executives.

Our firm works for Fortune 1000 C-suite exec-utives, billionaires, and a few royal families. Likemost Aviation Managers, I must dance with pow-erful personalities—the elephants of theirdomain, so to speak. Early on, I learned thereare three choices of who leads the dance…

A) Elephant LeadsThe best case exists when the elephant is a greatdancer and he or she leads. There is no questionabout power, intent or direction.

One of my favorite examples was when I wasasked to attend a Board of Directors meeting fora company. They had declared their goal was togrow by a multiple of 10 times over the comingyears. They hired a new CEO, David, to lead thisdramatic growth. David had very few pre-employment demands. A company jet was oneof them.

David had a number of strategies and tacticshe intended to use to achieve his goals. BusinessAviation played a critical role in many of them.

Their primary target was revenue. The

Multi-ChoiceQuestion:When you Dance with

Elephants, who Leads?


M

Having “walked with the elephants” in Botswana, Pete Agur offers wise advice for all Aviation Managers who must communicate

effectively with those who possess ultimate authority…

FLIGHT DEPARTMENT � MANAGEMENT

Peter Agur is Chairman& Founder of VanAllen -a leading BusinessAviation consultancy firm.He is a member of theFlight Safety Foundation’sAdvisory Committee,NBAA’s Safety Committeeand NBAA’s CAMCommittee (emeritus).Contact him [email protected].

FD M 1 May15.qxp_Finance 21/04/2015 15:38 Page 1

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1999 Falcon 900B 174

1998 Falcon 2000 75

2014 Global 6000 9541

2008 Gulfstream G150 256

1987 Gulfstream GIV 1021



2000 Learjet 45 079

2009 Learjet 45XR 385

2001 Learjet 60 229

2007 Learjet 60XR 320

2010 Phenom 100 50000218

2011 Phenom 100 50000223

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airplane became an accelerator of deals and acompetitive advantage in a crowded market. Itwas essential for their growth success.

David also saw the business aircraft as an effective tool for cost management. By gettinghis current team of leaders more places, morequickly, and more often, he was able to avoidhiring an additional cadre of high-cost executivesand their entourages. David saved more than theAviation Department’s budget by not having tohire all those new people.

There is no question that David was the ele-phant and he had the lead in the dance. In fact,the Aviation Manager reported directly to Davidand closely followed David’s directions. However,a CEO like David is extremely rare. Very fewCEOs have the vision, knowledge, and imagina-tion to truly maximize the benefits their companycan gain from their aviation services.

B) Elephant FollowsThe second best case is when the elephant is agreat dancer and he or she follows. This requiresthe leader (the Aviation Manager) to beextremely competent in the company ofelephants. How do you lead a 15,000 pounddance partner? Very carefully…you take themwhere they want to go…figuratively.

Don was the Director of Aviation for one ofthe country’s largest banks. The banking industryhas gone through some amazing transformationsin recent years. Don successfully guided his com-pany’s ownership and use of business aircraftthroughout those changes.

Don was an aviation professional who knewhe was in the banking business. He got himselfinvited to corporate staff meetings. He learnedthe business. He earned a place at the table. Hesaw the trends. He guided the highest and best

use of Business Aviation services in support ofthe company’s adapting strategies. He recom-mended growth of the Aviation Departmentwhen the bank needed greater travel capacity.He recommended downsizing when he foresaw itwas necessary. He led and the elephants fol-lowed…because he took them where theyneeded to go.

C) No One LeadsThe worst case scenario is dancing with an ele-phant when the two of you are not in synch. It iseasy to get stepped on. And with an elephant,that can be terminal.

At least 80% of companies and AviationDepartments are not great dance partners. Thinkabout it. Do you have a David providing clearstrategic direction for your aviation services? Ifnot, do you have a Don guiding the company’shighest and best use of Business Aviation servic-es from the inside? If not, your aviation servicesare under-led and probably not in perfectrhythm. When no one leads, serious missteps areeasily made.

• Can you assume that the better your AviationDepartment dances, technically, the betteryou will dance with the company? Not likely.Better take-offs and landings, finer catering,or lower fuel costs are not critical. They areimportant, but they are not the dance.

• Can you assume the C-suite will proclaim thehighest and best use for the AviationDepartment in order to create the greatestoverall corporate benefit? You could bewrong. Different executives have differentviews on success. One executive may seerevenues as the answer. Another may seesenior team efficiency and quality of work lifeas being the goal. Another may see savingevery nickel possible as crucial, because sav-ings have a direct improvement on profitability. All can be wrong, or in directconflict.

The lack of synchronicity created when no oneleads is a principal cause of the tension oftenexperienced amongst companies, Boards ofDirectors and Aviation Departments.

The odds are against being blessed with avisionary CEO like David who knows the strate-gic impact he wants from Business Aviation.What should you do? Like Don, the AviationManager who perceived where his companyexecutives wanted to go and led them there,you’d better learn how to be a great leader inyour dance with elephants because being out ofstep is not an option. �Are you looking for more articles on Flight DepartmentManagement? Visit www.avbuyer.com/articles/flight-department-management/



“At least80% of

companiesand

AviationDepartments

are not great dancepartners.”


Hawker 800XP4646 AFTT, Engines on MSP, APU on MSP.TCAS 2000 II, Fairchild F-1000 DFDR,CVR-120, Airshow 400, 8 Passenger, NewInterior in 2013 (excluding cabinets), EGPWS

Challenger 6047470 AFTT, Engines on Smart Parts Plus, APUon MSP Gold, Great Pedigree, Two OwnersSince New, Delivered with Fresh 192 month,Fresh Landing Gear

Gulfstream Astra SP7143 AFTT, Engines on MSP, TCAS II,EGPWS, GNS XLS FMS, RVSM and VIP Con-figuration with 6 pax

Falcon 5013,634 hrs, Engines on MSP Gold, CollinsPro-Line 4, Dual Honeywell Laser Ref III,Magnastar Airphone C-2000, Airshow 400,MGTW Increase, 8 Passenger Seating, APU onMSP

Challenger 601 3R7336 AFTT, GTCP-150 APU, GoGo Wifi,Engines on GE “On Point”, Airshow 400,10 Passenger

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson 1 May.qxp 22/04/2015 12:08 Page 1

team exists to achieve a goal.Working within a high performanceteam is one of the biggest satisfac-tions members can experience

when they are part of its success. They know thata lot of effort goes on behind the scenes amongthe leader and the other team members to cre-ate that apparent seamless coordination.

Recently we experienced a flight departmentthat was made up of two warring factions bat-tling each other. Each side knew how to disman-tle their manager and did so with regularity.Manager after manager attempted to deal withthe situation, which got worse and worse.

With this revolving door, team membersbecame more at odds and the department suf-fered. Important tasks slipped through thecracks, and the service level deteriorated to the

point that the owner decided to sell the aircraft.Resentment on all sides grew rapidly and deeply.

What we discovered in a site review was thatunder previous leadership, people who wanted asense of purpose became bored by the lack ofdirection and vision. When people get boredthey start making mischief. They started creatingdemands to suit their preferences such as want-ing to fly only when the chairman was on board.They created fires so they could put them out.

Teams are dynamic and fluid entities. The fol-lowing advice will help you get more out of yourpeople and create a happier place for everyoneon your team.

Become their LeaderManagers who inherit a team should assess thestrength of the members. This requires an open

Taking the Lead of Your


A

Jodie Brown reviews several basics of team dynamics that new team leaders are well advised to address.


Jodie Brown has over20 years’ BusinessAviation experience,and more than 25years of leadership andteaching experience. Aconsultant and execu-tive coach to C-Suite executives, owners anddirectors of aviationcompanies and FlightDepartments, she isfounder and presidentof Summit Solutions.Contact Jodie [email protected]


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2002 Hawker 800XP S/N: 2585648,524 Hours Engines enrolled on MSP

2001 Hawker 800XP S/N: 2584997,862.3 Hours Since New / 5,470 Landings (as of April 1, 2014)

2008 Bombardier Challenger 605 S/N: 57461,657Hours Honeywell GTCP36-150 / 1,326 Hours / Enrolled on MSP

2006 Lear 40XR S/N: 2051TT 5683 since new Engines Enrolled on MSP Gold

2008 Bombardier Learjet 60XR S/N: 60-3512,579 Hours Since New 1,323 Landings

2009 Hawker 4000 S/N: RC-32917 Hours Since New / 652 Landings (as of August 20th 2014)

2007 Hawker 850XP S/N: 2588581,309 Hours Two Honeywell TFE 731-5BR-1H Turbo-fan Engines

2002 Hawker 800XP S/N: 2585546,967 Hours Since New / 3,867 Landings

2003 Citation CJ2 S/N: 525A-01702,102 Hours TTAF 1,342 Landings

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2007 Learjet 45XR. S/N 45-341. Registration number: 439FX• Honeywell Primus 1000 Avionics Suite• New Carpet, Seat Leather, and Window Shades April 2015• 2400hr Inspections including 8 year Landing Gear Inspection completedApril 2015

• 647 Hours since CZI. Engines and APU MSP Gold

Sojourn Aviation May.qxp_Layout 1 23/04/2015 10:45 Page 1

mind and a willingness to assist employees fitinto the new structure. Make it crystal clear, how-ever, that you will help them only if they empow-er themselves. You may have inherited an“untouchable” employee who has connections tothe owners. Create a workable situation for thisperson that can support your goals in somecapacity.

In rare situations, managers are hired to build ateam from scratch. The new team should expecta big part of their job to fall under “other dutiesas assigned”, as policies and procedures aredefined and SOPs established. Make it clear thatteams support the goal. Period.

Global teams require more of a manager’s timeto communicate and reinforce clear definitions ofexpectations and terms. Spend time ensuringthat messages and concepts are understoodthroughout the team. For example, the conceptof being “on time” differs in various cultures.Make a definite point of including your globalmembers in your feedback and praise.

Take RisksSome cultures and individuals are not as aggres-sive in resolving an issue as the team leadermight expect. Not everyone is comfortable withtaking risks at their level. Be clear on the level ofresponsibility and authority that you expect.Support your team as they stretch from theircomfort zone.

Confront the Human ElementThe team exists to achieve goals, and peopleserve goals better when they work together bet-ter. The problem is that the team is seldomtogether physically. Therefore, understandinghuman dynamics is essential for leaders. Coachyour members and help them interact with differ-ent personalities, even when they are physicallyseparated. Sometimes there are difficult person-alities with conflicting agendas. Remember, youcannot communicate enough. Information isessential in aviation and must be shared. Howyou present something is just as important as thecontent itself.

Baby boomers (i.e., people born between1946 and 1964) are characteristically outspokenand ready to voice their opinions. They like clear-ly defined lines of authority and aren't comfort-able when their positions are not clearlyarticulated.

Generation Y (i.e., people born between 1980and 2000) wants independence. They want to getsomething sooner than later. They are faster mov-ing into technology, and they are good on virtualteams. They are innovative, technologicallyadept, flexible, adaptable, and they bring cre-ative, fresh ideas. Pairing a boomer with first-

hand experience with a Gen-Y enhances not onlymutual understanding but depth of knowledge.

Support ExpectationsLeaders have to be engaged and support theperceived value of what's being done. Somemanagers may not be willing to listen patiently toopposing points of view. They have to make aspecial effort to remain open to input from oth-ers. They must include their people if they wantcoordination and support.

As with any initiative, the results of effortsneed to be measured and everyone must be heldaccountable. When a pattern of concern beginsto arise, address it immediately through openand honest dialogue. Follow through. Tell theteam that you considered their request, and say ifit does or does not fit into the budget or supportthe overall goal of the department at this time.

The goal is the glue that binds the individualparts of a team together. Through feedback andreward the leader is responsible for continualmaintenance and reinforcement of the goal. �

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



“Leadershave to be

engaged andsupport theperceivedvalue ofwhat's beingdone.”


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uch is the eminence of training in aviationthat curricula are thoroughly structured andregulated. Commercial air carriers arerequired by law to have a specific

professional within the organization assuming overallresponsibility for managing training. In largerorganizations, often the head of training’s only task isthat of overseeing the training programs within thatcompany.

In non-commercial Business Aviation, operators ofbusiness jets and larger turboprop aircraft must takesystematic recurrent training, often from a serviceprovider that employs ground-based simulators.Whether operating for hire or supporting a company’sprivate business, flight departments have aresponsibility as well as a legal obligation to provideeffective crew training.

Social scientists studying the economics ofeducation have produced evidence supporting thefinancial justification for investing in training. Investingin education indefinitely, however, does not makesense, because at a certain stage a ‘break-even’ pointis reached. So, how do you reach equilibrium and getthe most out of training?

Complacency and FrequencyFirst, safeguard against becoming complacent abouttraining. You need to believe in the value of training toyour flight department, and not just manage training

as though you were performing a bureaucraticexercise (we discussed the dangers of box-ticking inour April safety feature).

The frequency of recurrent training modules variesdepending on the applicable regulations and on thesubject matter. As a general rule of thumb,effectiveness can be maximized by optimizing thetraining frequency of individuals in the hierarchicalstructure. This is the experience of NetJets, which,according to spokesperson Christine Herbert, “has avery robust program and trains every six months.”

She outlines, “If flight department managers trainmore frequently, they are able to enhance and expandthe type of training offered. In other words, whilesafety and compliance are always core to theseprograms, more frequent training offers the ability toput forward a greater effort toward customer serviceand meeting the needs of those who fly with us.

“Managers are also able to adjust training aroundthings that are happening in real time. It is equallyimportant that the training be thorough and based ondata-driven metrics,” Herbert concludes.

Short-Term CommitmentsWhile training towards an organization’s long-termperformance is often a focus, short-term trainingcommitments can easily be overlooked because thetime taken to train can be perceived as detractingfrom otherwise productive duties of a flight crew (e.g.


S“...short-term

trainingcommitmentscan easily beoverlooked...”

Effective TrainingThere’s Much More Required Than a Routine Schedule

FLIGHT DEPARTMENT � SAFETY

Safety 1 May.qxp_Finance 22/04/2015 17:02 Page 1


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

flying hours). In this instance, the challenge of thetraining manager centers on scheduling recurrenttraining modules to ensure that unproductive time forflight crews is kept to a minimum. With this regardHerbert notes, “It’s important to put models andsystems in place to allow training to be a continuousprocess.

“Whether it’s communication of a new rule, abulletin coming from the FAA, or a new maintenancerequirement, managers can communicate real-timeinformation, thus enhancing training efforts. They canalso focus crewmembers by using e-learning,separating non-aircraft-specific training, and aircraft-specific simulator training”.

Selection of Training ContentsAnother important strategy to maximize trainingeffectiveness is to have the operator’s personnelinvolved in the definition of training contents, bothfor internally and externally delivered trainingmodules. The organization should commit effort toensure that certain areas be addressed oremphasized by training providers in accordance withthe operator’s specific needs, and not simply acceptwhatever curriculum is provided.

As an example, let’s consider training on ‘HumanFactors’. Oftentimes trainers in their recurrent trainingmodules for Business Aviation crews refer to veryfamous and highly publicized air carrier accidents

such as Tenerife (1977). Examples pertaining toscheduled commercial fixed-wing operations may notbe the most effective to ensure the assimilation oftraining contents for helicopter maintenancetechnicians (as an example). An organization shouldoversee training content and ensure that suitableexamples are relevant to the audience.

“Every curriculum should be customized to thespecific needs of the flight department and in turnthe passengers of that flight department,”Herbert notes.

Keep it Fresh!Training should also be kept fresh to avoidcomplacency. By keeping the material current, seniorpilots who have been through the training drillmultiple times in their career can continue to engage.

Curricula “should be updated every six monthsand remain relevant to industry changes and trends,”adds Herbert. “There is always opportunity forimprovement in a flight department – so no matterhow senior a pilot may be, there may always be newinformation introduced that can be applicable tohis/her very next flight.”

In short, to run an effective training system youshould be proactive about your Flight Department’straining. Be intensely involved in the definition oftraining content, and be sure to update the syllabusto remain fresh and relevant always. �

Line operator proficiency is one ofthe main strategies implemented

for the purpose of assuring aviationsafety. Yet proficiency can only beachieved by means of thoughtful

initial and recurrent training,cautions Mario Pierobon.

Safety 1 May.qxp_Finance 21/04/2015 15:42 Page 2

he average Large Cabin and Ultra-Long-Range jets share more incommon than they differ, with similarcabin sizes and comparable cruise

speeds ranging roughly between 450-500kts. For thepurpose of this month’s focus, we’ll categorise LargeCabin and Ultra-Long-Range jets under the genericcategory of ‘Large Cabin jets’, on the basis of theirshared characteristics, and MTOWs that generallyrange between 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and into the6,000nm range, making these effective non-stopcontinent and ocean-crossing machines. The fewerthe stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets have overtheir smaller Light and Medium jet kin is their needfor runways longer than 6,000ft, which restricts thenumber of airports they can use by comparison.Nevertheless, for the trans-oceanic traveller, theadvantages offered by these airplanes far outweighthe negatives.

Where the Large Cabin airplanes really excel (asthe name would suggest) is in their cabin capacities.A cabin will typically stretch from 30-40 feet or more,enabling operators to enjoy a wider array of finishingoptions and office capabilities than jets in the smallersegments can provide. Cabin heights in excess of sixfeet guarantees stand-up cabin comfort, whileseating capacity of 8-18 is typical.

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

LARGE CABIN JET PRICE GUIDEThe following Large Cabin Jets’ Average Retail PriceGuide represents current values published in the

Aircraft Bluebook–Price Digest. The study spansmodel years from 1996 through Spring 2015. Eachreporting point represents the current average retailvalue published in the Aircraft Bluebook by itscorresponding calendar year.

For example, the Falcon 7X values reported in theSpring 2015 edition of the Bluebook show $31.0mfor a 2009 model, $29.0m for a 2008 model and soforth. Aircraft are listed alphabetically. With thereader’s knowledge of aircraft, equipment, range andperformance, the following Guide allows the readerto determine the best value aircraft for consideration.

Note: We have included 39 aircraft models in the followingLarge Cabin average price guide, and for additionalassistance, Conklin & de Decker’s Performance andSpecifications data for these models can be referred to,beginning on page 112.

Business Aircraft Values: The Large Cabin Choice

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


T

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our

definition of Large Cabin and Ultra-Long-Range business jets.

Values Intro.qxp_Finance 22/04/2015 15:57 Page 1

www.aradian.com

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

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

2007 Gulfstream 150

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

2008 Hawker 750

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

2002 Gulfstream 200Several aircraft including 2013

Gulfstream 550

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

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

1996 MD900

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

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

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File photo

File photo

Aradian May.qxp 22/04/2015 15:01 Page 1

Large Cabin Jets Average Retail Price Guide

BOMBARDIER CHALLENGER 850ER 18.9 17.1 16.2 15.3 14.4 13.5 12.8

BOMBARDIER CHALLENGER 605 26.0 21.0 18.0 17.0 16.0 15.0 14.0 13.0

BOMBARDIER CHALLENGER 604 12.0 11.0 10.0

BOMBARDIER CHALLENGER 350 25.0

BOMBARDIER CHALLENGER 300 23.0 19.0 17.0 16.0 15.0 14.0 13.0 12.0 11.5 11.0

BOMBARDIER GLOBAL 6000 53.0 47.0 44.0

BOMBARDIER GLOBAL 5000 42.0 37.0 33.0 30.3 28.3 27.3 25.3 22.3 20.3 18.3

BOMBARDIER GLOBAL EXPRESS XRS 39.0 36.2 34.2 32.2 30.3 27.1 25.5 24.0

BOMBARDIER GLOBAL EXPRESS 22.4

DASSAULT FALCON 7X 52.0 45.0 41.0 38.0 35.0 31.0 29.0 27.0

DASSAULT FALCON 2000S 26.5 25.0

DASSAULT FALCON 2000LXS 32.0 29.0

DASSAULT FALCON 2000LX 29.0 25.0 22.5 21.5 19.5 19.0 17.7

DASSAULT FALCON 2000DX EASY 17.5 15.5 14.5

DASSAULT FALCON 2000EX EASY 18.9 18.0 16.5 15.3 14.7

DASSAULT FALCON 2000EX

DASSAULT FALCON 2000 10.7 10.2 9.7

DASSAULT FALCON 900LX 40.0 34.0 32.5 30.5 28.5

DASSAULT FALCON 900EX EASY 26.5 25.5 23.0 22.0 21.0 20.0

DASSAULT FALCON 900EX

DASSAULT FALCON 900DX 21.0 20.0 19.0 18.0 17.0 15.5

DASSAULT FALCON 900C 14.0

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E 50.0

EMBRAER LINEAGE 1000 44.0 40.0 39.0 38.0 37.0

EMBRAER LEGACY 650-135BJ 30.0 26.0 22.0 21.0 19.0

EMBRAER LEGACY 600-135BJ 25.0 21.0 18.1 15.4 12.8 11.0 10.0

EMBRAER LEGACY 135BJ 9.0 8.5

EMBRAER LEGACY 500 19.995

GULFSTREAM G650 73.0 71.0 69.0

GULFSTREAM G550 52.0 49.0 44.0 41.0 40.0 38.0 36.0 34.0 32.0 30.0

GULFSTREAM G500 36.0 35.0 34.0 31.0 30.0 27.0 24.0 22.0

GULFSTREAM G450 38.0 31.0 30.0 27.0 25.0 24.0 23.0 20.0 17.0 16.0

GULFSTREAM G400

GULFSTREAM G350 25.0 22.0 20.0 19.0 18.0 15.0 12.0 11.0

GULFSTREAM G300

GULFSTREAM G280 25.0 24.0 22.0

GULFSTREAM GIV

GULFSTREAM GIV-SP

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

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values.qxp_RPG 22/04/2015 17:25 Page 1

SPRING 2015 What your money buys today2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

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

MODEL

YEAR OF MANUFACTURE$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

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


10.5 10.250 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000


BOMBARDIER GLOBAL EXPRESS XRS

19.9 18.2 17.5 16.0 15.3 14.5 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LXS

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASY

13.8 DASSAULT FALCON 2000EX EASY

12.0 11.0 DASSAULT FALCON 2000EX

9.5 8.4 7.7 7.4 6.9 6.2 5.7 5.4 5.1 4.5 DASSAULT FALCON 2000


19.0 18.5 DASSAULT FALCON 900EX EASY

15.5 14.5 13.3 12.5 12.2 11.0 10.7 10.2 9.7 DASSAULT FALCON 900EX

DASSAULT FALCON 900DX

13.0 12.0 11.5 10.5 10.0 9.2 8.7 DASSAULT FALCON 900C

10.5 9.7 9.2 8.7 8.2 7.7 DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

8.0 7.5 7.2 EMBRAER LEGACY 135BJ

EMBRAER LEGACY 500

GULFSTREAM G650

27.0 26.0 GULFSTREAM G550

21.0 20.0 GULFSTREAMG500

15.0 GULFSTREAM G450


10.0 GULFSTREAM G350


GULFSTREAM G280

18.0 17.0 16.0 15.0 14.5 14.0 13.5 13.0 GULFSTREAM GV

9.9 9.2 8.7 8.2 7.7 7.2 6.8 6.3 GULFSTREAM GIV SP


Retail Values.qxp_RPG 22/04/2015 16:08 Page 2

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

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

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

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

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

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

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

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

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

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

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

SpecificationsPerformance Range:• Range - Seats Full is the maximum IFR

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

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

• VFR Range - Seats Full is the maximum

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

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

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

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

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

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

EnginesThe number of engines, manufacturer andmodel are shown.

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

much more comprehensive and informative,providing more aircraft types and models andincluding variable cost numbers for all models.

This month’s category of aircraft - UltraLong Range & Large Cabin Jets – appears over-leaf, to be followed by Medium Jets next month.

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

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

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

Aircraft Performance& Specifications

Ultra Long Range & Large Cabin Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

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






BOMBARDIER GLOBAL EXPRESS

BOMBARDIER GLOBAL EXPRESS XRS



DASSAULT FALCON 2000


VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$3,349.10

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

470

459

459

2

HTF 7000

$3,333.51

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

3600

4853

3850

-

-

470

459

459

2

HTF 7350

$3,915.62

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,639.28

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

$3,808.69

6.08

8.17

48.42

1964

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

3096

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,748.79

6.25

8.17

48.35

2002

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR710-A2-20

$5,720.46

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR710-A2-20

$5,470.92

6.25

8.17

42.47

1889

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

$5,531.75

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR710-A2-20

$4,111.01

6.2

7.7

31

1028

5.6

2.6

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B

ULTRA LONG RANGE & LARGE CABIN JETS

AircraftPer&SpecMay15.qxp_PerfspecDecember06 22/04/2015 09:27 Page 1

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.

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

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

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

2007 CL850 • s/n 8056 • OE-ISF

MSP Gold • TR’s • Cargo Door • New Paint 2014 • 8,000 TT • Asking 1,195,000

1993 Lear 35A • s/n 674 • LV-BIE

Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010

2000 Lear 31A • s/n 203

Stage III Hush Kits • 7600 TTSN • Engines good through 2022 • TCAS II/7 • CVR / FDR • NDH

1985 Gulfstream G III • s/n 472

2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH

1990 Agusta 109C • s/n 7613

1100 TT • Dual Controls • Rotorbrake12 year by Eurocopter Munich, ready to go!

2000 Eurocopter EC 120 • s/n 1121

Only 1800 TT since new • N registered in December 2014 • A/B recent inspections done at Hawker Beechcraft Tampa • HSI done in Austria in 2011

• Excellent condition inside and out

2006 Beechjet 400XP • s/n 448 • N488SC

All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs

• 72 month inspection currently underway at Hawker Beechcraft, Tampa

2009 Hawker 4000 • s/n RC-14

Southern Cross May.qxp_Layout 1 22/04/2015 15:51 Page 1

DASS

AULT

FAL

CON

2000

DX


DASS

AULT

FAL

CON

2000

EXDA

SSAU

LT F

ALCO

N 20

00EX

EAS

yDA

SSAU

LT F

ALCO

N 20

00LX

DASS

AULT

FAL

CON

2000

LXS

DASS

AULT

FAL

CON

2000

SDA

SSAU

LT F

ALCO

N 90

0BDA

SSAU

LT F

ALCO

N 90

0CDA

SSAU

LT F

ALCO

N 90

0DX

DASS

AULT

FAL

CON

900E

X


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,399.11

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3440

5300

4333

4575

490

482

459

442

2

PW308C

$3,489.14

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3378

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,372.57

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,310.04

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42800

39300

24750

16660

1590

4950

3864

4186

5850

4450

4350

490

482

459

442

2

PW308C

$3,310.04

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

42800

39300

24750

16660

1590

4950

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,379.59

6.2

7.7

31

1028

5.6

2.6

131

-

2

10

41000

39300

24750

14600

1850

4950

3432

3673

5310

4450

4350

490

482

459

442

2

PW308C

$4,347.69

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

1C

$4,151.90

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

1C

$3,904.44

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4290

4890

3633

3880

796

482

459

430

3

TFE 731-60

$4,172.75

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4725

5215

3750

3880

755

482

459

430

3

TFE 731-60





luxury aircraft for sale

Serial Number: 5206 Registration Number: N469SDTotal Time: 3145Total Cycles: 1338

14 Passenger Executive InteriorForward Cabin GalleySecuraplane 50Gulfstream BBML System

Aircraft features include:2008 Gulfstream G550

Serial Number: 1356 Registration Number: N970KGTotal Time: 4400 Landings: 3164

HAPP Avionics CMPAPU - MSP Coverage15 Passenger Executive InteriorRRCCForward Cabin GalleySecuraplane 500MSC 600 Satcom

Aircraft features include:1998 Gulfstream IV-SP

CONTACT PHIL JORDAN [email protected]

+1 214.213.7469

+1 303.799.9999 tempusjets.com+1 303.784.7505tempusjets.com

Tempus Jets May.qxp_Layout 1 23/04/2015 10:46 Page 1

DASSAULT FALCON 900EX EASy




DASSAULT FALCON 7X

EMBRAER LEGACY 600

EMBRAER LEGACY 650

EMBRAER LINEAGE 1000

EMBRAER LINEAGE 1000E

GULFSTREAM

G280

GULFSTREAM

G300

GULFSTREAM

G350



CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,843.07

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4725

5215

3750

3880

703

482

459

430

3

TFE 731-60

$3,766.66

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

5000

5215

3833

3880

703

482

459

430

3

TFE 731-60

$4,176.26

6.2

7.7

39.1

1506

5.6

2.6

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5870

5600

3583

-

615

-

488

459

3

PW307A

$4,021.16

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

49604

40785

30081

18170

1507

5193

3091

3485

5440

3835

2639

761

455

447

424

2

AE 3007A1E

$4,157.95

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1910

4939

3661

3980

5840

3910

3022

757

459

447

425

2

AE 3007A2

$6,257.33

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

71044

48217

1330

9423

4198

4592

6076

3402

2464

720

472

459

455

2

CF34-10E7-B

$6,257.50

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70748

48217

1626

9719

4242

4629

6076

3402

2464

720

471

459

-

2

CF34-10E7-B

$3,352.91

6.25

7.2

32.25

888

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3420

3735

4800

5083

5000

846

482

470

459

2

HTF 7250G

$5,299.51

6.2

7.3

45.1

1658

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8

$5,174.92

6.2

7.3

45.1

1658

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C



Conklin & de Decker May_Layout 1 23/04/2015 10:47 Page 1

GULF

STRE

AM G

IV-S

P


GULF

STRE

AM G

400

GULF

STRE

AM G

450

GULF

STRE

AM G

V

GULF

STRE

AM G

500

GULF

STRE

AM G

550

GULF

STRE

AM G

650

GULF

STRE

AM G

650E

R


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$5,476.72

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4458

3640

701

500

476

445

2

TAY 611-8

$5,302.49

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$5,172.95

6.2

7.3

45.1

1658

5

3

169

-

2

14

74600

66000

43000

29281

2719

6000

4070

4425

5615

4417

3760

712

500

476

445

2

TAY 611-8C

$5,670.94

6.2

7.3

50.1

1595

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6675

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

$5,024.83

6.2

7.3

50.1

1812

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5991

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$5,051.63

6.2

7.3

50.1

1812

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6360

6975

6170

3667

3650

594

508

488

459

2

BR 710-C4-11

$5,443.19

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

6520

7130

6285

4167

3570

467

516

-

488

2

BR 725 A1-12

$5,447.77

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

103600

83500

54000

48200

1800

6500

7095

7685

6765

4167

-

-

516

-

488

2

BR 725 A1-12 �




AircraftPer&SpecMay15_PerfspecDecember06 21/04/2015 17:49 Page 4

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new 2015-model Boeing BBJ has a listprice of $73.5m (2014). We’ll consider theproductivity parameters (payload/range,speed and cabin size) of the BBJ, and

address its current and future market values.The field in this study includes the Airbus ACJ320

and the Gulfstream G650. Perhaps you have ultra-long-range needs, but there are other considerationswhen deciding to select an aircraft as large as a BBJ...

Brief HistoryThe market for large executive-cabin class aircraftbegan in the late 1950s with the introduction of theBoeing 707. Aftermarket conversions of Boeing,McDonnell Douglas, Airbus and BAC have beenoccurring ever since.The demand for airliner-sized business jets pressed

two leading commercial OEMs to address the market

specifically with the BBJ (Boeing Business Jet) andACJ (Airbus Corporate Jet) in the late 1990s. Boeingreacted to the ‘Bizliner’ demand in 1998 when itdelivered the first Boeing Business Jet using the fuse-lage of the 737-700 with the strengthened wings andlanding gear of the larger 737-800. Airbus followedwith the Airbus Corporate Jet (ACJ) a year later.Fast-forward into 2015, and Bizliners number 254

units in operation (per JETNET) with 153 (60%) of thetotal fleet made up by Boeing-built aircraft.These spacious jets are commonly used by sports

teams, governments and various global corporationsworldwide. Of the 153 wholly-owned BBJs in opera-tion worldwide (none are in shared- or fractional own-ership) Asia has the largest percentage of the fleet(40%), followed by North America (35%), accountingfor a combined total of 75%. An additional 12 (9.4%)of the BBJs are leased, according to JETNET.

AIRBUS ACJ320

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

A

Aircraft Comparative Analysis: Boeing BBJ


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

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of pre-owned business jets for the purpose of valuing the Boeing Business Jet (BBJ).

GULFSTREAM G650

AirCompAnalysis May15.qxp_ACAn 22/04/2015 15:14 Page 1

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

1997 Gulfstream V s/n 524• 12 passenger, Forward & aft lavs, Forward crew rest w/ galley annex, Aft main galley

• Engines on RR Corporate Care and On Condition • APU on MSP• Honeywell avionics on HAPP • Aircraft on Honeywell MPP Mechanical Protection

• ADS-B Out • Aircell Axxess Data Interface Unit for Data Over Water• Aircell Axxess II Iridium 8-channel SATCOM Phone w/6 Handsets

• Electronic Flight Bags • EGPWS with RAAS• Triple IRS, FMS, VHF Comms, & Air Data Computers • All seats reupholstered Aug. 2011

• 12- 24- 48- 96- 192-month CMP Codes c/w April 9, 2014

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 1 a 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

Price: $12,995,000

Leading Edge May.qxp_LEAS 22/04/2015 15:55 Page 1

Payload & RangeThe data contained in Table A(left) are sourced from Conklin& de Decker and B&CA’s May2014 edition. A potential oper-ator should focus on payloadcapability. The ‘Available pay-load with Maximum Fuel’ forthe BBJ is 2,023 lbs, which isconsiderably less than theACJ320 (10,400 lbs). However,it is greater than the G650(1,800 pounds).

Also depicted is the fuelusage by each aircraft model inthis field of study. The G650 at453 gallons per hour (GPH)leads the other competitors asmost fuel frugal. However,comparing the BBJ to theACJ320 the average fuel usageshows 682 GPH (16% less fuelburn than the ACJ) per AircraftCost Calculator.

Ed Note: When viewing per-formance data for the aircraftcontained within thisComparative Analysis, readersshould be mindful of the sever-al versions of ACJ and BBJmodels available from the man-ufacturer and within the pre-owned marketplace. The ACJsuite includes the ACJ318,ACJ319 and ACJ320. Boeing’smodels include the BBJ1, 2and 3. Different models fromthe same manufacturer havedifferent performance figures.Since these Bizliners are cus-tom outfitted, empty weightand thus useful load may differfor identical models. Also,identical models also may befitted with different fuel tanks,thereby offering different rangeperformance.

Cabin Cross-SectionsAccording to Conklin & deDecker, the cabin volume ofthe BBJ (5,396 cubic feet;length 79.2 feet) and theACJ320 (6,825 cubic feet;length 91 feet) are more thantwice the cabin volume andmore than 48% greater thanthe cabin length of theGulfstream G650 (2,421 cubicfeet; 53.6 feet). The respectivecabin cross-sections are repre-sented in Chart A (left), cour-tesy of UPCAST JETBOOK.

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Boeing BBJ

Airbus ACJ320

Gulfstream G650

171,000

169,785

103,600

71,737

52,830

48,200

682

809

453

30,960

40,136

6,500

2,023

10,400

1,800

6,229

3,852

7,000

3,291

2,100

5,980

Chart B - Range Comparison

Table A - Payload & Range

Chart A - Cabin Cross-Sections

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



Airbus 320 4826.250 NmBoeing BBJ 5987.000 NmGulfstream G650 6800.000 Nm

Souce: UPCAST JETBOOK

Boeing BBJ Gulfstream G650Airbus ACJ320

Source: Aircraft Cost Calculator


As depicted by Chart B(left), using Shanghai, China asa starting destination, accord-ing to Aircraft Cost Calculatorthe BBJ shows more rangecoverage than the ACJ320,but less than the GulfstreamG650, which can connect city-pairs 6,800nm apart. The mapshould illustrate what makesthe BBJ attractive to theChinese market.

Note: For jets and turbo-props, ‘Seats-Full Range’ rep-resents the maximum IFRrange of the aircraft at Long-Range Cruise with all passen-ger seats occupied. ACCassumes NBAA IFR fuelreserve calculation for a200nm alternate. The linesdepicted do not include windsaloft or any other weather-related obstacles.

Powerplant DetailsThe BBJ is powered by twoCFM International CFM56-7engines, each offering 27,300pounds of thrust (lbst). TheACJ320 uses CFM56-5B4 pow-erplants, each offering lessthrust at 23,600 lbst while theGulfstream G650 is poweredby Rolls-Royce BR725-A1-12engines, each offering 16,900 lbst.

Cost Per MileUsing data published in theMay 2014 B&CA Planning andPurchasing Handbook and theAugust 2014 B&CAOperations Planning Guide wewill compare our aircraft. Thenationwide average Jet-A fuelcost used from the August2014 edition was $6.18 pergallon at press time, so for thesake of comparison we’ll chartthe numbers as published.

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

‘Cost per Mile’ (depicted inChart C) factors direct costsand with all aircraft flying a1,000nm mission carrying a1,600 pound (eight passen-gers) payload. The ACJ320shows the highest cost pernautical mile at $13.60 com-pared to the BBJ at $11.15.

Chart D - Variable Cost

Data courtesy of Conklin & de Decker; JETNET; Vref; ACC

Chart C - Cost per Mile*

Table B - Comparison Table

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For Sale Sold*ModelMax

Payloadw/avail fuelrange (nm)

Boeing BBJ

Airbus ACJ320

Gulfstream G650

445

445

488

5,396

6,825

2,421

5,990

4,830

6,800

$73.50

$95.00

$64.50

127

11

103

11.8%

9.1%

5.8%

12

3

58


$0 $6,000.00ACJ320

BBJ

G650

US $ per hour

$8,745.00 $7,489.00QQ

Q $5,448.00

$3,000.00 $8,000.00

$0.00 $10.00ACJ320

BBJ

G650

US $ per nautical mile

$13.60 $11.15QQ

Not Available

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

$5.00


Total Variable CostMeanwhile, the ‘Total VariableCost’ as reported by Conklin &de Decker, illustrated in ChartD (previous page), is defined asthe Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense.The Total Variable Cost for theBBJ shows a cost of $7,489 perhour, which falls between thetwo competitors.

Aircraft Comparison TableTable B (previous page) con-tains the used retail prices fromVref for each aircraft. The aver-age speed, cabin volume andmaximum payload values arefrom B&CA and ACC while thenumber of aircraft in-operationand percentage ‘For Sale’ areas reported by JETNET. TheACJ320 and G650 have lessthan 10 percent of their respec-tive fleets currently ‘For Sale’

while the BBJ fleet sees 11.8%for sale, averaging a sale permonth at present.

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

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 %

TABLE C - Part 91 & 135 MACRS Schedule

TABLE D - MACRS Depreciation Schedule

depreciation of assets by takinga greater percentage of thedeductions during the first fewyears of the applicable recoveryperiod (see Table C, left).

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

There are a variety of factorsthat taxpayers must consider indetermining if an aircraft maybe depreciated, and if so, thecorrect depreciation methodand recovery period thatshould be utilized. For exam-ple, aircraft used in commercialcharter service (i.e. Part 135)are normally depreciated underMACRS over a seven yearrecovery period or under ADSusing a twelve year recoveryperiod.

Aircraft used for qualifiedbusiness purposes, such as Part91 business use flights, aregenerally depreciated underMACRS over a period of fiveyears or by using ADS with asix year recovery period. Thereare certain uses of the aircraft,such as non-business flights,that may have an impact onthe allowable depreciationdeduction available in a givenyear.

Table D (left) depicts anexample of using the MACRSschedule for a 2014 modelBoeing BBJ in private (Part 91)and charter (Part 135) opera-tions over five- and seven-yearperiods, assuming a used retailvalue of $73.5m as sourcedfrom B&CA.

Asking Prices vs Range,Age and QuantityChart E (opposite), sourcedfrom the Multi-dimensionalEconomic Evaluators Inc.(www.meevaluators.com)shows a Value and Demand

Source: NBAA



2014 Boeing BBJ - PRIVATE (PART 91)Full Rate Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$73.5

1

20.00 %

$14.7

$58.8

$14.7

2

32.00 %

23.5

35.3

38.2

3

19.2 %

14.1

21.2

52.3

4

11.5 %

8.5

12.7

60.8

5

11.5 %

8.5

4.2

59.3

6

5.8 %

4.2

0

73.5

2014 Boeing BBJ - CHARTER (PART 135)Full Rate Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$73.5

1

14.3 %

$10.50

$53.00

$10.5

2

24.5 %

18.00

45.00

28.5

3

17.5 %

12.86

32.14

41.4

4

12.5 %

9.18

22.96

50.5

5

8.9 %

5.56

15.40

57.1

6

8.9 %

5.56

9.84

53.7

7

8.9 %

5.56

3.28

70.2

8

4.5 %

3.28

0.00

73.5

Source: Vref


chart for the pre-owned BBJand several other Large Cabin& Ultra-Long-Range BusinessJet models including theACJ320 and Gulfstream G650.

The current pre-owned mar-ket for Boeing BBJ aircraftshows a total of 15 aircraft ‘ForSale’ with four displaying anasking price, thus we have plot-ted those four. We also addedto the mix other pre-ownedbusiness jets of a similar ilk withasking prices ranging from$72.5m down to $24.5m. Theequation that we derived fromthese asking prices and othercriteria used should enable sell-ers and buyers to compare,and perhaps adjust their offer-ings if necessary.

Demand and Value are onopposite sides of the samePrice axis. Thus, the market forused Boeing BBJs responds toat least four features: Years(age), Cabin Height, Price andQuantity.

Productivity ComparisonsThe points in Chart F (right) arecentered on the same group ofaircraft. Pricing used in the ver-tical axis is as published inVref. The productivity indexrequires further discussion inthat the factors used can besomewhat arbitrary. Productivitycan be defined (and it is here)as the multiple of three factors:

1. Range with full payload andavailable fuel;

2. The long range cruisespeed flown to achieve thatrange;

3. The cabin volume availablefor passengers and

amenities.

After consideration of thePrice, Range, Speed and CabinSize, we can conclude that theBoeing BBJ, as shown in theproductivity index, is produc-tive compared with its competi-tors - largely due to the factthat the Boeing BBJ competeshead-on with the Airbus ACJbusiness jets while offering alower variable cost per hour.However, it does burn morefuel (GPH) than a purpose-built

Ultra-Long-Range business jet.So there are good reasons

for those who are in the marketto consider a BBJ. One of theprimary reasons is cabin andcargo baggage hold space,which is very large. Typical inte-riors include seating for 14 to27 passengers, conferencetables, additional conferencerooms, sleeping quarters, bath-room with showers and gour-met galleys. Operators should

evaluate their mission require-ments precisely when pickingwhich option is the best forthem.

SummaryWithin the preceding para-graphs we have touched uponseveral of the attributes thatbusiness aircraft operatorsvalue. There are other qualitiessuch as airport performance,terminal area performance, and

time-to-climb performance thatmight factor in a buyingdecision, too, however.

The Boeing BBJ continuesto be popular in the pre-ownedmarket today.

Those operators in the mar-ket should find the precedingcomparison of value. Ourexpectations are that the BBJwill continue to do well in thepre-owned market for the fore-seeable future. �

Index

Pric

e (M

illio

ns)

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

0.0000

$125.0

$100.0

$75.0

$50.0

$25.0

$0.0 4.0000 8.0000 12.0000

Gulfstream G650 Boeing BBJ

20.0000

Airbus ACJ320

16.0000

Chart F - Productivity


Chart E - Value & DemandThe Market for Used Boeing BBJ Compared to Several Other Used Large Cabin & Long Range Jets


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ustomers continually demand more speed, range,cabin space - and better operating costs, from thejets they buy. The avionics manufacturers arefrequently adding new features and capability,

while engine manufacturers are using increasingly sophisticatedmaterials and have found ways of reducing fuel burn andoffering more thrust for less weight. Consequently, the researchand development of the aircraft OEMs is essential to keep upwith rapidly advancing technology and demand.

All of this means there are some exciting new business jetsgetting ready for market. The impressive range offered byultra-long-range jets is set to stretch even further. The aircraftstructures and systems are becoming more complex withwidespread use of composite materials and new fly-by-wiresystems. Cabins are getting wider, and higher – offering

improved comfort with flat cabin floors and more than six feetof head clearance.

Also, today’s business jets need to provide the latest cabintechnology to cope with the demand for connectivity via iPads,iPhones, Blu-Ray and all the other in-flight communicationsexpectations.

For the future, Textron’s Cessna unit is working hard onlarger cabins to its smaller jets. Pilatus seeks to bring utilityturboprop features to its new jet. Dassault promisesexceptional economy through advanced Silvercrest enginescombined with lightweight structures. And Honda is on thebrink of first deliveries. Finally, the days of the Personal Jetmay be about to arrive with serious development of the CirrusVision now moving forward. All of these developments, andmore are outlined below.

Today, every major Business Aviation OEM has an extensive program of aircraft in development, notes Rod Simpson. Find out more about them here…

Snap-Shot Guideto Turbine Trends

Business Jets of the Future

C

TURBINE TRENDS � COMMUNITY NEWS

Bombardier Global 7000The $72.8m Global 7000, one of two newversions of the Global series, has a stretchedfuselage allowing an extra cabin zone andlarger windows. It also has longer range.

www.bombardier.com

Category Ultra Long RangeCertification 2016First Delivery 2016Crew + Pax 4+17Cabin Height 6ft 3inCabin Length 54ft 7inCabin Width 8ft 2inCabin Volume 2,637 cu.ftMTOW N/ARange 7,300nmMax Cruise 516 ktsFlight Ceiling 51,000 ftAvionics Bombardier VisionEngines 2 x GE Passport 20

Bombardier Global 8000The Global 8000 is designed for exceptionalrange requirements. At $69m, it does nothave the extra cabin length of the Global7000 but is longer than the Global 6000. Thisjet cruises at Mach 0.9.

www.bombardier.com

Category Ultra Long RangeCertification 2017First Delivery 2017Crew + Pax 4+13Cabin Height 6ft 3inCabin Length 45ft 7inCabin Width 8ft 2inCabin Volume 2,236 cu.ftMTOW N/ARange 7,900nmMax Cruise 516 ktsFlight Ceiling 51,000 ftAvionics Bombardier VisionEngines 2 x GE Passport 20

Bombardier Challenger 650The Challenger 650 is an improved versionof the Challenger 605 with new engines forimproved takeoff performance, BombardierVision flight deck, a restyled cabin withwider seats, ergonomic sideledge designand new in-flight entertainment system.Price, $32.35m. www.bombardier.com

Category Long RangeCertification 2015First Delivery 2015Crew + Pax 3+10Cabin Height 6ft 0inCabin Length 25ft 7inCabin Width 7ft 11inCabin Volume 1,150 cu.ftMTOW 48,200 lbRange 4,000nmMax Cruise 470 ktsFlight Ceiling 41,000 ftAvionics Bombardier Vision (ProLine 21)Engines 2 x GE CF34-3B


Turbine Trends.qxp_Layout 1 23/04/2015 10:28 Page 1

Cessna Citation LatitudeThe Citation Latitude, at $16.25m, is broadlybased on the Citation Sovereign but with amuch larger stand-up, flat floor cabin. Accom-modating up to nine passenger seats - includ-ing a 2-seat divan – the cabin incorporates arear restroom.

www.cessna.com

Category Mid-SizeCertification 2H 2015First Delivery 2H 2015Crew + Pax 2+9Cabin Height 6ft 0inCabin Length 21ft 9inCabin Width 6ft 5inCabin Volume 816 cu.ftMTOW N/ARange 2,700nmMax Cruise 446 ktsFlight Ceiling 45,000 ftAvionics Garmin G5000Engines 2 x PW306D1

Cessna Citation LongitudeThis will be Cessna’s flagship business jet,costing $26m. It is rumoured that the Longi-tude, which has a T-tail, a new swept wing andfly-by-wire systems, will be larger than origi-nally announced. It will be among the fastestin the Super Mid-Size category.

www.cessna.com

Category Super Mid-SizeCertification 3Q 2017First Delivery 3Q 2017Crew + Pax 2+12Cabin Height 6ft 0inCabin Length 28ft 11inCabin Width 6ft 5inCabin Volume N/AMTOW N/ARange 4,000nmMax Cruise 490 ktsFlight Ceiling 45,000 ftAvionics Garmin G5000Engines 2 x Snecma Silvercrest SC-2C

Cirrus Vision SF50With the third of three flight test aircraft hav-

ing flown in January, 2015, Cirrus is heading

towards certification of its single-engined,

$1.96m personal jet at the end of 2015. Tar-

geted at owner-pilots the Vision will also ap-

peal to small business users.

www.cirrusaircraft.com

Category Entry LevelCertification 4Q 2015First Delivery 4Q 2015Crew + Pax 1+6Cabin Height 4ft 1inCabin Length 11ft 6inCabin Width 5ft 1inCabin Volume 182 cu.ftMTOW N/ARange 1,200nmMax Cruise 300 ktsFlight Ceiling 28,000 ftAvionics Garmin G3000Engines 1 x Williams FJ33-4A-19

Dassault Falcon 5XThe $45m Falcon 5X is Dassault’s new genera-

tion, fuel-efficient, twin-engined business jet

offering lower operating costs. It has a signifi-

cantly larger cabin than the Falcon 2000, a

much longer range and 100kts more cruise

speed.

www.falconjet.com

Category Super LargeCertification 4Q 2016First Delivery 1Q 2017Crew + Pax 3+16Cabin Height 6ft 6inCabin Length 39ft 0inCabin Width 8ft 6inCabin Volume 1,770 cu.ftMTOW 69,600 lbRange 5,200nmMax Cruise 595 ktsFlight Ceiling 51,000 ftAvionics EASy III Flight DeckEngines 2 x Snecma Silvercrest

Dassault Falcon 8XThe Falcon 8X is a development of the Falcon

7X with a longer cabin and 500nm more

range. The aircraft also has a completely new

cockpit incorporating the new generation

EASy system including a head-up display.

See fuller profile on page 120 of this issue.

www.falconjet.com

Category Ultra Long RangeCertification 3Q 2016First Delivery 4Q 2016Crew + Pax 3+16Cabin Height 6ft 2inCabin Length 42ft 8inCabin Width 7ft 8inCabin Volume 1,695 cu.ftMTOW 73,000 lbRange 6,450nmMax Cruise 595 ktsFlight Ceiling 51,000 ftAvionics EASy III Flight DeckEngines 3 x PW307D

Embraer Legacy 450The Legacy 450 is a shorter version of the

Legacy 500, offering less range but a similar

cruising speed and a shorter takeoff distance.

Priced at $15.25m, it provides a very comfort-

able stand-up cabin for up to nine passengers.

www.embraerexecutivejets.com

Category Mid-SizeCertification 2H 2015First Delivery 2H 2015Crew + Pax 2+9Cabin Height 6ft 0inCabin Length 24ft 0inCabin Width 6ft 10inCabin Volume N/AMTOW N/ARange 2,500nmMax Cruise 542 ktsFlight Ceiling 45,000 ftAvionics ProLine FusionEngines 2 x HTF7500E

COMMUNITY NEWS � TURBINE TRENDS

GLOBAL 8000 CIRRUS VISION SF50 DASSAULT FALCON 8X



Gulfstream G500Gulfstream has established a new family of air-

craft between the G450/G550 and the

G650/G650ER with its G500 and G600. The

$43.5m G500 is larger than the G450 and flies

farther. The first G500 has already been built

and will fly in 2015.

www.gulfstream.com

Category Long RangeCertification 2017First Delivery 2018Crew + Pax 3 + up to 18Cabin Height 6ft 4inCabin Length 41ft 6inCabin Width 7ft 11inCabin Volume 1,715 cu.ftMTOW 76,850 lbRange 5,000nmMax Cruise 516 ktsFlight Ceiling 51,000 ftAvionics Gulfstream Symmetry/

Primus EpicEngines 2 x PW814GA

Gulfstream G600Gulfstream’s $54.5m G600 is a stretched ver-

sion of the G500 with a longer range. The

G600 fits between the G550 and G650/

G650ER, with a wider, longer and taller cabin

than that of the G550 yet smaller than the

G650/G60ER. Development will follow on

after the G500.

www.gulfstream.comCategory Ultra Long RangeCertification 2018First Delivery 2019Crew + Pax 3 + up to 18Cabin Height 6ft 4inCabin Length 45ft 2inCabin Width 7ft 11inCabin Volume 1,884 cu.ftMTOW 91,600 lbRange 6,200nmMax Cruise 516 ktsFlight Ceiling 51,000 ftAvionics Gulfstream Symmetry/

Primus EpicEngines 2 x PW815GA

Honda HA420 HondaJetAfter 15 years of development the $4.5m

HondaJet is in production with first deliveries

due in 2015. The fastest of the Entry Level jets

offers a 1,200 mile range and a spacious

four/five seat cabin.

http://hondajet.honda.com

Category Entry LevelCertification 2015First Delivery 2015Crew + Pax 2+5Cabin Height 4ft 10inCabin Length 17ft 10inCabin Width 5ft 0inCabin Volume N/AMTOW N/ARange 1,180nmMax Cruise 420 ktsFlight Ceiling 43,000 ftAvionics Garmin G3000Engines 2 x GE-Honda HF120

Pilatus PC-24The PC-24 will appeal to owners of the suc-

cessful PC-12 single-engined turboprop who

want more speed but with the flexibility of the

PC-12. The $9.3m PC-24 has a large rear

cargo hatch and can operate from short

unprepared airfields.

www.pilatus-aircraft.com

Category Light JetCertification 2017First Delivery 2017Crew + Pax 2+8Cabin Height 5ft 1inCabin Length 23ft 0inCabin Width 5ft 7inCabin Volume 502 cu.ftMTOW 17,750 lbRange 1,950nmMax Cruise 425 ktsFlight Ceiling 45,000 ftAvionics Pilatus Honeywell AdvancedEngines 2 x Williams FJ44-4A

SyberJet SJ30iThe latest version of the Swearingen SJ30 will

be sold in two forms - the $7.25m SJ30i and

SJ30X (with higher-powered FJ44-3AP-25 en-

gines). The SJ30i is the fastest of the light jets

with a cruising speed of 486 kts and the

longest range in the category.

www.sj30jet.com

Category Light JetCertification 2015First Delivery 2015Crew + Pax 1+7Cabin Height 4ft 4inCabin Length 12ft 6inCabin Width 4ft 10inCabin Volume 191 cu.ftMTOW 13,950 lbRange 2,500nmMax Cruise 486 ktsFlight Ceiling 49,000 ftAvionics Primus Apex 2.0/SyberVisionEngines 2 x FJ44-2A �

HONDA JET EMBRAER LEGACY 450 GULFSTREAM G600


TURBINE TRENDS � COMMUNITY NEWS

Search for the world’s

best jetsat


COMMUNITY NEWS � BIZAV REVIEW


OEM BitesBoeing Business Jets is assessing thepotential for a BBJ Combi, allowingcustomers to have a split configurationof both passengers and cargo at thesame time. The BBJ Combi would bea modified version of the current BBJConvertible, a product based on the737-700C that also features a largecargo door on the left-hand side of theforward fuselage, enabling the loadingof cargo onto the aircraft's main deck.www.boeing.com

Cessna’s Grand Caravan EX earnedcertification for a 14-place configura-tion from EASA, allowing the newestmodel of the Grand Caravan to offerhigher density seating and greateroperational capability for operators inEuropean countries. www.cessna.com

Dassault saw a second aircraft join theFalcon 8X flight test campaign as itsultra-long-range trijet continues topass key development milestones. Fal-con 8X s/n 02 took to the skies fromDassault Aviation’s Bordeaux-Mérignacfacility on March 30. After initial checkson the digital flight controls and en-gine system, the pilots took the aircraftto 43,000 feet and Mach 0.8 forperformance tests.

Dassault also introduced a new iPadsoftware application allowing pilots toaccess flight documentation on or of-fline. Falcon Flight Doc makes it possi-ble to synchronize, download, consult,annotate and share flight documentsdirectly through the Dassault FalconPortal using iPad, and permits flightcrews to download related FalconService Advisories (FSAs) and FalconService Newsflashes (FSNs) and savetheir specific documentation in a dedi-cated file. The app will be offered freeof charge to all operators with a sub-scription to Flight Doc Online.www.falconjet.com

Dassault Falcon Service (DFS), a Das-sault Aviation company-owned servicecenter, recently completed an initial C-check on an in-service Falcon 7X, prepar-ing the way for the start of routineoverhauls. Although the fleet leaders onthe ultra-long-range trijet have not quitereached the C-check limit yet, it was de-cided to move up the first inspection atDFS slightly to demonstrate and opti-mize the quality of the Falcon 7X over-haul process. www.dassaultfalconservice.com

ONE Aviation Corporation has beenformed to design, develop, andmanufacture a family of aircraft, each ofwhich will be a ‘market leader in itscategory and class’. ONE Aviation’s coreproducts include the Eclipse 550 twin-engine light jet and the Kestrel K350single-engine turboprop.

“We are excited to announce theformation of ONE Aviation”, AlanKlapmeier, CEO of ONE Aviationoutlined. “I feel privileged to lead thisexperienced team of aviationprofessionals as we increase production

of the Eclipse Jet, further thedevelopment of the Kestrel turboprop,and build a suite of General Aviationproducts second to none in theindustry.”

Klapmeier is particularly excitedabout the Eclipse 550. “As our pilotexperience and aircraft needs grow, welook to move up to fly higher, faster, andsafer,” he noted. “For many pilots andaircraft owners, the Eclipse Jet, with itsincredible efficiency and safety record,provides that next step.”www.ONEaviation.aero

JETNET iQ Business Aviation SummitJETNET will host its 5th annual JETNETiQ Global Business Aviation Summit inNew York City on June 23-24, a fast-paced, data-rich gathering of industryleaders to discuss, deliberate, andpredict the state of Business Aviationmarkets.

Industry veteran Susan Brogan,JETNET iQ Director of Special Programs,returns for the 5th consecutive year tochair an A-list of confirmed speakers,panelists, and attendees representing avirtual “Who’s Who” of BusinessAviation. The line-up includes businessaircraft OEM leaders, aircraft sales andfinance experts, Wall Street aerospaceand defense analysts, aircraftowner/operators, aviation tradeorganization directors and UHNWIresearch professionals.

Paul Cardarelli, JETNET VicePresident of Sales, and Rollie Vincent,JETNET iQ Creator/Director, will present

insights from JETNET iQ’s latest researchand 10-year business jet delivery andfleet forecast.www.jetnet.com

EBAA and CEPA CollaborateThe European Business AviationAssociation (EBAA) and CentralEuropean Private Aviation (CEPA) haveformed a partnership for thedevelopment of Business Aviation inCentral and Eastern Europe to create theCEPA EXPO and EBAA Regional Forum,scheduled 14-15 October in Prague.

The CEPA EXPO is the only event ofits kind that seeks to promote the growthof Business Aviation and build bridgesbetween Eastern and Western Europe.The conference has flourished since itsinception in 2010, and the 2014 Expomade history by becoming the firstaviation body to hold an event in PragueCastle, attracting a record number ofdelegates.www.cepaexpo.com �

Two into ONEEclipse 550 & Kestrel 350 Share the Same Roost

Community News.qxp_Layout 1 22/04/2015 17:28 Page 1

AEA (Aircraft Electronics Association Regional) May 5 - 6 Barcelona, Spain www.aea.netNBAA: Maintenance Management Conference May 5 – 7 Portland, OR, USA www.nbaa.orgNBAA: Business Aviation Taxes Seminar May 8 Dallas, TX, USA www.nbaa.orgThe Elite London May 8 – 9 Biggin Hill, London, UK www.theeliteevents.comAviation Africa 2015 May 10 – 11 Dubai, UAE www.aviationAfrica.aeroBusiness Aviation Safety Summit (BASS 2015) May 13 - 14 Weston, FL, USA www.flightsafety.orgAOPA Fly – In May 16 Salinas Mun Airport CA, USA www.aopa.orgEBACE: (European Business Aviation Convention) May 19 – 21 Geneva, Switzerland www.nbaa.org/www.ebace.aeroHeliRussia 2015 May 21 – 23 Crocus Expo Moscow, Russia www.helirussia.ru AeroExpo May 29 – 31 Sywell, UK www.aeroexpo.co.ukHeli UK Expo May 29 - 31 Sywell, UK www.heliukexpo.co.ukHeliOps Conference Jun 4 London Heliport, UK www.emeraldmedia.co.ukFrance Air Expo Jun 4 – 6 Lyon-Bron Airport, France www.airexpo.aeroAOPA Homecoming Fly – In Jun 6 Frederick Airport, MD, USA www.aopa.orgEuropean Festival of Aviation (EFA) Jun 11 – 13 Prague, Czech Republic www.efaprague.comParis Airshow Jun 15 – 21 LeBourget, Paris, France www.siae.frCBAA 2015 Jun 16 – 18 Montreal, Canada www,cbaaconvention.comJETNET iQ Global Business Aviation Summit Jun 23 - 24 New York, NY, USA www.jetnetiq.comHelicopter Technology Eastern Europe Conference Jun 24 – 25 Prague, Czech Republic www.smi-online.co.ukNBAA: Regional Forum Jun 25 Teterboro, NJ, USA www.nbaa.orgNBAA: Flight Attendants/Flight Technicians Conf. Jun 30–Jul 2 Tucson, AZ, USA www.nbaa.org

BizAv Events 2015

Diana Chou - joins Jetcraft Asia as chair-woman. Based in Hong Kong, Ms Choubrings a wealth of Business Aviationknowledge and experience to the Jetcraftteam, and will enhance the company’salready unparalleled local expertise inaircraft sales, transactions and marketing.

Kyle Davis - has been appointed execu-tive director, marketing for FlightSafetyInternational’s Business & CommercialAviation training activities.

Chris Emerson - is to succeed MarcPaganini as president and CEO of AirbusHelicopters Inc. from June 1. Paganini,who has led the European rotorcraftmaker’s North American subsidiary sinceJanuary 2003, has been made head ofprojects for the Airbus Group.

Brian Hunter - was appointed to thenewly created position of vice president,sales & marketing at AMETEK’s SingaporeMRO.

Peter Likoray - becomes senior vice presi-dent of sales for Business Aircraft atBombardier. Likoray is replacing BobHorner, who left the organization to pur-sue other interests. Most recently, he heldthe position of vice president, BusinessAircraft sales for North America.

Doug May - is the newly appointed vicepresident, Piston Aircraft, at TextronAviation. As vice president of Piston Air-craft, May is responsible for theBeechcraft and Cessna piston aircraftproduct lines.

Tom Moyer - joins the Bell HelicopterNorth American sales team. Moyer will as-sume the role of regional sales manager inNorth America, responsible for marketingand sales activities in the Midwest region.

Richard Porter - is ExecuJet AviationGroup’s new business development andkey account manager. Porter brings to thisnew role more than 23 years’ experience

in Business Aviation, most recently as keyaccount manager for Flight Operationswith ExecuJet in Australia.

Ruedi Kraft and Matthew Woollaston -represent two key leadership changes toJet Aviation’s Basel Completions SalesOrganization. Kraft has been appointedas vice president of Completions BusinessDevelopment and Woollaston succeedshim as vice president of CompletionsSales and Marketing. �

National Aircraft Resale AssociationNARA recently announced the addition offour new Broker/Dealer members, including:Guardian Jet; Hatt and Associates; JetQuest; and Leading Edge Aviation Solu-tions. In addition, NARA has added sevennew Products and Services members,including: Aviation Management Systems(AMS); Aviation Tax Consultants; Global Avi-ation Navigator; Jet Aviation Flight Services;King Aerospace; UMB Bank; and WingsInsurance.

Brian Hunter Ruedi Kraft Peter Likoray Doug May Tom Moyer Richard Porter


ARRIVALS � COMMUNITY NEWS

Community News.qxp_Layout 1 22/04/2015 17:28 Page 2

Singapore Airshow March_Layout 1 23/04/2015 11:38 Page 1

D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.

For over 60 years, the business aviation community has looked to the National Business Aviation

Association (NBAA) as its leader in enhancing safety and security, shaping public policy, providing

world-renowned industry events, and advancing the goals of 8,000 Member Companies worldwide.

Discover how NBAA Membership can help you succeed.

Join today at www.nbaa.org/join/avb or call 1-866-363-4650.

Looking for a Reliable Co-Pilot?

WE’VE BEEN IN THE RIGHT SEAT FOR OVER 60 YEARS

Independent Authorised Sales Representative for the United Kingdom

2007 CITATION CJ3

+44 (0) 1258 818181 [email protected] [email protected] timleacockaircraft.com

Aircraft Offered Subject to Availability.

Specification to be verified by Purchaser.

TOTAL TIME SINCE NEW: 1,188

ENGINE CYCLES AND LANDINGS: 694

ENROLLED ON PROADVANTAGE PROGRAMS

REGISTRATION: G-OMBI

SERIAL NUMBER: 525B-0179

MODEL YEAR: 2007

AVAILABLE FOR IMMEDIATE DELIVERY

FOR SALE

Tim Leacock May.qxp_Layout 1 23/04/2015 11:18 Page 1

Tim Leacock May.qxp_Layout 1 23/04/2015 11:31 Page 2

SHOWCASE

Serial Number: 9170Airframe TT: 2589Landings: 1056

• Engines on Rolls Royce Corporate Care

• Bombardier SmartParts Airframe Coverage

• EU-OPS 1 Compliant

• Class 2 Electronic Flight Bag

• Certified for CAT II landings

• Artex 406-2 ELT with Nav Interface

• HUD Heads Up Display

Entry into service in 2006E U-OPS 1 CompliantBombardier SmartParts Airframe CoverageClass 2 Electronic Flight BagArtex 406-2 ELT with Nav InterfaceHoneywell Mark V EGPWS13 seats certified for take-off and landingEngines on Corporate CareOn CAMPCertified for CAT II landingsHUD Heads Up Display

AirframeBR700-710A2-20Engine n° 1: 2345 hrs. / 945 cycl.Engine n° 2: 2345 hrs. / 945 cycl.TBO: On condition

APURE2203064 hours / 1597 cyclesTBO: On condition

MaintenanceAircraft on CAMP8C Inspection due in May 2016Last maintenance completed on Nov 2014,including 1A, 2A, 3A, 6A

NEW ASKING PRICE: $19.750MOWNER IS VERY MOTIVATED TO SALE!NEXT GLOBAL 5000 TO SELL!

2006 Bombardier Global 5000

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

98000 MONACO

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

globaljetmonaco.comwww.globaljetmonaco.com


Global Jet Bombardier Global 5000 May.qxp 22/04/2015 12:40 Page 1

SHOWCASE


• A complete Interior refurbishment and a fullexterior paint have been done in 2011.

• The interior has been refurbished with lot oftest and harmony.

• The 2C inspection has been done in April 2012.

• No damage history.

• Dry Bay Mod (SB F50-496) incorporated inApril 2012.

• Engines and APU are under MSP contract.

• The asking price is $5.230M

• The owner is motivated to sell

Certification: EU-OPS EASADelivery date: October 2000Class: PrivateCrew: 3Max. passengers: 9Max. take off weight: 40 780 lbs

AirframeLast major check: April 2012 (year)Next major check: 8774 cycles or April 2018Last repaint, with new design: January 2011

Maintenance station: Dassault Falcon Service

EnginesType: TFE731-40Manufacturer: Honeywell. Contract: HoneywellEngine 1 P115232Engine 2 P115300Engine 3 P115240

APUType: GTCP36-100A. Serial number: P-406Manufacturer: Honeywell. Contract: Honeywell

InteriorA hard work have been accomplished tomodernise the aircraft during the refurbishment ofJanuray 2011. The result is wonderful and theinterior sucessfully gives a feeling of comfort andmodernity. A great care have been taken intochoosing woods and fabrics as well as the bestmix in color. The originality of the leather fabric onthe panels contributes to the general impressionof softness.LEATHER: Classic Silk CL-548, Toffee RH58,Silk AnasaziULTRALEATHER: Ultraleather 5222 ChablisTRETFORD: Tretford 623 LEXAN: Lexan ClearGROSPOINT: Marquis 1491-03, 623 withserging threadMETAL FINISH: Satin nickel PM23-SThe aircraft is equiped with:• One main galley/bar that includes a coffeemaker, micro-wave oven• Fwd cabin club 4 seats• One 3 places divans R/H

• DVD player• A forward L/H entertainment cabinet• Aft cabin club 2 seats• Vanity and toilet lavatories, with sink, soapdispenser, shelves and mirror• Airshow 400

2000 Dassault Falcon 50EX


98000 MONACO




Global Jet Dassault Falcon 50EX May.qxp 22/04/2015 12:44 Page 1

SHOWCASE

Serial Number: 4122Registration: HB-JGJAirframe TT: 3357Landings: 1670• One owner since new,• Engines on program,• Nicest interior in its category,• EASA certified,• Internet connexion Swift Broad Band

Entry into service in April 2008Certified for 16 passengers for taxi, take-off andlanding.Certification : MNPS, RNP-10, RNP-5 RVSMAvionics : EPIC Plane View Cert F

EnginesRolls Royce Tay 611-8cRolls Royce Corporate Care

APUHoneywell GTCP36-150SN P-237

AvionicsHoneywell PlaneViewTM Flight DirectorTriple Honeywell MAU-913 Modular AvionicsDual Honeywell WC-884 Weather Radar Contr.Honeywell/Kollsman VGS (HUD/EVS)Triple Honeywell MC-850 Multifunctional CDUHoneywell MT-860 Third Navigation/CommDual Honeywell RT-300 Radio AltimetersTriple Honeywell NZ-2000 FMSL3 FDR Flight Data Recorder

Dual Mason CCD Cursor Control DevicesFour (4) Honeywell DU-1310 Flat Panel DisplaysHoneywell DC-884 Display ControllersHoneywell GP-500 Flight Guidance PanelTriple Honeywell AZ-200 Air Data ModulesTriple Honeywell AV-900 Audio PanelsHoneywell WU-880 Weather RadarTriple Honeywell IR-500 LASEREF V IRSHoneywell TCAS-2000 w/Change 7L3 CVR Cockpit Voice RecorderSingle L3 RT-951 TCAS 2000

Interiors16 Passenger Forward Galley HallmarkConfiguration7” LCD Monitor mounted at each single seatlocationThree 115-volt outletsRemote cabin temperature controllersBE Aerospace high-temperature ovenDirty dish drawer, china & crystal storageDual ice compartments30-gallon pressurized water system & Dynamowater heaterForward RS galley w/dual coffeemakers,rackable w/mechanical overboard ventFour 16G single full berthing seats, dual 16Gdouble seats, two aft 4 place divans17” LCD bulkhead monitorsDual oxygen therapeutic outletsForward & aft washroomsMicrowave ovenStainless steel sinkThermo-electric cooled food storage w/adjustableshelvesWireless LAN

ExteriorWhite with blue and titanium stripes

NEW ASKING PRICE $21,900,000

The Owner is motivated to sell



98000 MONACO




Global Jet Gulfstream G450 May.qxp 22/04/2015 12:47 Page 1

SHOWCASE

2007 Falcon 900EX EASy

Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned


Serial Number: 178Registration: N900VQAirframe Total Time: 3297Landings: 1522EnginesHoneywell TFE731-60 (On MSP Gold)#1 Eng (s/n P112687): 3297 Cycles: 1522#2 Eng (s/n P112701): 3281 Cycles: 1518#3 Eng (s/n P112690): 3297 Cycles: 1522APU(s/n P498): Honeywell GTCP36-150(F)(On MSP Gold)MaintenanceCAMP. Inspections due: 1C & 2C February2019; Landing Gear Overhaul May 2019.Service Bulletin 329-R3 (Dry Bay Mod.)complied with at 1C inspection.EASy II Cert II: CPDLC with FANS1A & ATN;VDL Mode 2 Radio in 3rd VDR positionupgraded by Standard Aero AugustaJanuary 2015

AvionicsFlight Display System Honeywell EASy (four14-inch LCD’s, two Cursor controls & twokeyboards)Flight Management System triple Honeywell EASyGlobal Positioning System dual HoneywellVHF Communication Systems triple HoneywellTR-866BVOR/ILS/Marker Navigation System dualHoneywell NV-875ADME Systems dual Honeywell DM-855ADF Systems dual Honeywell DF-855Mode S Transponder System dual Honeywell

XS-857ATCAS II System Honeywell TCAS-3000(Change 7.1)Color Weather Radar System HoneywellPrimus 880

InteriorTan leather seats, Brisa (Cream) Ultra-leatherheadliner and window panels, custom Chenillefabric divan, suede lower sidewall, Tan and lightBrown designer wool carpet, Quarter FigMahogany veneer, 24K Satin Gold plating(Original)ExteriorOverall White fuselage with Red and Goldcustom accent stripes (Repainted by DAS-LITJanuary 2014)Additional EquipmentHoneywell: one (1) each 15 and 20 inch LCDmonitor, two (2) DVD-C player, three AV-900Flight Deck Audio, Selcal. Honeywell EASy:EGPWS, Data Acquisition & CentralMaintenance Computer, Uplink Weather,Electronic Jeppesen Charts, Flight Deck VideoInterface. Securaplane 500 system: DigitalVideo Recorder, Video Camera system – VCU-05, Video Camera – CMX-01 (vertical finmount), CAM-11 (belly mount). Miltope printer,Meggitt MK2 Secondary Flight Display, ELTAADT-406 (tri-frequency), Collins Airshow4000, Rosen plug-in receptacle for one (1) 7and three (3) 8.4 inch LCD monitors, 115cubic feet oxygen bottle, XM Satellite Weathersystem (receiver and antenna)

Dassault Falcon 900EX EASy May.qxp 22/04/2015 12:50 Page 1

SHOWCASE


Airframe & EnginesBMW ROLLS-ROYCE ENGINES BR 710TTSNEW: 5780/5728Time MID Life Done AT: 3464 (2007) 3464 (2008)

APUSERIAL NUMBER P-220 / TIME SINCE NEW -2801 HOURS

AvionicsDUAL HONEYWELL SPZ-8500 IFCS/DIRDUAL HONEYWELL SPZ-8500 IFCS/APTRIPLE HONEYWELL LASEREF III IRSDUAL HONEYWELL IC-800 AND THIRDNZ2000 FMS (5.2)DUALHONEYWELL HG-2021 G.P.S.DUAL COLLINS VHF-422B COMM’sDUAL COLLINS VIR-432 NAV’sDUAL COLLINS ADF-462 ADFDUAL COLLINS DME-442 DMEDUAL COLLINS HF-9000 HF COMM w/SELCALDUAL COLLINS RTU-4280 RTV’sDUAL HONEYWELL RT-300 RADAR ALTIMETERPRIMUS P-880 – COLOR RADARHONEYWELL MARK V EGPWSHONEYWELL AFISTCAS II with CHANGE 7.1COLLINS TDR-94D MODE S w/ FLIGHT ID

FeaturesHUD 2020 HEADS UP DISPLAYHONEYWELL EMS AMT 700G SATCOMW/SWIFTBROADBANDL-3 FA2100 2 HR CVRTELEDYNE DIGITAL FDR 25 HRSMINI QARFM IMMUNITY/ELEMENTARY SURVEILLANCEEASA OPS 1 COMPLIANTMAINTAINED JET AVIATION BASELFADEC MODIFICATION TO 10.2HONEYWELL LSZ-860 LIGHTING SENSORPULSE LIGHT SYSTEMON HONEYWELL HAAP PROGRAMSTAGE 4 NOISE CERTIFICATIONWATER RIBBON HEATER UPGRADE

Interior18 PASSENGER FIREBLOCKED CABIN WITHFORWARD GALLEY AND LAV. FORWARDCREW REST AREA ENTERTAINMENT INCLUDES BOSE STEREO, AIRSHOWGENSYS, TWO 18” MONITORS AND EIGHT 8” MONITORS DVD, CD, PHONE

ExteriorOVERALL WHITE with BROWN AND TAN TAIL

CALL FOR PRICING

1999 Gulfstream V


AeroSmith Penny II LLCBob Nygren or Jeff Carter

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

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

Prestige JetAlexandre Le Tourneur

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

Aerosmith Penny 1999 Gulfstream V May.qxp 22/04/2015 12:52 Page 1

SHOWCASE

Serial Number: 560-5244Registration: N898PPAirframe TT: 7346Landings: 7049

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

APUHONEYWELL RE-100XL 1,479 TT

AvionicsFLT DIR: HONEYWELL PRIMUS 1000 IFCS

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

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

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

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

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

CALL FOR PRICING

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

TX 77061

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

2002 Citation Excel


Aerosmith Penny Citation Excel May.qxp 23/04/2015 15:58 Page 1

Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements.AvionicsAircraft equipped with G280“Intercontinental Package”EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfigurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pendingcertification)Aircell Gogo Biz high-speed internet

SHOWCASE

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


2014 G280

Asking price $25,950,000

CAAP G280 May.qxp 22/04/2015 13:00 Page 1

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• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,733Landings: 3,007

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,745 / Right Engine 3,738MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

Aircraft Management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

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

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


Northern Jet Lear 40XR March 22/04/2015 13:01 Page 1

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Mente Group, LLC15301 North Dallas Parkway,Suite 1010 Addison, TX 75001

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

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

Serial Number: 258641Registration: N513MLAirframe TT: 4337.3 Landings: 3624

EnginesTFE 731-5BR-1H – 100% JSSI-Premium Plus ProgramLeft: S/N P107839 4337.3 Hours 3624 CyclesRight: S/N P107840 4337.3 Hours 3624 CyclesAPUGarrett GTCP 36-150W - 100% JSSIS/N P-748 3422 HoursCollins Proline 21 Avionics SuiteADF: Dual Collins ADF-462Autopilot: Collins FGC-3000 IFCSCommunication Radios: Dual Collins VHF-422C w/8.33spacingDME: Dual Collins DME-442

Flight Director: Collins FGC-3000 IFCSFMS: Collins FMS-6000 w/dual GPSNavigation Radios: Dual Collins VIR-432TCAS: Collins TCAS-4000Stormscope: Honeywell LSZ-850 lightening sensorAFIS: Honeywell AFISAvionics Package: Collins FGC-3000 IFCS / Pro Line 4CVR: Universal CVR-120FDR: Honeywell DFDR full rack & wiring provisionsSATCOM: AirCell w/four handsetsHi Frequency: Collins HF-9000 w/SELCAL (provisionsfor 2nd)Radar Altimeter: Collins ALT-4000TAWS: Honeywell Mark V EGPWS w/windshearTransponder: Dual Collins TDR-94D Mode SInteriorOriginal Installation 2003 by Hawker Beechcraft.Beautiful nine passenger executive interior, featuring a

well appointed, spacious forward galley. A forward four-place club arrangement with foldout tables. The spaciousmid cabin boasts another single seat across from a sidefacing three-placed divan.Seating is tastefully finished in light earth-tone leathers.Interior is complemented by luxurious carpeting foundthroughout the cabin. Forward galley poses ample storageand a microwave oven.Cabin Entertainment includes: Worldwide Airshow 400,and Airshow briefing system, forward and aft 14inchcomputer display capable LCD monitors, DVD, CD. Theaircraft also has power outlets for laptops and otherelectronic devices.ExteriorOriginal Paint 2003 By Hawker BeechcraftMatterhorn white and dark blue base coat with dark andlight blue stripes.Winglets installed November 2010

2003 Hawker 800XP Brian ProctorCell: +1 (817) 307-7720E-mail: [email protected]

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909

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

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

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


Mente April.qxp 22/04/2015 14:16 Page 1

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Kaiser AirOakland Jet Center

Otto Wright

1980 Cessna Citation II One owner, loaded with options, first run engine

Tel: +1 (510) 553-84381-(800) JET-2OAKE-mail: [email protected]

Serial Number: 550Airframe TT: 7039 Landings: 3,120

Aircraft fuselage is overall Matterhorn White and isconservatively accented with Aristo Blue and MediumGray striping. Three crew, 16 passenger with AFT galleyconfiguration. Entryway crew rest area with two place (75inch) divan and crew lavatory. Forward cabin consists ofleft and right hand club seating. The center sectionfeatures a left side conference group seating for fouracross from a large credenza with ample storage. Theconference group berths to a two person sleeping area.The AFT cabin area includes left side club seating acrossfrom a berth-able four place divan. The galley features awater heater, coffee maker, a cold storage compartment,high temp oven and a microwave oven.

EnginesRolls-Royce BR710A1-10• Serial Numbers(L/R) 11211/11212• Hours Since New: 6751/6751• Cycles Since New 3098/3098• OH (Remaining) 1249/1249• Program JSSIAPUHoneywell RE220. • Serial Number P-155• Hours Since New 4130 • Program JSSIAircraft Programs: Honeywell HAPP & Honeywell MPPAdditional Highlights/Options• Excellent Pedigree• RVSM, RNP-1, RNP-5, RNP-10• FM Immunity• 110V Outlets throughout• Pulse Lights• Certified for FAR Part 91/135 Operations

• ASC-173 Ribbon Heat Tape Completed• Interior Refreshed 2011Cockpit Avionics• Honeywell SPZ-8500 6-Tube EFIS/Autopilot• Dual Honeywell NZ2000 FMS’s (5.2 Software)• Single Lasertrak INS • Dual Honeywell GPS’s• Dual Collins RTU-4280 Radio Tuning Units• Dual Collins VHF-422D Comm’s (8.33MHz)• Dual Collins HF-9000 Comm’s• Triple Honeywell Laser IRU’s• CPDLC EQUIPPED • ADS B EQUIPPEDCabin Avionics•Aircell Axxcess Iridium Phone with 4 Handsets•Aircell Gogo Biz Broadband (6 Dataports and STC’d Wifi)•EMS-400 Swift Broadband•Collins iPod/iPhone Interface•FDS Charging Station•Airshow Gensys

1998 Gulfstream V

Serial Number: 550-149Airframe TT: 8924.8 Landings: 1909

EnginesLEFT RIGHT

TSN 692.6 112.7TSHSI 1136.1 N/AS/N JF0036 JF0021

InteriorRefurbished 07/17/04

ExteriorNew Paint 2014• 7 PAX CONFIGURATION• WHITE WITH BLUE, TEAL, BLACK STRIPES• LEATHER SEATS

• BEVERAGE BAR• GRAY WOOD DRINK RAILS• 8TH SEAT AVAILABLE CHANGE OUTAdditional Features• FLIGHT ENVIRONMENTS• STROBE LIGHTS• AIR CONDITIONER• SUPER SOUNDPROOFING• DUAL RMI• COCKPIT VOICE RECORDER• INCREASED GROSS WEIGHT• SIERRA GLARE SHIELD• FLUSHING AFT LAV 13,500 TO 14,700• INSTR PANEL MODIFICATION• 20 CELL BATT• DUAL DAVTRON 811B CLOCKS• NAVCOM PACKAGE 11/04

Avionics• DUAL COLLINS FD 109 (ADI• DUAL ENCODING• WULFSBERG FF IV• DUAL COLLINS 329B-8Y HIS• GARMIN 500 GPS W/TAWS B• COLLINS COMPARATOR• DUAL COLLINS VHF-20A• ROSEMOUNT PROBE• TELEDYNE ANGLE ATTACK SYS.• DUAL COLLINS VIR-30A• DUAL VG-14A VERTICAL• AUTOPILOT SP 200 WITH• DUAL COLLINS DME-40• GYRO SWITCHING LEFT TO RIGHT• DUAL COLLINS TDR-90• FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Kaiser Air April.qxp 23/04/2015 10:05 Page 1

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Serial Number: 18Registration: N166FBAirframe TT: 4365.7Landings: 1542

• Low Time - Less than 250 hours per yearaverage utilization• Excellent Pedigree - No known damage• US Registered - Two owners since new• Forward Crew Lavatory• 13 Passenger Configuration• Engines on MSP

EnginesEngine #1 Engine #2 Engine #3

Serial Number P112162 P112163 P112161TSN (HRS) 4343 4295.5 4294CSN 1534 1519 1525MPI Last 4282.9 2272.2 2421.1MPI Next 6782.9 4772.2 4992.8CZI Last 4282.9 n/a n/aCZI Next 9282.9 5000 5000MPI/CZIIntervals (HRS) 2500/5000 2500/5000 2500/5000Auxiliary Power UnitAPU Plan MSPType GTCP 36-150Serial Number P-300Time Since New (HRS) 2292.7Time Since Hot Section (HRS) n/aHot Section Due (HRS) 4500HS Interval (HRS) 4500MaintenanceMaintenance Tracking CAMPMaintenance Schedule 91.403 (f) (3)

AvionicsAir Data Systems (ADS) 2 HoneywellAirborne Flight Information (AFIS) 1 Allied SignalSATAFIS (Satcom Direct)Audio System 3 Baker/Honeywell B1045Automatic Direction Finder (ADF) 2 CollinsADF-462Autopilot/Flight Director (AP/FD) 2 HoneywellPrimus 2000 IFCSAutothrottle 1 HoneywellAvionics Suite/EFIS 1 Honeywell Primus 2000Clocks 2 Davtron M-877Cockpit Voice Recorder (CVR) 1 Allied Signal980-6020-011Control Display Unit (CDU) 3 Honeywell CDU-810Data Loader (DL) 1 Gables DL-950Distance Measuring Equipment (DME) 2 CollinsDME-442EFIS Displays 4 Honeywell DU-870Emergency Locator (ELT) 1 COSPAS ADT406 AF/APFlight Data Recorder 1 Allied Signal 980-4700-017Satcom 1 Collins SAT-906 6 ChannelAdditional EquipmentAerial View Systems Flightdeck Video CameraSystemProvisions for Magnastar 2000 Digital TelephoneSystem w/5 Handsets InstalledExteriorWhite top, emerald jade green bottom, separatedby gold striping

Cass Anderson or Jeff HabibManaging PartnersTel: +1 212 888 7979Email: [email protected]

1997 Dassault Falcon 900EX

ManhattanSeattle

Silicon Valley


IAG Dassault Falcon 900EX May.qxp 22/04/2015 14:23 Page 1

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Serial Number: 55-142Registration: N755VTAirframe TT: 5309.1EnginesTFE731-3AR-3BLeft: 5237.7, CYC: 2869Right: 5197.7, CYC: 2846AvionicsCOMM DUAL COLLINS VHF-22ANAV DUAL COLLINS VIR-32DME DUAL COLLINS DME-42ADF COLLINS ADF-60ADC DUAL COLLINS ADC-85L AIR DATACOMPUTERSTRANSPONDER DUAL COLLINS TDR-90MODE C **STC CERTIFIED FOR RVSMOPERATIONS**RADAR COLLINS WXR-350RADAR ALTIMETER COLLINS ALT-55BHF KING KHF-950TCAS ALLIED SIGNAL CAS-66A TCAS 1LONG RANGE NAV. DUAL UNS-1D FLIGHTMANAGEMENT SYSTEMSEGPWS/TAWS KING KGP 860 ENHANCEDGRND PROX. WARNING SYSTEM

InteriorFORWARD TWO PLACE DIVAN, TAN LEATHER.HEADLINER AND SIDEWALLS IN LIGHT TANLEATHER, WITH LOWER SIDEWALLS ACOMBINATION OF FABRIC AND TEXTUREDTAN CARPET TO FLOOR. CONFIGURED FOR7 PASSENGER SEATING WITH 2 FOLDOUTDESKS/WORKSTATIONS CENTRALLYLOCATED. AFT FULL LAVATORY AREA WITH

PRIVACY SLIDING DOOR. FULL AFT GALLEYAREA CONTAINING 2 DRAWERREFRESHEMENT CENTER, PORTABLECOFFEE CONTAINER, LARGE DRINKCOOLER. FULL HOT/COLD SINK ANDVANITY AREA WITH OVERHEADFLOURESCENT LIGHTING FOR VANITY ANDMIRRORED CABINETS. 110 VOLTACCESSORY CHARGING RECEPTACLELOCATED AT VANITYExteriorPainted 7/17/2014 WHITE WITH Red, Black,and Grey stripesAutopilot/Flight DirectorCOLLINS APS-85 AUTOPILOT WITH AC-585AUTOPILOT CONTROLLERCOLLINS 85L 5 TUBE EFIS FLIGHTDIRECTOR DISPLAY SUITE

Additional Equipment2 BOTTLE OXYGEN SYSTEM WITH EROSQUICK DON MASKSARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECTSPPR SINGLE POINT REFUELING SYSTEMAERONCA THRUST REVERSERS500# BAGGAGE COMPARTMENTINTERVOX II INTERCOM SYSTEML55-RPASSENGER BRIEFING SYSTEMSELCAL 5 SELCAL DECODERCABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT,CABIN)MANUALLY ADJUSTABLE WINDOW SHADINGSYSTEM

1990 Learjet 55C

Tel: +1 602-738-9440Fax: +1 480-948-5336


Aerohead AviationRandall G. Corson, Aviation Department Manager

1550 E Missouri, Suite 300Phoenix, AZ 85014

Aerohead Aviation May.qxp_Heeren Cit Ultra sep 22/04/2015 14:29 Page 1

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Serial Number: HA-101Registration: N15QBAirframe TT: 2050Landings: 1326EnginesHoneywell TFE731- 50RLH SN#: P122313 RH SN#: P122314LH TSN: 2050 RH TSN: 2050LH CSN: 1326 RH CSN: 1326APUHoneywell GTCP-36-150WAPU SN#: P1139. TSN: 1915PerformanceRamp Wt: 28,120 Normal Cruise: 446 kts +-3%MTOW: 28,000 NBAA Range: 2,825NMMax Landing Wt 23,350 Service Ceiling: 41,000ftMZFW: 18,450 BOW: 16,537Maintenance and Service PlansEngines on MSP @ $239.51per hourAPU on MSP @ $68.54 per hourTimes and cycles as of 3/20/2015No known damage historyAll Major work done by Tampa HawkerService CenterUS registryAvionicsCollins Pro Line 21Comm: Dual VHF-4000 digital CNS RadiosNav: #1 NAV- 4000/#2 NAV- 4500FMS: Dual FMS- 6000's with Dual GPS 4000AAutopilot: FGC- 3000Flight Director: FGC- 3000Radar: TWR- 850 Turbulence Detection Radar

ADF: NAV- 4000DME: Dual DME- 4000'sRMI: Displayed in PFD'sAudio Panel: Dual db Systems Model 700'sTransponders: Dual TDR- 94D with EnhancedSurveillanceRadio Altimeter: ALT- 4000TCAS: TCAS- 4000CVR: Universal CVR- 120- 2 hours of recordingHF: Collins HF- 9000 with SELCALPhone: AirCell ST3100 Iridium phone withcordless handsetsEquipmentAircell ST 3100, 2cordless handsets and AircellAxxess ll SystemAirshow 410 w/Flite Deck ControllerCabin Audio/Video Entertainment SystemAuxiliary A/V PackageComputer Display Capable on Either Monitor110 VAC/Outlets in cabin and CockpitDual 15" MonitorsAerial View Camera2 Channel XM RadioCustom GalleyDrop Down Arm RestsInteriorLight wood, medium beigeleather seats, navyblue carpet with beige stripe patternExteriorMatterhorn White with After burner, DarkblueMetallic and Black Velvet Metallis stripes

Hawkeye Aircraft Acquisitions LLCMike McCracken, President

P.O. Box 345Safety Harbor, Florida 34695, USA

Tel: +1 727.796.0903Mob: +1 813.240.0929Email: [email protected]

2009 Beechcraft Hawker 900XP


Hawkeye Aircraft Acquistions May.qxp 22/04/2015 14:31 Page 1

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

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

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

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS withWindshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"DisplaysAir Data Computer: Dual Collins ADC-850D AirData ComputersFMS: Dual Collins FMS 5000 Flight Management SystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120Cockpit Voice RecorderCommunications: Dual Collins VHF 422CDistance Measuring Equipment: Dual CollinsDME-442

Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather RadarSystemELT: Artex C406-2 MHz ELT w/Nav Interface

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

InteriorFireblocked, XR Executive Floor plan A (Eightpassengers) 7 passenger seats and 1 beltedlavatory seat. The cabin features four-placeexecutive club chairs with two executive fold-outtables and a forward three-place divan. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorNew 2014

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

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2008 Lear 60XR


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

Price Reduced to $4,195,000

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

Members of Jet Sense Aviation, LLC’s TeamAvailable to Meet at EBACETo Schedule an in-person appointment at EBACE,please call or email them directly at:Brett Forrester [email protected] - OR-Pat Mitchell [email protected]

Jet Sense Aviation, LLC Lear 60XR May.qxp_Empyrean 23/04/2015 11:29 Page 1

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EnginesConfiguration 186YCargo 1,555 cu ft (44 cu m)Engines (maximum thrust) CFMI CFM56-727,300 lbMaximum Range 3,115 nautical miles (5,765 km)[2-class with winglets]Typical Cruise Speed (at 35,000 feet) 0.785 MachManufacturer CFM CFMType CFM56-7 CFM56-7Thrust 27,300 lb 27,300 lbTotal Hours Since New TSN 0 TSN 0Total Cycles Since New TCN 0 TCN 0TSLSV N/A N/ABasic DimensionsWing Span with Winglets 117 ft 5 in (35.8 m)Winglets YesOverall Length 129 ft 6 in (39.5 m)Tail Height 41 ft 2 in (12.5 m)Interior cabin Width 11 ft 7 in (3.53 m)Technical DataNoise Abatement Compliance Stage III iaw ICAOAnnex 16Approach Category Cat III BLavatory 3Galleys (with chiller): G1, G2, G4B, G7 (Britax Sell)Weight & Fuel DataMaximum Taxi Weight 168,051 lbsMaximum Take-Off Weight 159,834 lbsMaximum Landing Weight 144,000 lbsMaximum Zero Fuel Weight 136,000 lbsOperational EmptyWeight TBD

Maximum Usable Fuel Capacity 6,875 U.S. gal(26,020 L)

AvionicsATA 22 - Automatic Flight ControlsFlight Control Computer 2 Rockwell Collins822-1604-151ATA 23 - CommunicationHF Transceiver 1 Allied Signal 964-0452-011Transceiver VHF/COMM 3 Allied Signal064-50000-2000SELCAL Decoder 1 Motorola NA138-714CPRAM 1 Panasonic RD-AX7360-01ACARS, CMU MK III 1 Honeywell 7519200-921Cockpit Door Surveillance System (CDSS) 1Goodrich 8400K2ATA 23 - Passenger Entertainment System - AudioVideo System - LCD 10,4" LH 10 PanasonicRD-AA902705-01Video System - LCD 10,4" RH 10 PanasonicRD-AA902704-01Video Service Control Unit (VSCU) 1 PanasonicRD-AV3007-05Video Reproducer HI8 1 Panasonic RD-AV1217-01CD Reproducer, Audio 1 Panasonic RD-AX7095-01Air Track 1 TBD TBDATA 27 - Flight ControlsStall Management Computer 2 CAS 285A1010-9ATA 31 - Indication and Recording SystemFlight Data Recorder 1 Allied Signal 980-4700-042Cockpit Voice Recorder 1 Allied Signal980-6022-001DFDAU, ARINC 717 1 Allied Signal 967-0212-050

Printer Multi-Port FANS 1 Allied Signal8055515-4507Common Display Sys. 2 Honeywell4081600-940Common Display DU 6 HoneywellS242A801-2100

Airbourne Auxiliary Power UnitManufacturer Alllied SignalModel 131-9BTotal APU Hours 0 APU HoursTotal APU Cycles 0 APU CyclesPart Number 3800702-1Last Shop Visit: N/A

2014 Boeing737-800

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 Boeing-737-800 May.qxp 22/04/2015 14:34 Page 1

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Serial Number: 5025Registration: N660AFAirframe TT: 6303.6Landings: 5438

Left EngineCF34-3A, S/N 350207, 6031.7 Hours SinceNew, 4656 Cycles, 400 Hours Since OverhaulRight EngineCF34-3A, S/N 350198, 6524.5 Hours SinceNew, 5226 Cycles, 400 Hours Since OverhaulEngines enrolled in JSSI ProgramAPUGTCP 36-100E, S/N P-315, 4520 Total Hours,1716 Hours Since Hot Section. On MSPAvionicsHoneywell EDZ-800 5 Tube EFISHoneywell DFZ-800 AutopilotDual Honeywell AZ-810 Digital Air DataComputersDual Universal UNS-1D Flight ManagementSystemsDual Twelve Channel GPS’s3 Honeywell Laseref II Inertial ReferenceSystemsHoneywell Primus 880 Color RadarRT-300 Radio AltimeterDual Collins HF-9000 HF’sSELCALDual Collins VHF-22B ComsDual Collins VIR-32 NavsDual Collins DME-42 DME’sDual Collins ADF-462 ADF’s

Dual Collins CTE-92E Transponders withEnhanced Mode SEnhanced Ground Proximity Warning System withWindshear AlertHoneywell TCAS II with Change 7.1Fairchild A-100 Cockpit Voice RecorderFairchild F-8000 Digital Flight Data RecorderAirCell Axxess II SATCOMGogo ATG-4000 Broadband Wi-FiOptionsEngines enrolled in JSSIAPU on MSPCAMPHoneywell HAPP coverage for HoneywellavionicsRVSM, RNP-5, RNP-10, 8.33 kHz spacing, andFM Immunity mods C/W3A and 3B Hydraulic Noise Attenuator Hush KitELT Artex 406HZExteriorAircraft exterior painted in Snow White with Blueand Black stripes. Completed in April 2011 byDuncan Aviation, Battle Creek, MI.InteriorTwelve passenger, plus one Tosington jump seat.Forward two club chairs with foldout table with afour place divan on the right hand side. Aft fourplace conference group with table on the left andtwo club chairs with foldout table on the right.Chairs and divan are finished in Tan Leather.Woodwork is high gloss. Carpet is brown. Platingis Satin brushed brass. Aft lavatory. Forward 604

Serpentine style galley includes, microwave oven,and coffee maker. Entertainment system featurestwo 20” flat panel video monitors and two RosenLCD plug in monitors with Airshow Genesys, DVD,and CD player. Aft lavatory. Completed in April2011 by Duncan Aviation, Battle Creek, MIInspection Status60 Month Inspection complied with March 2013.Landing Gear Restoration complied with February2011. 1200 Hour Inspection complied with at5903.6 hours. All other inspections are current.CAMP computer maintenance tracking

Aviation Consultants of Aspen, Inc.Andy Cohen

P. O. Box 790, Castle Rock, CO 80104, USA

Tel: +1 720-328-6008 Fax: +1 720-328-5641Mob: +1 603-930-7575 Email: [email protected]

1988 Canadair Challenger 601-3APhotos: Dan Savinelli


Aviation Consultants of Aspen May.qxp 22/04/2015 14:46 Page 1

Serial Number: 280Registration: N145JPAirframe TT: 3,608Landings: 2,763AirframeOn CAMP and enrolled on Bombardier’sSmartParts+ program EnginesHoneywell TFE731-20AR-1B Engines with3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-116634 3,608 SNEW 2,763CSN 701 SMPIEngine 2 s/n P-116632 3,608 SNEW 2,763CSN 701 SMPIAPU: Honeywell RE100 s/n P-311: TTSN 1,626Enrolled On Honeywell’s MSP GoldAvionics4 Tube HONEYWELL PRIMUS 1000 EFISDual Universal UNS-1E FMSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 AutopilotHoneywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTHoneywell Mk V EGPWS with WindshearHoneywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell KTR-953 HF w/SELCALHoneywell RT-300 Radar Altimeter

Special FeaturesEU OPS CompliantSteep ApproachRVSM, MNPS, P-RNAV & RNP-10 CapableCollins Airshow 400 w/ Dual ScreensAudio International DVD Player110v Inverter and outletsFlip Down Galley SeatExteriorOverall DeSoto Matterhorn White with ColumbiaBlue Metallic, Flight Red and Cumulus GrayMetallic stripes. Refurbished 3/2014InteriorThe eight passenger interior is arranged in adouble club with an additional 9th belted lavatoryseat. Seats are finished in steel blue leather withnew gray Kalogridis carpet, and Ultra Leatherheadliner. Amenities include a forward right-handgalley with dry storage and hot coffee dispenser,ice drawer with overboard drain. Cabinentertainment and outfitting includes Airshow400 with forward and aft bulkhead monitors withDVD Player and 110v Outlets in the cabin. Thereis a private aft flushing lavatory with vanity withhot and cold running water, hard partitions andadditional baggage storage. Interior refurbished,new crew seats and new carpet 3/2014MaintenanceFull Prepurchase Survey c/w 12/2013 by BAS-AMSPhase A c/w 1/2016 at 3,608 by BAS next due 1/2016Phase B c/w 4/2013 at 3,320 by BAS next due 4/2015Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017Phase D c/w 9/2009 at 2,378 next due 9/2017

SHOWCASE

2005 Lear 45

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


JetPro Texas 2005 Lear 45 May.qxp_Heeren Cit Ultra sep 22/04/2015 14:47 Page 1

SHOWCASE

Serial Number: 159Registration: N259JPAirframe TT: 2,131Landings: 827EnginesPratt and Whitney PW-306A’s with 6,040 lbsof thrust each. Eng 1 s/n PCE-CC-0328 2,131 SNEW 857 CSNEng 2 s/n PCE-CC-0330 2,131 SNEW 857 CSNOn Pratt and Whitney’s ESP GoldAPUHoneywell GTCP36-150 Times: 1,469 Cycles:1535 On Honeywell’s MSPAvionics5 Tube Collins Proline-4 Flight DeckDual Collins FMC-6100Dual Collins GPS-4000 GPS ReceiversDual Collins RTU-4220 Tuning HeadsDual Collins VHF-4000 CommsDual Collins NAV-4500 Nav’sDual Collins DME-4000 DMEDual Collins TDR-94D Mode S TranspondersCollins TWR-850 Doppler Weather Radar w/ Turb.BFG WX1000E StormscopeCollins FCC-4005 AutopilotCollins TCAS-4000 w/ Change 7.0SUNDSTRAND Mk. V EGPWS (Class A TAWS)Universal Avionics CVR-120Honeywell AR64 FDRDual King KHF-950 HF w/SELCALCollins ALT-4000 Radar AltimeterDual Collins ADC-850 DADCDual Collins AHC-3000 AHRSDual Collins CCP-3310 Cursor Control Panels

InteriorTen passenger interior arranged in a forward club,aft four place conference group opposite a threeplace divan belted for two during takeoff andlanding. The forward right-hand Galley featuresample workspace with microwave, draining icedrawer, stemware storage, wine bottle storage,dry goods storage and coffee maker. The Galleyand Cabin are divided by a forward pocket door.Seats are finished in beige leather withcomplimentary carpet, Ultra Leather headlinerand Mahogany woodwork with detailed inlay trim.Cabin entertainment is provided by CollinsAirshow 4000 with Tail Camera, dual DVDplayers, forward and aft bulkhead monitors andmultiple individual seat monitors. Private aftlavatory with large storage closetExteriorOverall White with Blue and Gold StripesAdditional FeaturesSafeflite Auto-ThrottlesICS-200 SATCOM with three handsetsDual DVD/CD PlayersTail CameraAirshow 4000JETBEDTelescoping Tow BarHoneywell VHF/SAT AFISRosen Monorail SunvisorsEU Ops approved

Make offer


Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


JetPro Texas Gulfstream G200 May.qxp_Heeren Cit Ultra sep 22/04/2015 14:50 Page 1

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

[email protected]

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Cessna Citation Ultras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone

Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguard

sealed ExteriorMAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on

20 Sold 5 Remaining that Must Be Sold!

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.

The 2015 NBAA Regional Forum brings current and prospective business aircraft owners,

manufacturers, customers and other industry personnel together to get critical business

done. At the Teterboro Regional Forum, attendees will have access to:

Over 100 exhibitors showcasing their latest products and services

Nearly 30 business aircraft on static display

Education sessions on topics relevant to aircraft owners and operators

Networking with peers, along with new and existing vendors and suppliers

SAVE THE DATE: www.nbaa.org/forums/avbuyer

NBAA REGIONAL FORUM JUNE 25, 2015 • TETERBORO, NJ TETERBORO AIRPORT (TEB)

PRAGUEKBELY AIRPORT

Organised by the companies:

@EFAPrague /EFAPrague

www.EFAPrague.com

Showcasing the best in Aviation!asing tcwSho vit in Aesthe b iation!g

Y AKBELLYGPRA

ORTAIRPUE


Marketplace


Comlux AviationPrice: Make offer

Year: 2001

S/N: 1485

Reg: VQ-BKK

TTAF: 5469

Location: Switzerland

* This ACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 32 passengers inExecutive /First class configuration. The cabin is certificated forpublic transport.* The cabin completion has been performed by Air FranceIndustries in Paris in 2001. The aircraft has been refurbished inJanuary 2013 to increase comfort on board by reducing seatingcapacity.* IFE includes Audio video (CD, DVD), Multi-channel Satcomand Airshow. The aircraft is fitted with 4 Additional Center Tanksand it can perform missions of more than 9 Hours (4500 nm).

Airbus A319 Tel: +41 (0) 44 205 50 70 Email: [email protected]

www.comluxaviation.com


Year: 2011

S/N: 14501146

Reg: UP-EM007

TTAF: 2076


One owner since delivery· Enrolled in Embraer Executive Care and Rolls Royce

Engine Corporate Care programs

· EASA OPS certificated

Embraer Legacy 650 Tel: +41 (0) 44 205 50 70 Email: [email protected]



Year: 2008

S/N: 9249

Reg: -

TTAF: 3300


IMMEDIATELY AVAILABLEOnly one owner and one operator since delivery, Cabinrefurbished in 2013, Excellent range and high-speedperformance, Cabin features: 13 certified TT&L seats, 4 place conference area, 3 place divan, Fwd and aftlavatories, Certification: Commercial EASA, RVSM, RNAV(GNSS ), NAT-MNPS, RNP 1, RNP 4, RNP 10, CAT II, CAMP tracking program

Bombardier Global 5000 Tel: +41 (0) 44 205 50 70 Email: [email protected]



Year: 2006

S/N: 2550

Reg: G-NMAK

TTAF: 4441.19


Cabin certificated for 34 pax: Ideal for Head of State orCorporations· One owner since delivery· 4500 nm of range non-stop· Available for viewings in UKACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 34 passengers (28sleeping positions).The cabin completion has been performed by LufthansaTecknik in Hamburg in 2006. The aircraft carpet for renewed inDecember 2009.

Airbus A319 Tel: +41 (0) 44 205 50 70 Email: [email protected]


International Jet MarketsPrice: $ 995,000

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 (770) 971 5401 Email: [email protected]

P159-160 22/04/2015 14:40 Page 1

Marketplace


Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: US $3,875,000

Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

AdirondackPrice: Make offer

Year: 1988

S/N: FA-142

Reg: N304JS

TTAF: 4,255.9

Location: USA

Airframe: 4,240.5 Hours Since New (as of 4/9/15). 4,146Landings Since New.

Raisbeck Nacelle Wing Lockers, RVSM Capable, RaisbeckDual Aft Body Strakes, Raisbeck Composite ExhaustFairings. Concord Lead Acid Battery.

Engine time since overhaul: LEFT ENGINE (PCE 95290):561.5 Hours Since Overhaul (Pratt). 447 Cycles SinceOverhaul. RIGHT ENGINE (PCE 95292): 561.5 Hours SinceOverhaul (Pratt) 447 Cycles Since Overhaul.

Beechcraft King Air 300 Tel: +1 (972) 355-2500 E-mail: [email protected]

P159-160.qxp 22/04/2015 15:16 Page 2

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Capital Jet GroupPrice: $ 16,700,000

Year: 2001

S/N: 640

Reg: N600JD

TTAF: 6291

Location: USA

2 U.S. corporate owners since new, RR CorporateCare,PlaneDeck cockpit upgrade w/FMS 6.1 software, electroniccharts, WAAS, ADS-B out, & XM-WX. Dual lavs, forwardcrew rest area, HUD/EVS, DFDR, 2010 paint & 13 paxfireblocked interior

Gulfstream V Tel: +1 (703) 917 9000 E-mail: [email protected]

Capital Jet GroupPrice: $1,550,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5975

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors.Landings: 5154

Hawker 800SP Tel: +1 (703) 917 9000 Email: [email protected]


21st Century Jet Corporation ...............................162AeroExpo ...................................................................157Aerohead Aviation ...................................................149AeroSmith/Penny .........................................142 - 143Aircraft Guaranty Corporation.................................69AMAC ...........................................................................97AMSTAT .....................................................................128Aradian Aviation .......................................................109Aviation Consultants Aspen..................................153Aviation Dynamix ........................................................85Avjet Corporation ..............................................48 - 49 Avpro ......................................................................10-14BAM ..............................................................................91Bell Aviation...........................................................56-57Bombardier ...............................................................105Boutsen Aviation ........................................................87CAAP .........................................................................144Central Business Jets.............................................163Charlie Bravo ..............................................................19Conklin & de Decker ...............................................119Corporate AirSearch Int’l .......................................152Corporate Concepts ........................................54 - 55Dassault Falcon Jet ..............................2 - 3, 59, 141

Dubai Airshow..........................................................121Duncan Aviation..........................................................53Eagle Aviation .............................................................23EFA Prague...............................................................158Elliott Jets .............................................................36-37European Aircraft Sales............................................83Freestream Aircraft USA....................................29-31 Gamit ............................................................................75General Aviation Services ........................................47Global Jet Monaco .......................25 - 27, 138 - 140Hagerty Jet Group .....................................................95Hatt & Associates ......................................................18Hawkeye Aircraft Acquisitions..............................150IAG..............................................................................148Intellijet International .................................................6-7Jet Sense Aviation/Gantt Aviation .......................151Jet Support Services (JSSI) ....................................63JetBrokers ...........................................................50 - 51 Jetcraft Corporation ................................42 - 43, 164Jeteffect ........................................................................99JETNET.........................................................................79JetPro Texas ....................................................154, 155John Hopkinson & Associates ....................101, 156

Kaiser Air ...................................................................147Leading Edge Aviation Solutions .........................123Lektro..........................................................................113Mente Group ............................................................146Mesinger Jet Sales ....................................FC, 15 - 17NBAA Corporate .....................................................135NBAA Regional Forum ...........................................157NFS Advisors..............................................................83Northern Jet Management .....................................145OGARAJETS .....................................................34 - 35 Par Avion .............................................................80 - 81Rolls-Royce .................................................................71Singapore Airshow..................................................134Sojourn Aviation.......................................................103Southern Cross Aviation ........................................115Survival Products.....................................................113Tempus Jets ..............................................................117Textron Aviation...........................................................73The Jet Business ...............................................40 - 41Tim Leacock Aircraft Sales ........................136 - 137VREF Aircraft Values.................................................83Wright Brothers Aircraft Title...................................65

Advertiser’s Index

AvBuyer (USPS 014-911), May 2015, Vol 19, Issue No 5 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.

P159-160.qxp 23/04/2015 11:26 Page 3

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than

the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.

These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the

Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and

Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call

21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900BWANTED: FALCON 50 WITH

-3D-1D ENGINE UPGRADE

21st Century May 22/04/2015 15:58 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

LIKE NEW CITATION X SN 276Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, RecentInspections, Cescom

1999 CITATION X N750GMOriginal Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

www.cbjets.com

2008 GULFSTREAM G200 SN 1992248 TT / 1212 Landings, ESP Gold, Meets all EASA /JAR OPS Requirements, Impressive List of Options

including Aerial View Camera

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

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2007 CITATION SOVEREIGN SN 156Trades will be considered, Meets all US and EASA/JAROPS Requirements, On Cescom, 9 Place Interior tastefully

appointed

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX

Interior New 2010

CITATION X SN 275Winglets, Primus Elite 875 LCD Flight Deck Upgrade,Aircell AGT-4000 GOGO Biz w/ WIFI, RRCC, Cescom,

No Damage History

2013 Dassault Falcon 7X "LimitedEdition" SN 213

Only 325 Hours Since New, Single Owner with LongStanding Falcon History, All Programs and Tip to Tail

Warranties thru 12/15

CBJ May.qxp_CBJ November06 23/04/2015 11:58 Page 1

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www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

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2011 Challenger 6052008 Challenger 8502002 CRJ 200LR2009 Global 50002012 Global 60002003 Global Express2010 Global XRS2007 Lear 45XR2008 Lear 60XR

2007 Falcon 2000EX EASy2009 Falcon 2000LX1987 Falcon 900B2006 Falcon 900EX EASy2000 Dornier 328-3102011 Legacy 6502005 Gulfstream G5501998 Gulfstream GIVSP2009 Hawker 750 - HB-0065

2013 GLOBAL 6000 - SN 9515Airframe, Engines and APU Enrolled on Programs16 Passenger Configuration with Crew Rest

2014 GULFSTREAM G650 - SN 6046Immediately Available and Aggressively PricedDelivery and Test Flight Hours Only

2000 GULFSTREAM GV - SN 601 Recent 5,000 Cycle, 2C & 5C Inspections FAR Part 135 Compliant - Equipped with HUD

2008 GULFSTREAM G200 - SN 187 Airframe on PlaneParts; Engines on ESP; APU on MSP10 Passengers Configuration; Collins CMS

2007 BOEING BBJ - SN 359901,769 Hours; 476 Cycles; 2C inspection June 2014Multi-Million Dollar Price Reduction

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