avbuyer magazine october 2015

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

October 2015

™

proudly presents

Boeing 757Serial Number 29306

See pages 28 & 29 for further details

Dealer Broker Market Update– Fall 2015

Hourly Maintenance Plans

Aircraft Comparative Analysis– Learjet 45XR

THIS MONTH

www.AVBUYER.com

Avjet FC October 2015.qxp_FC December 06 22/09/2015 16:12

Project1_Layout 1 30/09/2015 11:46 Page 1

nlike several countries throughoutthe world that confine campaign-ing to a few months prior to thevote for their nation’s leader, the

USA starts the process more than a year inadvance.

The election to succeed President Obamafollowing his eight years in office—the maxi-mum allowed by US law—will not be held untilNovember 8, 2016, nearly 14 months fromnow. Yet politicians have been operating at fullthrottle since mid-summer 2015 to secure theirparty’s nomination. Contenders vying to bethe Democratic party’s flagbearer are relativelyfew (two, possibly three at this time). At least15 pols, however, are actively engaged incourting the support of Republicans.

While most citizens in the US take their vot-ing privileges seriously, as well they should, aconservative Op Ed columnist for a leading lib-eral newspaper once referred to this multi-month posturing as “The Silly Season”—prob-ably because candidates will say almost any-thing to gain attention, particularly about hot-button issues such as taxes and incomeinequality. Unfortunately, their positions areoften simplistic and aimed at votermisconceptions.

Hillary Clinton, a leading contender for theDemocratic nomination, is discussing changesto capital gains, an aspect of the US tax codethat favors investors more than wage earners.Donald Trump, the billionaire entrepreneurnoted for his outspoken candor and presentlythe leading Republican hopeful, suggestsincreasing taxes on Wall Street hedge fundtraders—clearly the upper end of the econom-ic food chain. It won’t be long before some-one mentions “corporate jets”.

Our community must maintain the constantdrumbeat of advocacy, which the EuropeanBusiness Aviation Association does through itsongoing communications with EU officials andthe National Business Aviation Associationpromotes with its No Plane No Gain communi-

cations program. The responsibility for spread-ing the good news about Business Aviation,however, rests with everyone who uses andthus understands the benefits of business air-craft. While we must support our BusinessAviation associations, we cannot leave all themessaging to others.

Actively promote Business Aviation. Leaveno room for politicians or others to gain trac-tion at the expense of business transportation,a key driver of a nation’s economy.

In This IssueSpeaking of economy, within our BizAvIntelligence section this month we focus onused aircraft market trends as we head intoautumn, with Dave Higdon reporting marketobservations of the dealers and brokers withtheir ears to the ground daily, and thoughtsfrom Vref’s Fletcher Aldredge.

Within our Flight Department section, theMedium Jet segment is profiled with BlueBookprice listings published for several models builtover the last 20 years; performance & specifi-cations data supplied by Conklin & de Decker;and Mike Chase reviewing the Learjet 45XR inhis latest Comparative Analysis. Fred Haapcontinues his series on ‘Building a FlightDepartment from Scratch’, Ken Elliott focusseshis Avionics Mandates series on ‘Data toInform’, and we review the various AircraftMaintenance Programs available to owners ofaircraft out of warranty.

Regular contributors such as Troy Rolf (taxdepreciation), Stuart Hope (Insurance - CaveatEmptor), and Jay Mesinger (Top Tips forBuyers and Sellers) lend their expertise to theBoardroom section. Irrespective of yourBusiness Aviation needs, we trust you will findplenty of value within this edition of AvBuyer.

Jack OlcottEditorial Director & PublisherAvBuyer -your source for Business Aviation Intelligence

UEntering The Silly Season

4 AVBUYER MAGAZINE – October 2015 Aircraft Index see Page 145www.AVBUYER.com

WelcomeEditor’s EDITORIAL

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

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

Editorial Contributor (USA Office)Dave Higdon

[email protected]

Consulting Editor Sean O’Farrell1- 800 620 8801

+44 (0)20 8391 [email protected]

ADVERTISINGLinda Blackburn (USA Sales)

1- 614 418 [email protected]

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

Karen Price1- 800 620 8801

+44 (0) 208391 [email protected]

STUDIO/PRODUCTIONHelen Cavalli / Mark Williams

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

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

AVBUYER.COMMichael Myburgh

[email protected]

Emma Davey [email protected]

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

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

Editor Welcome Final.qxp_JMesingerNov06 21/09/2015 14:41 Page 1

Washington, D.C. New York Georgia Texas

[email protected]

Welsch Aviation October.qxp_Layout 1 21/09/2015 16:39 Page 1

Editorial Focus

Dealer Broker Market Update – Fall 2015

While used aircraft transactions slow downsomewhat, the main message from the

industry’s dealers and brokers is ‘Don’t Panic’.Here’s why…

44


High-Flyers InterviewGary Bosstick began with a love for aviation,built his first business using that passion, and

then built a second business providing a neces-sary source of comfort to the BizAv industry.

Read more…

Aircraft Comparative Analysis –Bombardier Learjet 45XRHow does the Learjet 45XR square up

against Cessna’s Citation XLS? Find out in this month’s Comparative Analysis!

Third Party BizAv Maintenance Plans

Does financial predictability, higher residualvalue and expert maintenance appeal

to you? Then you’ll want to read on.

60

112

84

Contents Layout Oct15.qxp 24/09/2015 14:05 Page 1

ContentsVolume 19, Issue 10October2015

� BizAv Intelligence20 Business Aviation Market

Analysis: Rollie Vincent con-templates an Autumnal cool-ness reflected in the latestmarket trends

48 Used Aircraft Sales Trends:Fletcher Aldredge wheels outthe ‘naughty chair’ and roundsup the usual suspects in thepre-owned market…

52 Domestic (US) versus Interna-tional Used Market Trends:What will Mike Chase and MarjRose unpack from the latestJETNET >>KNOW MOREpre-owned statistics?

56 Market Segmentation: JayMesinger outlines the advan-tage of market segmentation ina supply-rich environment

� Boardroom64 MOVE Documentation:

Measure and document BizAv’soperational benefits via theM.O.V.E. protocol outlinedhere…

68 Top Tips for Buyers and Sellersof Aircraft: What are the fivethings Board members shouldknow in a recovery?

72 Understanding MACRS & ADS(1 of 2): Troy Rolf offers a run-down of Business Aviation Federal tax depreciation basics

76 BizAv Insurance Caveat Emptor: How do you dissectthe insurance deal that seemstoo good to be true? StuartHope investigates…

� Flight Department80 Avionics Mandates (Part 10):

An introduction to ‘Data toInform’, including the metricsof KPIs and KPAs…

88 Creating a Flight Department(Part 5): Fred Haap sharessome thoughts on theoperations manual

92 Does Bigger Assure Better?:Pete Agur offers a tribute toFlight Department excellence,large or small…

96 Are You Ready for PBN? (2 of 3): More procedures arebeing published worldwide,but how does BizAv benefit?

98 Retail Price Guide: 20-yearMedium Jets price guide fromThe Aircraft Bluebook

102 Specifications: Medium jetsperformance and specificationscomparisons

� Community135 BizAv Review: Global 7000

Milestones, OEM Bites and Appointments.

Next Month• Aircraft Comparative Analysis

– Hawker 800XP• US Business Aviation Fleet

Analysis

October 2015 – AVBUYER MAGAZINE 9Advertising Enquiries see Page 4 www.AVBUYER.com

Contents Layout Oct15.qxp 24/09/2015 10:24 Page 2

Avpro October new.qxp_Layout 1 22/09/2015 09:31 Page 1

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

2861 Aviation Way, West Columbia, SC 29170

The Citation Specialist since 1967...

2007 CESSNA CITATION CJ3, S/N 525B-0162

2002 CITATION CJ1, S/N 525-0498

2014 CITATION M2, S/N 525-0822

2000 CITATION EXCEL, S/N 560-5119

2000 CITATION CJ2, S/N 525-0396

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

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2008 CESSNA 400, S/N 411076

2001 CITATION ENCORE, S/N 560-0584

Eagle October.qxp 23/09/2015 16:21 Page 1

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A PERFECT AIRCRAFT FOR YOUThis G550, S/N 5316, quickly rose to the top of the list when we entered the market a few years ago based on its first-class pedigree, impeccable records and a lifetime of exclusively Gulfstream maintenance. Our client engaged Gulfstream Savannah to repaint it and do a complete refurbishment project. The only thing that was not redone was the wood as it is in excellent condition. Additionally, all NextGen avionic upgrades were also complied with. The cabin configuration with the forward galley and four distinct seating sections provides one of the most comfortable usable floor plans in any G550.

AIRCRAFT FEATURES• Currently operating Part 135, Professionally Maintained & Operated• Engines on RRCC & APU on MSP• ASC 910 with Enhanced Navigation• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities• Aircell Gogo Biz ATG-4000 High Speed Internet System w/Wi-Fi• Honeywell MCS-7000 Satcom with SwiftBroadband Data• Eighteen Passenger Interior Configuration

MOTIVATED SELLER | ASKING PRICE: MAKE OFFER

GULFSTREAM G550Serial Number: 5316

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GET THERE IN MAXIMUM SPACE & COMFORTOnce-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. 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.

AIRCRAFT FEATURES• 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

MOTIVATED SELLER | ASKING PRICE: MAKE OFFER

GULFSTREAM G650Travel faster, farther in comfort & style

Serial Number: 6076

2013 Citation XLS+

• Cessna Maintained,

Fresh Inspections

• Single Channel

SwiftBroadband

• IFIS, XM Weather, Jepp

Charts, TCAS-4000

Change 7.1

• ProParts,

PowerAdvantage+ &

AuxAdvantage

• Dual FMS-3000 (FMS

4.0), WAAS/LPV & Dual

SBAS GPS Receivers

Serial Number: 6138 Landings: 283

Hours: 317 TTAF

FOR SALE

1994 Falcon 900B

• Engines enrolled on

Honeywell MSP Gold,

APU enrolled on

Honeywell MSP

• Two Owners,

Excellent Pedigree

• Professionally Maintained

and Operated

• Low Time/Cycles

for Model-Year

• WAAS/LPV Capable with

(3) FMZ-2010 ver. 6.1

Serial Number: 134 Asking Price: $6,900,000

Hours: 5,044 TTAF Landings: 2,409

FOR SALE

1997 Falcon 50EX


Honeywell MSP Gold,

APU enrolled on MSP

• One Owner Since New

• Very low total time to

cycle ratio

• Complied with the 3C

check and Wing Tank

Modification (SB 496R2)

in May, 2015



FOR SALE

2011 Gulfstream G550


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

• Gogo Biz Broadband

Internet, SwiftBroadband

Serial Number: 5316 Asking Price: Make Offer

Hours: 2,664 TTAF Landings: 818

FOR SALE

MESINGER MARKETPLACE Brokerage & Acquisitions

Read our industry blog at jetsales.com/blog

Follow us on twitter @jmesinger

Watch videos at jetsales.com/inventory


• Delivered

September 25, 2014

• Factory Warranty

• Block Point 1 (ASC-901 &

ASC-18A) complied with

• Predictive Windshear,

SwiftBroadband & More

• Fwd Galley, Fwd &

Aft Lavs, 4 Seating

Sections — 17 Passenger

Configuration


Hours: 49 TTAF Landings: 22

FOR SALE

2000 Falcon 900EX

• Engines on JSSI Premium

Plus, APU on JSSI

• Excellent Pedigree

• Wing Tank Modification

• TCAS 7.1

• Gogo Biz

Broadband Internet



FOR SALE

2009 Challenger 605Serial Number: 5774 Landings: 343

Hours: 1,143 TTAF

FOR SALE


GE OnPoint, APU

on MSP Gold

• One operational owner

since new

• Always Hangared

• Bombardier and Jet

Aviation maintained

• Fresh 12/24/36 mo &

400 hour checks at

Bombardier, Dallas

• TCAS 7.1, ADS-B Out

(DO-260A)

2007 Global 5000

• Batch 3 Software

Upgrade w/ FANS 1/A+

CPDLC and SBAS w/LPV

Approach capability

• Triple FMS

• HUD & EVS

• Triple CD-820 Control

Display Units

• Autopilot Emergency

Descent Mode

• Honeywell AIS-2000

Satellite TV


Hours: 1,754 TTAF Landings: 703

FOR SALE

1996 Astra SPXSerial Number: 83 Asking Price: $1,900,000


FOR SALE: NEW TO MARKET

• Professionally Maintained

& Operated Part 135

• Two Owner’s Since New

• Engines Enrolled on

Honeywell MSP Gold

• Aircell ST 3100 Iridium

SATCOM

• Collins TWR-850

Turbulence Weather Radar

• Belted Lav Seat

2010 Global XRS

SOLD: JULY 2015

Challenger 300

UNDER CONTRACT: ACQUISITION

FILE PHOTO

Mesinger Jet Sales +1 303 444 6766 Fax: + 1 303 444 6866 jetsales.com

2001 Gulfstream V


Rolls-Royce Corporate

Care, APU enrolled on

Honeywell MSP

• Two Owners Since New

• FAR Part 91 Professionally

Operated and Maintained

• Honeywell Avionics

Protection Plan (HAPP)



FOR SALE


• Engines enrolled on Pratt

& Whitney ESP Gold

• Enrolled on Rockwell

Collins CASP

• Gogo Biz ATG 5000

Broadband Internet

with Wi-Fi

• Gogo Vision UCS-5000

On-demand In-flight

Entertainment System

• Dual Collins FMS 6100

• 12C (144mo) Inspection

complies with 10/28/14



FOR SALE

Global 6000

ACQUIRED: AUGUST 2015

FILE PHOTO

Global 6000

ACQUIRED: JULY 2015

FILE PHOTO

WANTED AIRCRAFT• Immediate buyers - exclusive clients• Our clients pay our commission• Sellers will contract directly with our clients

Citation CJ3

DEAL PENDING: ACQUISITION

FILE PHOTO

Falcon 2000EX EASy

UNDER CONTRACT: ACQUISITION

FILE PHOTO

1994 Falcon 50

SOLD: SEPTEMBER 2015

Gulfstream G650

ACQUIRED: AUGUST 2015

FILE PHOTO

Hawker 800A

SOLD: AUGUST 2015

Falcon 2000LX

WANTED

Falcon 2000EX EASy

WANTED

BIZAV INTELLIGENCE � MARKET INDICATORS


his month, we will be closely watchingearnings reports emanating from thebusiness aircraft manufacturers to get agauge on new order activity. Prominent

amongst these reports will be reports from Textronand General Dynamics (GD). As the perennial marketvolume leader, Textron Aviation – encompassing theCessna, Beechcraft and Hawker brands - has amassive installed base of almost 18,000 fixed-wingbusiness turbine aircraft, split almost equallybetween business jets and turboprops. Collectively,these represent a remarkable 51% of all fixed-wingturbine business aircraft currently operatingworldwide.

At 5.5% CAGR, GD’s Gulfstream Aerospace hasgenerated the fastest fleet growth in the industryover the last 10 years amongst competitors with

1,000 or more aircraft in service. According to thelatest JETNET records, there are now 2,500Gulfstreams in service worldwide, up from about1,000 aircraft as we entered the new millennium.About two-thirds of the Textron Aviation andGulfstream fleet is based in the US, where much ofthe sales focus will remain through the end of thisyear and well beyond.

Textron Aviation and Embraer Executive Jets haveeach embarked upon ambitious sales demonstrationtours of their newest aircraft to capture theimagination – and wallets – of customers. Theseaircraft, along with the recently upgradedBombardier Challenger 350 and Gulfstream G280,appear to be very well-timed and targeted, enteringinto service as the US market continues to gainmomentum.

As the leaves start to fall and cooler temperatures set in, the overallperformance of the Business Aviation industry – whether aircrafttransactions, new factory deliveries, aircraft departures and hoursflown or overall employment - has thus far proven disappointing for

many, notes Rollie Vincent, Editor, Market Indicators…

TRollie 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]

Business Aviation Market Analysis

Autumnal Coolness Reflected in the Latest BizAv Market Trends

MarketIndicators .qxp_Layout 1 22/09/2015 16:08 Page 1

Corporate Concepts International, Inc.

� Available for Sale, Lease, Lease / Purchase

� Fourteen passenger executive interior with Forward and

Aft lavatories

� Fresh 60 / 180 month and 500 hour inspections

� Enrolled in engine, APU and airframe programs

� Batch 3 avionics upgrades including ADS-B allowing for

worldwide operations

Best Global Express Value

� EMB-135LR – 16 seats / EMB-145EP – 50 seats

� EMB-135 enrolled in all programs for airframe and engines

� Fresh 144 month inspection and landing gear overhaul by

Embraer

� Available for Sale, Lease or Lease Purchase – Call for details

EMB-135LR and EMB-145EP

� Super B727-200

� B-737-200 Advanced

� DC8-62

� Boeing Business Jet

� Contact us for your Large Cabin VVIP requirements

Large Cabin VVIP Aircraft Available

Financing and Leases Available – See www.flycci.com for further details

Additional Aircraft Available: Cessna Grand Caravan, Challenger 300, Citation Sovereign, Lear 45XR,Eurocopter AS355F-2, Eurocopter EC-120B, Agusta AW109, Global 5000 for Lease in Europe

2010 Husky A-1C – Only 158 hours, Upgraded Garmin avionics and more

� New generation cabin with increased headroom

� High speed internet with satellite phone

� Enrolled in Executive Care and Corporate Care programs

� Forward and Aft lavatories

� Burns half the fuel of a GIV-SP – FAA Part 135

� For Sale or Lease – Motivated Seller

2008 Legacy 600 –$10,450,000 – Open to All Offers

Dennis Blackburn

+1 832 647 7581

Fernando Garcia

+52 55 54077686

Chris Zarnik

+1 919 264 6212

Larry Wright

+1 704 906 3755

Shailon Ian

+55 (21) 982 -010605

Corporate Concepts 2 October.qxp 21/09/2015 14:52 Page 1

With first deliveries to US-basedcustomers in August 2015, a CitationLatitude demonstrator was being flown ona rapid-fire, 39-airport sales demonstrationtour across the US in September.According to ARGUS’ TRAQPak (see MapA), the Latitude demonstrator has beenoperating extensively, blanketing the USand averaging about 1.5 segments a daythrough mid-September. It is a vividillustration of an ‘all-hands-on-deck’ pushto put hardware in front of customers andprospects to capture potential business inthis calendar year.

Not to be outdone, Honda Aircraftrecently completed a successful around-the-world tour of the HondaJet. Embraercontinued its advance, achieving typecertification from Brazil’s ANAC and the USFAA in August 2015, and from EASA inSeptember for the Legacy 450, with initialdeliveries to customers planned for Q42015. Along with the Legacy 500, Embraeris packing a formidable ‘one-two’ punch ina battle for market share and technologyleadership in the middle of the businessjet market.

The Citation Latitude and Legacy500/450 are coming on-stream at anopportune time when the interest inmedium-sized business jets – particularlythe latest batch with stand-up, walk-aroundcabins – is accelerating (see Brian Foley’snote to this effect on p26).

In fact, when asked about their opinionson where the Business Aviation industry isin the current business cycle, medium jetoperators were the most optimistic sub-group of all respondents to the latestJETNET iQ Global Business Aviation Surveycompleted in July 2015 (see Chart A).

Although the world newspaperheadlines might suggest otherwise, thereis considerable optimism amongstBusiness Aviation owners and operators,especially in the US, where optimistsoutnumber pessimists by almost 5 to 1(the highest ratio recorded since we beganthese measurements in 2012).

US Source for OptimismSome of the fundamentals underpinningthe health of the US market suggest thatthere is no shortage of power in theindustry’s historical growth engine -reflected in the relative optimism of the USBureau of Economic Analysis, which in lateAugust issued its latest readings on theeconomy, suggesting that real GDPgrowth from Q1 to Q2 2015 was arelatively healthy 3.7%, driven largely by

increases in the personal consumption ofgoods and services.

US real GDP in Q2 2015 was up 2.7%from the same period one year ago,continuing a string of (now) 22 consecutivequarters of YOY growth. Initial readings forQ2 2015 are that US after-tax corporateprofits continue to hover around $1.5trillion on an annualized basis, similar toresults posted from since the end of 2011,and about 30% higher than the previoushistorical peak reached in 2006. Total

assets of US non-financial companies heldin liquid or near-liquid form have steadilyincreased to almost $2 trillion based onthe latest government data.

The liquid asset ratio (comparing liquidassets to short-term liabilities) of US non-financial companies has remainedelevated in the range of 45-50% since thefinancial crisis of 2008 – suggestingcontinuing conservatism on the one hand,but an ability to move quickly to seizeattractive investment opportunities on

SOURCE: JETNET iQ Q2 2015 Global Business Aviation Survey of 504 fixed-wingturbine aircraft owners/operators in 58 countries flying 1,611 fixed-wing turbine aircraft

Map A: Latitude Demonstrator Tour

Chart A: Current Business CycleOpinion by Size Category - Q2 2015 Survey

22 AVBUYER MAGAZINE – October 2015 Aircraft Index see Page 145www.AVBUYER.comcontinued on page 26



2009 Gulfstream G450• Price: Make Offer• Into Service 2010• TTAF: 1402• Landings: 668• Engines on RRCC• Part 135 Compliance• Aft Galley• Crew Area• Fwd and Aft Lavs• 14 Passenger Configuration

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

2010 Gulfstream G450• Price USD $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

2007 Gulfstream G450• Price: Make Offer• Total Time: 1850 hrs• Landings: 775• Engines Enrolled on RRCC• HUD/EVS• SecuraPlane External Camera System• Airshow 4000• Honeywell MCS 7000 SATCOM• 14 Passenger Interior• Aft Galley• Forward Crew Lavatory

FREESTREAM AIRCRAFT LIMITED

London+44 207 584 [email protected]

FREESTREAM AIRCRAFT (BERMUDA)LIMITED

Hamilton, Bermuda+441 505 [email protected]

FREESTREAM AIRCRAFT (H.K.)LIMITED

Hong Kong+852 2724 [email protected]

FREESTREAM AIRCRAFT USA LIMITED

New York+1 201 365 [email protected]

Freestream October.qxp 23/09/2015 16:25 Page 1

1999 Challenger 604 S/N: 5426• $6,495,000• 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

2009 Gulfstream G550 S/N: 5231• $33,950,000• 1243 AFTT• 514 Cycles• Engines on RRCC• APU on MSP• Enhanced Nav w/Synthetic Vision• Honeywell Planeview Cert ‘F’• Head-Up Guidance System• Forward Galley• 18 passenger configuration

2007/2009 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

1998 Boeing BBJ S/N: 29273• Price reduced• Total Time Airframe: 3797.17 Hours• Landings: 935• Delivered with a Fresh A2 & C1 check completed 2014• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network• 18 Place Interior• One Owner Since New

2008 Gulfstream G550 S/N: 5176• Price reduced• Total Time: 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• Forward crew rest• Available for viewing Immediately in Bridgeport,Connecticut


FREESTREAM AIRCRAFT LIMITED

London+44 207 584 [email protected]

FREESTREAM AIRCRAFT (BERMUDA)LIMITED

Hamilton, Bermuda+441 505 [email protected]

FREESTREAM AIRCRAFT (H.K.)LIMITED

Hong Kong+852 2724 [email protected]

FREESTREAM AIRCRAFT USA LIMITED

New York+1 201 365 [email protected]

2009 Sikorsky S-76C++ S/N: 760757 • Price reduced• TTAF: 211.54 hours• Lowest Time Pre-Owned S76C++ on the market• Excellent Condition• Single Pilot IFR• EGPWS• CVR & MPFR• Emergency Float System

2001 Learjet 45 S/N: 167• Make Offer• AFTT: 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

2012 S-76D• 2012 S76D like new (delivered 2013)• Only 19 hrs TTSN• Utility Interior • 12 passenger seats (3 x 4)

2001 Falcon 900EX S/N: 87• New Asking Price $10,950,000• Engines Enrolled on 100% JSSI• TTAF: 5,345.16• Landings: 2,922• 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

2006/2007 Global Express XRS• $23,950,000• 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




the other. For the aircraft salesperson, USbuyers across a spectrum of industries – indurable and non-durable goodsmanufacturing, and in service such asgeneral retail, automobile and truck salesand service, housing and utilities,transportation, package and freightdelivery, finance/insurance, and health andrecreation - should be in a relatively goodsituation and open to “taking a sales call”as the year-end approaches.

Patchy European PictureIn Europe, sales opportunities through therest of 2015 will be more country- andcompany-specific with hot and cold spotssimilar to those experienced by any batherenjoying the pristine waters of theMediterranean.

Germany and the UK, representingEurope’s two largest business jet fleets,should continue to provide the most near-term sales opportunities. Germanunemployment is now at just 4.7% (a 34-year low), and the country’s balance oftrade (fueled by strong exports) was at arecord surplus level in July 2015. UK GDPgrowth through June 2015 was a

respectable 2.6% on an annualized basis,with unemployment down to 5.5%. Stockmarket corrections aside, prospects for theUK’s largely service-based economyremain positive, at or above pre-GreatRecession levels, based on purchasingmanager indices and the level ofconsumer confidence.

Oil prices remain depressed relative torecent highs, with Brent and West TexasIntermediate crude trading in a range ofUS$47-50 at press time, down 50% year-over-year. Lower commodity prices arehitting many of Business Aviation’semerging markets hard; the same is true inmore developed economies that arelargely dependent on commodities fortheir prosperity. This has slowed demandfrom other ‘Top 20’ Business Aviationcountry-markets such as Canada, Australia,Brazil and South Africa.

The US$, the currency in which mostbusiness aircraft transactions arenegotiated, was hovering near $1.13 perEuro at the time of publication. The Eurohas appreciated slightly relative to the US$since April 2015, but remains well off itspre-Great Recession peak of $1.60. Just a

year ago, Euros would buy 17% moredollars (read airplanes) than they do today,highlighting the challenges facing buyersand sellers in today’s unsettled Euro Areamarket. Business aircraft flight operationsin Europe remain basically flat on a year-over-year basis, with a bit of a temperatureinversion – the more Northerly thelatitude, the warmer the activity level, ledby Germany and Scandinavia.

Speaking of Latitudes, if you have notalready had the opportunity, we wouldsuggest you visit your friendlyneighbourhood airport to experience first-hand some of the features of today’s newbreeds of medium jet. Given that the vastmajority of business aircraft missions areless than 2,500nm in length, we would notbe surprised to see buyers increasinglydrawn towards the middle of the marketfor their next purchases. Assuming that theaircraft sales pipeline and transactionprocess can move at Mach 0.80 or faster,there may be cause for a little extracelebration as we move towards USThanksgiving and year-end.

MI www.rollandvincent.com

Textron OptimismTextron chairman and CEO Scott Donnelly is optimisticabout the outlook for Textron Aviation as the dominantNorth American business jet market remains ‘fairly strong’.Revenues at Textron Aviation were down $59m, primarilyreflecting a change in the mix of jets delivered in thequarter. Textron delivered 36 new Citation jets and 30 KingAir turboprops in Q2, compared to 36 Citations and 34 KingAirs in Q2 2014.

Textron Aviation recorded a segment profit of $88m inthe second quarter compared to $28m a year ago. Theincrease is primarily attributed to improved performance,reflecting a $27m lower fair value step-up adjustment and

the benefit of the integrated cost structure of Beechcraftand Cessna. Textron Aviation’s backlog at the end of Q22015 was $1.4bn, up $145m from the end of Q1.

Meanwhile, Bell revenues decreased $269m, primarily theresult of lower aircraft deliveries and a $41m impact fromthe settlement of the SDD phase of the ARH program in Q22014.

Bell’s backlog at the end of Q2 2015 was $4.8bn, down$477m from the end of Q1.

MI www.txtav.com

GD: What Bizjet Slump?During a Q2 investor call recently, General Dynamics chairmanand CEO Phebe Novakovic dismissed ‘speculation’ and ‘rumorintelligence’ by competitors of a slumping business jet market,noting that subsidiary Gulfstream Aerospace “had its best Q2[for new aircraft sales] since 2008.” The company’s order book grew by nearly $1bn in Q2, to$14.02bn, with book-to-bill exceeding 1:1. Novakovic said thatdemand is strong across Gulfstream’s entire product portfolio.

“We also saw the return of many Fortune 500 companies,

which are now placing orders to replenish their fleets.”Overall, Gulfstream delivered 41 completed jets in Q2, three

more than in Q2 2014. Large-cabin shipments soared by sevenunits, to 33, while midsize deliveries fell by four units, to eight.Q2 revenues at General Dynamics’ aerospace segment, whichalso includes Jet Aviation, climbed by $263m to $2.258bn whileprofits increased by $55m to $226m.

MI www.generaldynamics.com

continued on page 30


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August Business Aviation flight activityposted a decrease from July to finish themonth down -2.7%. Dating back to 2012,flight activity has historically increased fromJuly to August notes ARGUS…Results by operational category were allnegative for the month, with Part 135operators posting the largest monthly drop,down -3.7%. The Fractional and Part 91markets saw decreases of -1.7% and -2.2%respectively.

Looking at the aircraft categories, thesmall cabin market posted the biggestdecrease from July, off -3.8%. The turbopropmarket posted a decline of -2.8%, followedby mid-size cabin aircraft, down -2.1%, andlarge cabin aircraft, down -1.2%. The onlymonthly gain occurred in the Part 91 largecabin segment, up 0.7% from July.

Year-over-YearReviewing year-over-year (YOY) flight activity- August 2015 vs. August 2014 - TRAQPak

data indicates that August 2015 posted aslight increase of 0.5%. Note: historicallyspeaking, August has only averaged a 0.3%yearly increase over the last three years.Results by operational category continue toshow growth in the Part 135 market with aYOY increase of 3.4%. The Part 91 andFractional markets slipped into the red withdecreases of -0.3% and -3.8%, in that order.

Flight activity by aircraft category waspositive for the top and bottom of themarket, while the middle market struggled togain traction. Large cabin aircraft led the wayposting an increase of 2.6% from August2014. The turboprop market posted its sixthconsecutive YOY increase, finishing theperiod up 1.9%. Small and mid-size cabinaircraft posted declines of -0.7% and -1.2%respectively. The largest YOY gain for anindividual segment occurred in the Part 135turboprop segment, which saw an increaseof 7.1%.MI www.argus.aero

BizAv Activity - US & Canada



BizAv Activity -EuropeThere were 72,182 Business Aviationflight departures in Europe in August2015, notes WingX, down -1.5% onAugust 2014 and -6% on August 2008.Flight hours fell 3.4% while the YTD 2015trend is now -1%.Growth has once again stuttered with Italyproving particularly weak this summerwhile clearly the collapse in the CISmarket has undermined the VIP touristseason. At the aggregate level, charterdemand was relatively soft although therewere exceptions with super-mid-size andvery light jets flying much more this year.

Turboprops have also been in strongdemand, with this summer's prop flightsexceeding pre-2008 peaks. The top-endof the market is also still strong, with ultra-long-range activity increasing as heavy jetactivity declines.

Germany was the main growth market,with overall activity up 4% and privateflights up more than 15%. Flight activityin France also increased and there was aspike in activity in the Scandinavianregion.

As mentioned above, the relapse thismonth came largely from Italy whereflights declined 8%, while YOY flightactivity also dropped in Spain and the UK.Peripheral European markets continued tostruggle with Turkey down 9% and Russiadeclining by 20%.

Overall, the core Western Europeanmarket was just ahead in August - growththat was outweighed by declines in Southand East Europe. Specifically, business jetactivity continues to disappoint, with aYOY -5% reduction in flights. The otherfleet categories - turboprop and piston -increased activity in August, especiallypiston AOC.MI www.wingx-advance.com

The Falcon 900 used jets (including the 900C, 900EX, 900EX EASy, 900DX and900LX) are worth watching closely over the coming months according to JamesBecker, Senior Aircraft Appraiser at Elliott Aviation.In his exclusive online blog available to view for free at AvBuyer.com, Mr. Becker looksat the recent trends for the later models in the Falcon 900 series, highlightingaverage days on the market, recent transactions and availability – courtesy of JETNET– while assessing the possible impact of their recent sales activity.MI www.avbuyer.com/articles/the-bizav-bloggers/the-falcon-900-series-under-the-market-spotlight/

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O'Gara Oct.qxp_Layout 1 23/09/2015 09:46 Page 2

In-Service Aircraft TechnicalCondition & PriceAn Asset Insight Index analysisconducted on August 30, 2015 covering91 fixed-wing models and 1,813 aircraftlisted for sale revealed “Excellent” assetquality, and the highest overall rating onrecord.

Maintenance Rating (ATC Score): AssetTechnical Condition Score (an aircraft’srating relative to its OptimalMaintenance Condition – achieved theday it came off the production line)decreased by a mere 1.5 AI2 basis points,registering 5.420 versus July’s 5.435, onthe ATC Score scale of -5 to 10. Thefigure virtually equals the averageMaintenance Rating for the past twelvemonths.

Financial Rating: Asset TechnicalFinancial Condition Score (evaluatingscheduled maintenance event cost basedon the aircraft Maintenance Rating)improved 14.2 AI2 basis points, on thezero to 10 ATFC Score scale, registeringa record high 5.245 versus July’s 5.103.

Asset Exposure (ATFE Value): AssetTechnical Financial Exposure Value (anaircraft’s accumulated maintenancefinancial exposure) improved animpressive 21.3% in August, decreasing$383k to $1.415m, the lowest averageExposure figure since October 2014.

All three Jet groups showed assetquality improvement, while Turbopropslost a bit of ground. By aircraft group,asset quality was as follows:

• Large Jets: ‘Outstanding’ assetquality, the best Ratings among thefour groups and just below thegroup’s record figure achieved lastNovember. Financial Rating was thebest this group has ever achieved;and Asset Exposure improvedsubstantively, registering below thegroup’s 12-month average.

• Small Jets: ‘Excellent’ asset quality,achieving second among the groups byvirtue of a 12-month high MaintenanceRating, and record high Financial andoverall asset quality Ratings. AssetExposure decreased $325k to achievethe group’s best 2015 figure.



The Big (Cabin) ChillAfter years of being a major, reliable revenue driver in the Business Aviation industry, salesof large business jets are beginning to show signs of fatigue, warns Brian Foley.The market for intercontinental aircraft with seating for 15-plus and price tags in the$35-75m range were barely fazed by the 2009 worldwide financial crisis. “Conversely,sales of smaller, more modest jets declined by two-thirds forcing planemakers in thatsegment to halve staffing and in one case fold. The split personality between big andsmall is showing objective evidence of change, and is in fact reversing,” notes Foley.

Delving into recent jet delivery figures published by GAMA, and noting that whileoverall deliveries in 2014 were up 6.5% over 2013 small and medium jets drove thatgrowth and were up 11.9% whereas big cabin jets sank 2.8%, Foley sees the trend iseven more pronounced when comparing the first half of 2015 with 2014. “Thisindicates 3.6% more small/medium jets deliveries but 12.7% fewer big cabin jets.”

There’s other anecdotal evidence pointing to a slowdown in the large segment.Bombardier slowed production of its Global 5000 and 6000 business jets idling 1,750employees, and then delayed its (even bigger) Global 7000 and 8000 jets by twoyears; and Dassault reports just five net Falcon Jet sales in the first half due to weakerglobal demand and a large fleet order cancellation.

Foley attributes the slowdown in the upper echelons to a combination of factors,including an economic decline in emerging markets that geographically have a needfor ultra-long-range jets; a strengthening US Dollar making them cost more overseas;and declining commodity prices. While Foley believes total 2015 business jet unitdeliveries will match or exceed 2014 levels, he expects overall delivery values to falldue to a change in mix that has fewer high-value big cabin jets and more of theless-expensive smaller ones.MI www.brifo.com

The latest business aircraft forecastanalysis released by Frost & Sullivanpredicts the market will amount to a$27.94bn business in 2020, a 13.8%increase over the $24.55bn in billingsreported last year.The number of pre-owned aircraft for saleis a trend indicator for new business aircraftdemand, notes the analysis. That numberhas been declining, and pre-owned aircraftprices remain fairly low creating a gapbetween new and pre-owned aircraftpricing that restrains new aircraftpurchases. Among the key observations ofthe analysis:- Modifications tend to be reduced in

scope, but modification facilities inNorth America and Europe are bookedup through the foreseeable future.

- New deliveries of large airframes are atrecord levels and are the major marketsales area.

- The medium jet market has started torecover, predominantly in the longer

range portion. Light jet market growthis still small, but there is some hope formarket growth.

- The aircraft manufacturers are carefulwith their production rates. Estimatesof future production rates arerestrained.

- The Great Recession has changed thebusiness aircraft business model. In2007, virtually every type of businessaircraft usage was said to be growing.

MI www.frost.com

BizAv Market toRise 13.8% by 2020



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• Medium Jets: ‘Excellent’ asset quality, achieving third placein the rankings. Asset Exposure decreased by approximately$444k, recording the best figure in 2015.

• Turboprops: ‘Very Good’ overall asset quality (but lower thanlast month’s record figure due to 12-month low MaintenanceRating). Best Financial Rating since September 2014 and $61kimprovement in Asset Exposure (the best figure since October2014).

Exposure To Price (ETP) Ratio: Spread in the ETP Ratio for theaircraft tracked by Asset Insight narrowed by a record 105.8percentage points since July, and the average Ratio registered50.7% - the best figure during 2015. We consider an ETP Ratio (theaircraft’s Maintenance Exposure divided by its Ask Price) above40% to represent excessive Asset Exposure in relation to Ask Price.

While the industry average has continuously exceeded the 40%level since March 2014, this month’s ETP Ratio reflects a near 25%improvement. Asset quality enhancement was the primary driver,along with some Ask Price strengthening – although overall AskPrices fell approximately $40k since July.

• Large Jets: Recorded a near 22% change in ETP Ratio sinceJuly, improving from 43.3% to 33.9% -- the lowest/best Ratioamong all groups. The aircraft we track also registered a slightAsk Price increase, from $15.99m to $16.15m. Both arepotentially good signs – particularly for Sellers.

• Medium Jets: With a near 21% reduction (53.4% versus lastmonth’s 67.3%), the group’s ETP Ratio registered its best figurethis year. The average Ask Prices for tracked aircraft fell 5.5% toreach a 12-month low ($3.6m). But the group’s 26%improvement in Asset Exposure more than offset the pricingreduction. Prospective Buyers should take note, as qualityassets at attractive prices do not linger on listings for long.

• Small Jets: This group registered a 33% improvement in ETPRatio this month, and its best ETP figure of the year (68%versus last month’s record high of 101.7%). Average Ask Priceincreased nearly 6.9% to $2.02m - a 12-month high. AlthoughSmall Jets continue to generate the worst ETP Ratio among thefour groups, Buyers have improved asset quality from which tochoose – thanks to reduced Asset Exposure, while Sellers canonly hope that Ask Price strengthening carries through to thetransaction price.

• Turboprops:Notching a 43.3% ETP Ratio, second best amongall sectors, turboprops improved from last month’s 49.9%, torecord the sector’s best figure of 2015. Ask Price improvedslightly to $1.59m, edging above the group’s 12-monthaverage. Last month we noted that Turboprop asset quality andpricing represented good value. Sellers may now be trying totake advantage of that fact.

Market SummaryRarely have we witnessed such a uniformly positive shift in overallasset quality as that reflected by this month’s market survey. Not allindicators moved in a positive direction, but Asset Exposure andAsk Price cooperated to improve the ETP Ratio for all aircraftgroups.

This bodes well for the short-term, providing good values forBuyers and transaction opportunities for Sellers. It will beinteresting to see just how quickly higher quality assets areabsorbed, but as we all should know by now, good assets do notlinger in the for sale section.

MI www.assetinsightinc.com �SOURCE: AMSTAT (WWW.AMSTATCORP.COM)ASSET INSIGHT, INC (WWW.ASSETINSIGHTINC.COM)




Aviation Advisors September.qxp_Layout 1 21/09/2015 15:00 Page 1

Elliott October.qxp_Layout 1 21/09/2015 15:02 Page 1

Elliott October.qxp_Layout 1 21/09/2015 15:03 Page 2

verall business fundamentals remainsolid and responsive to market condi-tions, in contrast to a series of signifi-cant swings in many market indexes –

the stock market among them. Business flyingseems to be ‘throttling up’ somewhat. From smallincreases early in the year, flight activity acceleratedgradually to post growth in mid-single digits, withforecasters expecting a return to flight levelscomparable to before the financial crisis.

Meanwhile, the opposite is happening to transac-tions of used business aircraft: They're slowing – butonly for understandable, visible, logical reasonsrelated to the pre-owned market itself. Hence,advice urging buyers and sellers to avoid panicemerged from conversations with several dealers

and brokers positioned around the market. Themarket is merely responding to a couple offundamentals…

“One of my clients called feeling a little spookedthe day the stock market took a thousand-pointplunge in early trading, before ending the day downfar less – and up again two days later,” recalled aNortheast-based broker. “The client asked whetherI’d heard about the markets. ‘What does that meanfor the prospects of selling our airplane?' theyenquired.

“Given that the markets were already stabilizing,and that its daily fluctuations don't greatly influencetransactions of viable assets like a good, usable busi-ness jet, I assured him the prospects weren’t effect-ed much, adding half-jokingly 'Don't panic!'

Dealer Broker MarketUpdate - Fall 2015


O

Transactions of turbine business aircraft seem to be slowing, but not to worry say a selection of dealers and brokers of

used business aircraft. Dave Higdon reports…

BIZAV INTELLIGENCE � USED AIRCRAFT SALES

Markets Plunge Making Pre-Owned More Attractive

Buying & Selling Oct15.qxp_Finance 21/09/2015 14:19 Page 1

“It takes something more than a market hiccupto send business aircraft sales into disarray,” thebroker stressed. “Weeks of (stock market) declines,like the meltdown of 2008...now that's a differentstory.”

While the financial markets' gyrations unsettledsome, few observers or participants blamed theroller-coaster action of the market in August forimpacting business aircraft transactions – new orpre-owned. The factors influencing used businessaircraft sales these days stem not from the state ofthe economy, but from the state of the businessaircraft market itself.

Right now, noted a Southeast broker, the mar-ket has been strong enough to start getting a littletight supply-wise, tightening in part because ofslower new-aircraft sales.

“It would be different if we still had one-in-sixor one-in-seven of the fleet for sale,” the WestCoast broker said. “Right now we barely makeone-in-eight, and are dipping closer to one-in-10...I can't remember the last time the percentage of

fleet for sale was that low.” As a matter of fact,that time would be back in 2007 – and part of thecatalyst to that situation was a market red hot withdemand fed by new operators coming intoBusiness Aviation on the wings of both new andused business aircraft.

According to the supply/demand theory, a tight-ening market should mean higher prices. Thoseprices are indeed up by low double-digit percent-ages, not only making for happier sellers, but alsoseeming to influence average times that aircraft areon the market as some buyers move more quickly tohedge against further price escalation.

Biggest Ever Fleet...Despite the deceleration, the total fleet keepsgrowing and operator numbers continue to swell.Growth never really stopped – it only slowed,despite some showy sell-offs of corporate aircraftby some PR-sensitive operating companies after2008. Few of them abandoned their use of busi-ness aircraft. Others restructured their exposure,sold their airplanes and leased or chartered – andgenerally continued flying business aircraft.

This slowdown looks and feels nothing like thelast one, say dealers and brokers. Nor do theyexpect it to last long, given the growth in aircraftuse. For one, much of the decline in the availablefleet stems from sales success and the resultingripple effect – back to shorter selling times and, ashappens when supplies tighten, higher initialasking prices.

“Some of those initial ‘blue sky’ asking pricescome down after a few months of rejected – or no– offers,” explained a Midwest dealer. He and oth-ers expect the market upheavals of late Augustand early September will influence the market –but, again, not like seven or eight years ago.

Random Ripples of Global ActivityChina struggles with both a broad slowdown of itsonce-hot economy and a resulting currency deval-uation – compounded by a falling indigenousstock market. Most investments in China's stockmarket are domestic, the companies losing valuenot widely traded elsewhere. But market jitterstend to spread like a virus, infecting people farremoved from the cause and sending other mar-kets off their several years of steady bull-market gains.

Aviation brokers and dealers say they're stillworking prospects for pre-owned transactions tothe world's second-largest economy, so thedemand there still remains a factor within theglobal picture. Meanwhile, the fundamentals ofmost of the world's top economies remain solidalbeit far from spectacular, with everything grow-ing except the one number most able to con-tribute to more robust growth: namely, increasedreal income among the vast middle strata ofAmericans and Europeans – the folks whose


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

“ He and

others expect

the market

upheavals of

late August

and early

September

will

influence the

market – but,

again, not

like seven

or eight

years ago.”


purchasing activities drive most of their respectiveeconomies. In parallel, the basic needs for busi-ness travel remain to underpin a continuation of aviable market for pre-owned business aircraft, butinventories are thinner - even the large-cabin jetsegment is finally cooling off among both new andpre-owned aircraft buyers.

Expectations Point UpForecasts from research and support organizationsalike point toward continuing gains in flight activi-ty. What should follow depends on where you'restanding: If you are a seller, a market shift in yourdirection as selections continue to decline whilesale prices climb; if you are a buyer, increasingpressure to act quickly to avoid further price esca-lation – and fewer options from which to choose.

At some point new airplane sales will start togrow again and more supply will flow into the pre-owned fleet ‘For Sale’. A Midwest dealer opinedthat the current slowdown in pre-owned and newaircraft sales reflect different issues. For new air-craft sales, it's partly an issue with companies con-tinuing to accumulate and hold cash.

“If the new airplane brings nothing more thanits newness, many companies are making do,holding their existing lift and performing the nec-essary upgrades to keep it viable,” he remarked.“Remember, a cabin refurbishment can deliver thatsame smell as a new airplane – for a lot less.”

And on the pre-owned side? “We're seeing, inpart, a ripple from the slowdown in new airplanesales,” explained our Northeast broker. Fewer newaircraft deliveries ‘ripple’ through the market,reducing the number of pre-owned aircraft cominginto the ‘For Sale’ fleet, contributing to a further

tightening of supplies. That, in turn, underpins thetrend toward higher asking prices. Together thesefactors combine enough to make the decelerationnoticeable, but not far enough to stall the market.

If there's a bright spot, summarizes the collec-tive view, it's in smaller business-turbine aircraft -the segment that suffered the most in the latterpart of the last decade. And the segment thatcontinued to boom, relatively, is finally seeing aslowdown in new aircraft sales that's further tight-ening an already tight market among the large-cabin and businessliner options. As the Northeastbroker put it, “The bottom line is that everything isstill selling, but there's less to sell – and that'simpacting prices and forcing some sellers torethink their position.”

The World's Still Spinning!Increased utilization; declines in new aircraftsales; decreasing pre-owned sales (all amid adeclining ‘For Sale’ fleet) combine with a lot ofunsettled issues that remain in the world. TheNortheast broker concluded that some things arealways unsettled in some parts of the world, andstill elsewhere in the world’s business, commerceand life continue to progress.

“We weathered the Iraq War years, the GreatRecession, floods, fires, natural and man-madedisasters...and now we're not even going back-ward because of this slowdown in airplanesales,” he concluded. “We're just not growing asfast as we have. We may be at the point wherewe finally grow beyond where we were beforethe financial crisis and the recession. The keynow is to keep calm, carry on, and by nomeans panic!” �



“And on the

pre-owned side? ‘We'reseeing, inpart, a

ripple fromthe

slowdown in newairplanesales,’

explainedour

Northeastbroker.”


Tempus Jets October.qxp_Layout 1 21/09/2015 15:12 Page 1

ctivity in most segments was down-right brisk, especially when consider-ing we just passed through thedoggiest days of summer. Prices, not

to be confused with Activity, however continue tobe stagnant.

Piston Singles & TwinsWe are long overdue in thanking AOPA for its tire-less efforts to reform medical standards. Thankyou, Mark Baker and your hard-working staff!There is no credible evidence that a third-classmedical does anything beyond creating a road-block for aircraft owners and pilots.

Nearly all of the arguments we’ve heard againstreform are from large aircraft drivers bent on“keeping those bugsmashers out of my way”. Ok,Roger Ramjet, you learned to fly in a so-called‘bugsmasher’, and so will your sons and daugh-ters. Some of my happiest moments have been atthe controls of a jet, climbing out with a light fuelload. Yet it’s clear to me, medical reform could bethe single easiest, most achievable way to revital-ize General Aviation. For all the details and links tocontact your elected officials on this matter, visitAOPA.org.

Even in the current environment (i.e., outdatedmedical requirements and sluggish economies)

piston aircraft are faring much better than their tur-bine counterparts. In the recent quarter, falling fuelprices were credited with increased activity - espe-cially in Beech Barons, Cessna 310s and PiperSenecas. At this time, there is little or no upwardpressure on prices.

Yes, this remains a good time to buy. And whatcan your money buy? Table A (opposite) showsthat you can buy lots!

Turbine SegmentBroker comments during the recent quarter rangefrom, “This was the best, most active Summer I’veever had,” to “Broker X is killing the market byselling his Lear, Gulfstream, etc., below market.”Most dealers and brokers we have spoken with sayactivity has been better than good. However, afew still want to round up the usual suspects inorder to explain current market conditions.

As we said way back in 2008, banks, books andbrokers don’t make or break markets. Smart,knowledgeable brokers can vastly facilitate a deal.However, markets in a free society are made bybuyers and sellers. And, at the moment, it remainsa buyers’ market.

What can your money buy in the turbine seg-ment? A lot more than it did a year ago, saysTable B (opposite)…

Used Aircraft Sales TrendsThe Naughty Chair and a Round-Up of the Usual Suspects


A

It’s a great time to be a buyer or a broker, notes Vref’s Fletcher Aldredge. But is it a great time to be a seller? Not so much…


Fletcher Aldredge ispublisher of the industry-respected Vref AircraftValue Reference Guide.Vref is the industry’smodern price guide,designed especially forprofessionals operatingin today’s challengingmarketplace. ContactFletcher [email protected]

Buying & Selling 3 Oct15.qxp_Finance 22/09/2015 13:26 Page 1

The Naughty ChairWe had intended to include a two-col-umn list of what is causing downwardpressure on the market and what is astabilizing, positive influence. The down-ward pressure side was lopsided andlengthy, including too many airplanesand they don’t wear out. The GlobalEconomy can’t seem to stay in recoverymode for more than one CNN newscycle. That’s left us with a Global supplywithout the Global demand.

The positive/stabilizing side of the listonly included one item, but it easilytrumped (sorry) all the others: Privatetransportation whether via BeechBonanza or Gulfstream G550 is inde-scribably convenient, safe and efficient.To prove a point, here’s a short but truestory:

I recently flew (USAir) to Denver onvacation. I dreaded the return flight somuch I forfeited my ticket, rented a carand drove back...and I hate driving.Flying most scheduled airlines is a lotlike sitting on the naughty chair, only mymom didn’t make me sit there for hourswith my knees tucked under my chin.

The staff at Vref has the distinctadvantage of observing this industryfrom virtually every level. And, we likewhat we see. Dealers and brokers - thesuccessful ones - realize we may nevergo back to the days when you could put

a Cessna 210 into inventory and beguaranteed easy appreciation. Motoryachts and backhoes usually don’t go upin value; why would we expect airplanesto appreciate?

On the manufacturing side, the OEMsare continually pushing the envelope:more range, more speed and eventually,near total automation. There are manyexciting things on the horizon. A little oldcompany called Airbus is planning the E-Fan, an electric airplane to be released in2017. Also, just for fun, typeteslaaircraft.com into your browser...

Whether we’re talking near-term or inthe distance, we see a bright future forGeneral Aviation…for those willing toadapt and keep up with the changes. �


Buying & Selling 3 Oct15.qxp_Finance 22/09/2015 13:26 Page 2

arket trends are always easier to ana-lyze historically than they are to pre-dict for the future. While our industryrecovery from the 2008 low seemstoo slow for most of us, it is interest-

ing how market changes just don’t seem as dra-matic when comparing them over decades. Thismonth, we’ll look back at some key industry markettrends and compare the Domestic US activity to therest of the world.

To start we will break down the current numbersof the world fleet of business aircraft by Continent(Table A, above). We can see that North America ishome to 12,762 (69%) of the world’s wholly-ownedbusiness jets, and 8,613 (62%) of the business turboprop fleet.

Business Jets ‘For Sale’ (1990-2014)Chart A (overleaf) displays the split of total busi-ness jets for sale between the Domestic US and In-ternational markets. The percentage ofinternational business jets for sale is at its highestpoint (40%) since 1990. This percentage has beenincreasing since 2008 while the Domestic USA sidehas been declining.

Business Turboprops ‘For Sale’ (1990-2014)Following the business jet trend, the percentage ofinternational business turboprops for sale is at thehighest percentage (43%) since 1990, as shown inChart B (overleaf). This percentage has also beenincreasing since 2008 while the Domestic USAshows a declining trend.


BIZAV INTELLIGENCE � JETNET >>KNOW MORE

M

TABLE A - Worldwide Fleet of Business Aircraft, By Continent (Based At)

Mike Chase (president,Chase & Associates) andMarj Rose (president,MarketLift), offer highlysought-after aviationmarket research expert-ise. Contact them [email protected] [email protected]. JETNET, meanwhile,the ultimate source for information & intelli-gence on business and commercial aircraftworldwide, can be con-tacted via www.jetnet.com.

Mike Chase and Marj Rose share the latest JETNET >>KNOW MORE

statistics for the pre-owned business jet and turboprop markets.

Domestic US vs International Used Aircraft Market Trends

Jetnet KnowMore.qxp_Layout 1 23/09/2015 11:45 Page 1

3,207 Total Time. ProLine 4. Engines Enrolled on GE OnPoint. APU Enrolled on Honeywell MSP.

2 0 0 5 C h a l l e n g e r 6 0 4 s /n 5 5 8 7

5,508 Total Time. Collins ProLine 4. EFIS. 12-Year Inspection in 2011 by Duncan Aviation.

2 0 0 0 L e a r j e t 6 0 s /n 6 0 - 1 7 1

2 0 1 3 C e s s n a M u s t a n g s /n 4 3 6 : 250 Total Time. One Owner. Midwest Based. High Sierra Edition.

6,676 Total Time. Honeywell Pro-Line 4. 12 Passenger Configuration. Aft Galley.

1 9 9 9 G u l f s t r e a m G I V S P s /n 1 3 4 8

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CHART A - Business Jets For Sale Percentage Domestic US/International - 1990 to 2014

BIZAV INTELLIGENCE � JETNET >>KNOW MORE

Business Jets Full Retail Transactions(2000-2014)The percentage of Domestic USA pre-owned busi-ness jets sold, reached the highest percentage (79%)in 2003 (Chart C, left). However, the percentagedropped in 2008 to 65% and then it dropped againto the lowest percentage in 2011 at 58%. The per-centage has remained steady at 62% for the pastthree years.

Recently, pre-owned business jet transactions havebeen down by 4% comparing the first eight monthsof 2015 with 2014. However, the split between theDomestic US vs International is 63%/37% which is aslightly increased share for the Domestic US marketcompared to International.

Business Turboprops Full Retail Transactions(2000-2014)The percentage of Domestic US pre-owned businessturboprops sold reached a high percentage (75%) in2002 (Chart D, left). However, the percentagedropped in 2008 to 61% and has since remained atthat level indicating this is the new norm for the tur-boprop segment.

Recently, pre-owned business turboprops havebeen down 8.1% comparing the first eight months of2015 to 2014. However, the percentage split be-tween Domestic US vs International has shifted to63/37 in 2015 (compared to 61/39 in 2014), indicat-ing an increased share for the Domestic US comparedto International.

Used Business Jet Transactions – Top 10 CountriesIn 2000 the US accounted for 72% of all pre-ownedbusiness jet retail transactions and there were 47 coun-tries that accounted for the total 1,671 sales (Table B,right). In the year 2014 the US percentage solddropped to 62% of all pre-owned sales and there were88 countries that accounted for 2,554 sales.

It is interesting to note that the transactions aretaking place in almost twice as many countries in2014 than in 2000. Brazil (highlighted) is the onlyemerging country of the BRIC group to make the Top10 list in each year.

Brazil was in second place, and a long distance be-hind the US in pre-owned retail sale transactions in2014. Also, for the years displayed, the Top 10 Coun-tries have made-up from 77% to 89% of all full retailsale transactions.

Used Business Turboprop Transactions -Top 10 CountriesIn 2000 the US accounted for 65% of all pre-ownedbusiness turboprop retail transactions, while, in all,there were 51 countries that accounted for the 1,289sales (see Table C, opposite). In the year 2014 the USpercentage sold dropped to 61% of all pre-ownedsales, and there were an increased 65 countries thataccounted for 1,252 sales.

Brazil (highlighted) is the only emerging country of

CHART B - Business Turboprops For Sale Percentage Domestic US/International - 1990 to 2014

CHART C - Business Jets Full Transactions* Percentage Domestic US/International - 2000 to 2014

CHART D - Business Turboprops Full Transactions* Percentage Domestic US/International - 2000 to 2014


the BRIC to regularlymake the Top 10 list.However, Brazil iscurrently third, be-hind Canada andsome distance fromthe US in pre-ownedretail sale transac-tions in 2014. India,another BRIC coun-try, made the Top 10in 2014 and maycontinue this trendfor the near future.

SummaryAs we look back atall these data, theBusiness Aviationmarket continues itsapproximate 60/40split between activ-ity in Domestic USand the rest of theworld. Should weexpect morechange?

The following arethe most commonBusiness AviationMarket Trends thathave resulted in ourcurrent Global sup-ply of aircraft with-out as much Globaldemand as most ofus would like tosee…

• The US domi-nates all coun-tries in regard tobusiness jet andbusiness turbo-prop fleet activity(in-operation, for sale, and full retail sale transactions);

• There has not been any bifurcation of the pre-owned business jets and business turbopropfleets. However, there is bifurcation of NEWbusiness jet deliveries with more Large sized(compared to the Medium/Light-sized) jets;

• Economic decline in the emerging marketssuch as the BRIC Countries;

• Dollar Value change in new business jetdeliveries i.e.:

- Fewer high dollar value large jets - More, less-expensive smaller jets• Mix change in transactions, including: - Slowdown of large jet transactions - Increase in small/medium jet transactions• Declining oil prices (prices are half of what they

were one year ago) primarily due to the OPECMiddle East policy changes;

• Stronger US dollar making business jets costmore in international markets.

We will continue monitoring the industry’sprogress and anticipate many more reports andpredictions as we edge closer to the annual Na-tional Business Aviation Association’s BusinessAviation Conference and Exhibition in Las Vegas,Nevada, November 17-19, 2015. Keep your eyespeeled! �

Are you looking for more market insight? Visitwww.avbuyer.com/articles/category/business-aviation-market-insight

TABLE C


TABLE B


BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

arket segmentation can be helpful – with each ofthe segments allowing us to slice and dice themarket for the gems. Whether you’re looking fora low-time, standard interior configuration with

US pedigree and registration, or a high-time aircraft with anyconfiguration and no preference to registration, today morethan ever before segmentation quickly determines pricepoints that can vary greatly between aircraft of the samemake and model.It was the lenders who really began this discussion. Their

appetites for lending are largely for aircraft that are no olderthan 10-15 years. In some cases this age requirement spansthe whole of the lending period, not just the beginning of it.Next, as the emerging markets grew between 2003 and

2008, a greater percentage of new aircraft were delivered tothose distant markets than ever before. Many of the emerg-ing markets were not only still building to a critical mass ofaircraft, but were also still building towards having necessaryMRO and day-to-day service and parts availability at hand.Never before have the effects of a global market and the dif-ferent standards, maturity and experience in aircraft owner-ship played a part as they did now.During that 2003-2008 period, buyers in the emerging

global markets were willing to pay premiums of up to 20% tosatisfy their demand for new or like-new aircraft, and lenderswere willing to finance the new retail price of the aircraft thatincluded the premiums. This helped set-up the awful fall invalues that we experienced at the beginning of thedownturn.In my opinion there are two reasons why emerging markets

only wanted new or like-new aircraft: First, since the moneyavailable to these emerging markets was considered new,everything the buyers wanted was new as well; and second,the lack of operational maturity in these emerging marketsalong with safety and reliability (of older stock) beingquestioned.Several years have passed, and both reasons above are

being replaced by the realization of the value in paying lessthan required to buy new and the reliability and safety ofthese aircraft as they age and are maintained to highstandards.Today there is as much supply in every market as the indus-

try has ever seen. This inventory could even be considered anover-supply in many cases. Prices are still unstable in mostmarkets, and buying is mostly taking place in North America.The idea that these airplanes were only created equal when

they were manufactured but change dramatically over time asthey’re operated in different parts of the world, and are main-tained differently, to different standards drives segmentationin most areas.

Dissecting a Market!Let’s imagine we’re shopping for a Gulfstream G550 and justlook at the market from 30,000 feet: Supply would be our pri-mary awareness. Just seeing that there are 31 airplanes forsale might lead us to consider this market ‘ripe for the pick-ing’. We can name our price, right? Let’s take a closer look:

• Of the 31 aircraft, only 18 are registered in the US;• Of those 18 aircraft, 13 are on RRCC or its equivalent;• Of those 13, five offer an Aft Galley (which arguably

would eliminate the aircraft from 80% of buyers’ search,leaving a pool of eight viable aircraft;

• Looking at aircraft total time (500 hours annually is consid-ered average utilization), all eight are at the average uti-lization, so all remain prospects; finally

• A close look at the eight aircraft, based on remaining con-figuration priorities as well as cosmetics, damage andtype of operation would likely cut the list to just two orthree viable options.

Thus, there is nowhere near as much choice or oversupply asyou may have first thought from a cursory glance at the market.Increasingly, these intelligent reviews of aircraft for sale in a par-ticular fleet are bringing buyers to the realization that the ‘30,000feet review’ is no place to view the markets from. The devil is inthe detail.Look hard, set good expectations, then go through logs and

records with a fine-tooth comb. Have tight contracts with DeliveryConditions that leave you with the aircraft you expect when thedeal is done.Segmentation can be the buyer’s friend. Yes, it may mean you

pay a little more for your perfect airplane, but you can be surethis additional investment will last an ownership lifetime. �

M

Market SegmentationAn Advantage in a Supply-Rich EnvironmentSegmentation of the market can be accomplished by aircraft age, configuration,total time and location in the world among other things, notes Jay Mesinger.

Nevertheless, one person’s pebble is another person’s diamond…

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


JMesinger Oct15.qxp_JMesingerNov06 21/09/2015 14:42 Page 1

Boutsen October.qxp_Layout 1 22/09/2015 15:25 Page 1

Aircraft Sales & Acquisitions

member of

803.822.4114South Carolina (CAE)

Colorado (GJT) • Texas

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2007 Falcon 7X • 7X-0072004 Challenger 604 • 5574

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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.

his is the story of an entrepreneur whogrew up fascinated by fast, noisy vehi-cles. As a teenager Gary Bosstick lovedcars, motorcycles, boats and - of course

- airplanes! He served in the US Navy following highschool, but since airplanes had always been of inter-est to him, after his discharge learning to fly camehigh on the list of priorities – a priority he was ableto meet using his GI benefits to pay for his privatepilot’s certificate.

After leaving the Navy, a friend persuaded Garyto get a real estate license so as to move into that in-dustry. People with a service background tend to besuccessful in real estate due to their self-disciplineand organizational ability, and Gary was no exception.

Based in San Diego, California since 1963, helinked up with financial partners and began buildingvarious projects, from small retail strip centers, to in-dustrial buildings and office buildings. And of courseprivate aviation soon became indispensible to hisbusiness. He and his business partner soon bought anew Cessna Turbo 210.

Building a Second BusinessGary sold some buildings and was able to invest in asecond business (although in real estate develop-ment, he explains, each new project is a new business).

This new business was based in Tampa/St. Peters-burg, Florida, and because by now Gary had Busi-ness Aviation in his corporate structure, he could flyto Florida with more ease.

“The Florida-based company, Rutenberg Realty,was started by my brother-in-law, John Nestor, andcurrently has around 2,000 agents and is one of thelarger Residential Brokerages in the country,” Garyexplains. “Around 2006 I started selling variousproperties and used some of the proceeds to buyout John's founding partner.”

As business grew over the years, so did Gary’s useof aircraft. “My progress through various aircraft is asfollows,” he recalls.

“The Cessna T210, Beech B36TC, Cessna 421C,Mitsubishi Marquise, Cessna Citation CJ1, a 2005CJ3, and the current 2008 CJ3. Having a jet mademore sense later.”

High-Flyers: He Made His Bed in BizAv, and Now He Can Lie In It - Literally!


T

Rani Singh introduces us to Gary Bosstick, a man who started out with a love for aviation, built his first business using that passion as a vital tool, and then built a second business providing a necessary source of comfort to the Business Aviation industry.

BOARDROOM � CASE STUDY

BG 1 Oct new.qxp_Layout 1 22/09/2015 15:46 Page 1

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Business Aviation Helped the Business“Business Aviation has allowed me to cover a lot ofground,” says Gary. “There were projects I simplywould never have come across without the airplaneand would never have considered doing otherwise.

“I recall one day I had meetings in El Paso, Texas;Colorado Springs, Colorado; Salt Lake City, Utah;and Fresno, California and needed to be home thatevening. Things like that just can't be done using airlines.

“When doing work in Salt Lake, Utah, I could gothere from San Diego, meet people, inspect buildingprogress and be home in time for dinner. Withoutthe aircraft I could not compete in those marketsdue to the distance.”

Natural Business Cross-OverGary’s construction business was doing well, and hewas using his passion for flying to help the businessfrom different aspects. As you can imagine, hespends a lot of time in the air, which led to the con-cept for an additional business that has since provento be a runaway success too—a special kind of lightand portable inflatable bed called JetBed that fits neatly into jets,whether big or small.

Gary highlights “the beds are more comfortablethan any conventional aircraft versions, taking onlyabout one minute to install or remove. Without thejet I would never have conceived of the idea to startJetBed.

“The stimulus to invent the JetBed was simply tomake flying comfortable for my wife, who has put upwith my love of flying all these years! The inspirationcame from the desire to make a product so my wifewould be able to sleep comfortably during our trips.My wife is asleep about 15 minutes after takeoff, andI wake her up during the landing approach. Shethinks the California-Florida trip takes about a half-hour!”

As a matter of fact, JetBed has succeeded far be-yond Gary’s expectations. The way he got the busi-ness off the ground is a salute to the drive of adetermined entrepreneur. “I found a contract manu-facturer in Corona, California that seemed to havethe ability to make what I had in mind. I convincedthem to meet me at Flo’s Airport Cafe at Corona Airport for lunch and flew my CJ3 up to meet them.

“Over lunch we signed a non-disclosure agree-ment on a napkin and started to discuss the idea. Iasked for an estimate and was told it would take afew weeks to get a price. I asked for a quick, roughprice along with an idea of the amount of time itmight take to create.”

Gary didn’t want to wait, so he made a chequeout for twice the amount of the quote so he couldget going quickly. The company realised that Garymeant business and produced the prototype immediately. But how did he build his market?

“Getting OEMs on board started when I first

called people at Cessna who I’d gotten to know as aCessna owner,” he elaborates. “I asked them for ameeting to look at an idea I was working on. I expectthey agreed to the meeting just because theywanted to be nice to a repeat customer and plannedon giving me about a half hour. After a few minutesthey asked if I would mind if they showed the JetBedprototype to a ‘couple more people’.

“The ‘couple more people’ kept growing untilafter lunch Jack Pelton, then-president of Cessna,showed up and was enthusiastic about the JetBed –and we agreed that Cessna would help me offerJetBed on their aircraft,” smiles Gary.

And the product is popular; customer demandand word-of-mouth for JetBed are the driving forcesin most cases. Fortunately, there was no problemgetting the JetBed certified for Cessna or any of theother jets that use it. “JetBed is ‘loose equipment’,like a pillow,” he explains. “Certification does notapply, but we build JetBed to even more rigid stan-dards than would apply in any case.”

And while some would question the need for abed in a smaller jet, Gary answers them patiently.“Many of the aircraft using JetBeds have long-range;some 7,000 miles or more. But even many light jetsare able to fly non-stop for at least five hours – andfive hours in the middle of the night is a long timenot to be able to sleep comfortably – my CJ3 for ex-ample easily flies direct from California to Florida inabout 4:45 hours and my wife sleeps the whole way.

“Large jet clients love my JetBed because prior toJetBed, there were no products even remotely ascomfortable and easy to use,” Gary summarizes,adding, “Once a user tries a JetBed they insist onhaving them.” �

More information www.jet-bed.com

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

“The ‘couplemore people’kept growinguntil afterlunch Jack

Pelton, then-president of

Cessna,showed upand was

enthusiasticabout theJetBed.”


JETBED INSTALLEDON A GULFSTREAM

BOARDROOM � CASE STUDY

BG 1 Oct new.qxp_Layout 1 22/09/2015 15:51 Page 2

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light Departments are no longer just inthe business of ‘safe and efficient trans-portation’. They need to demonstratehow well they are serving corporate

goals and enhancing shareholder value. Hoursflown and passengers carried are not enough. Weneed appropriate aviation-centric metrics, whichare in fact Measures of Value and Efficiency. For thesake of identification, we will call the metric MOVE.

In past articles we have discussed why the FlightDepartment needs to be treated like any otherbusiness unit. One of the ways we manage a busi-

ness unit is to have metrics that accurately andfairly measure its effectiveness. For a business unitthat produces a product or service available forsale, initial metrics center around the Return onInvestment (ROI).

Flight Department’s ROIThe initial investment is easy - we have the asset ofthe aircraft, the facilities, and to those elements wemust consider expenses of operating the aircraftalong with salaries and overhead for relevantpersonnel. If we think in terms of an Income


F

David Wyndham proposes measuring anddocumenting the benefits of operating business

aircraft using a protocol he calls MOVE.

BOARDROOM � OWNERSHIP

David Wyndham isco-owner & presidentof Conklin & deDecker where his ex-pertise in cost and per-formance analyses, fleetplanning and life cyclecosting are invaluable.He’s formerly an in-structor pilot with theUS Air Force. Contact him via [email protected]

MOVE Documentation:A System to Capture

Business Aviation’s Value & Efficiency

Ownership Oct15.qxp_Layout 1 23/09/2015 15:54 Page 1

Statement, the cost of obtaining and operating thecompany aircraft is on the expense side of theledger.

Since the in-house Flight Department typicallydoes not produce a product or service that is soldoutside the company, what is missing is the ‘in-come’ produced by providing transportation via thecompany aircraft. Aviation is like many other corpo-rate units such as Human Resources and Legal thatperform critically important functions in allowingthe company’s profit centers to operatesuccessfully.

The aviation department also allows the profitcenters to perform efficiently by transporting theright person to the right place at the right time.Such mobility is in fact the ‘product’ of the aviationdepartment, and the value or ‘income’ derived fromthat product should be measured and documented.

The aviation department can develop a metricfor capturing the ‘income’ it makes possible. Avia-tion Managers should develop a metric that assignsa value to trips where passengers use the companyaircraft to build new business, renew existing con-tracts, solve supplier problems, keep assembly linesfunctioning, etc. The aircraft allows corporate pas-sengers to generate profits for the company byusing their time efficiently in support of businessgoals. Travelers on business aircraft use their traveltime as they would use time in their office. Further-more, they apply their talents and skills where theyare most effective. The challenge is to assign realis-tic values to those accomplishments.

Identifying ValueStart with why: why does the company have a busi-ness aircraft? There a many reasons, and those rea-sons define the appropriate MOVE metrics. For amultinational company with a high-profile leader-ship team, the enhanced security offered by busi-ness aircraft, especially in global hotspots, is amust. The number of sensitive trips flown, theavoidance of fuel stops, and perhaps even the se-curity rating of the various FBOs used can all bemeasured and come into play.

Passengers carried (or passenger-miles flown) isnot the most useful metric for the effectiveness of asecurity program. It is difficult to place a value onsecurity, but a place to start is assessing the lossesthat might occur if security was breached.

The company that uses the business aircraft toshuttle employees between various plants needshigh passenger loads. Trip frequency, passengerloads, and passenger-miles flown are all usefulMOVE metrics for a shuttle. The goal is to keep orimprove load factors. And of course, cost per pas-senger-mile flown for a shuttle is critical. Eliminatingthe cost of multiple airfares, however, is only a smallpart of the “income” provided by a company shut-tle. Time saved is the big payoff as well as allowingpassengers to interface while en route without fearof disclosing company plans or trade secrets.

Do you use the business aircraft to support salesand cultivate your top customers? How often doyou fly these customers, what is the sales volume toyour company, and does changing the number oftrips impact yearly sales volume? How often is thebusiness aircraft used to cultivate new customers orsupport existing clients? What is the company’s

“The aviationdepartmentcan develop a metric forcapturing

the ‘income’ it makespossible.”



“Such successshould bemeasured

using a metricthat has beenvetted by the

executiveoverseeingBusiness

Aviation andaccepted byusers of thecompanyaircraft.”

expansion (as well as the aviation department’sgrowth) based on how often, where, and howmany passengers the aircraft transports? Whatdoes your lead passenger or authorizing executivebelieve is the value of a particular customer visit?Using a methodology that is accepted by the exec-utive overseeing Business Aviation, document salestrips flown each year. Also, note that not all salestrips have the same value. One that is instrumentalin securing a significant order should be valuedhigher than a routine customer visit.

Flight logs, especially if digitized, can providevaluable data for a MOVE metric. In addition to thebasic flight parameters of destinations and flighttimes, they can also collect passenger lists, busi-ness department affiliation and purpose of the trip.Depending on the length of the trip, these datacan also be used to calculate overnights avoided.It may be possible to add custom fields that furtherdefine the business purpose and nature of cus-tomer-support or revenue-generating travel.

The general raison d'être for air travel is to makethe best use of time. A useful MOVE metric is toassign a value to the time not “wasted” versus lessefficient methods of travel. The NBAA used to sella program, Travel$ense, that allowed your traveldepartment to compare the time and cost of thebusiness aircraft versus the airlines. That program isno longer supported, but the methodology can bereplicated. Rather than do it for every trip, do ananalysis for the most frequently flown trips.

Time saved via the business aircraft then needs

to have a value assigned based on the value of thetravelers. An employee, whether an engineer orCEO, is worth a multiple of their base salary. As-sign values to the categories of travelers’ timealong with a calculation for time not spent in travel.

SummaryThe concept of MOVE is to establish a yardstick ormeasure for the various ways in which a businessaircraft generates ‘income’ for the company. Somewill simply be time saved. Greater returns flowfrom the business derived because passengers aremore effective in accomplishing their jobs. Suchsuccess should be measured using a metric thathas been vetted by the executive overseeingBusiness Aviation and accepted by users of thecompany aircraft.

Just as an income statement is prepared for tra-ditional business activity, a similar approach apply-ing MOVE metrics should be used to demonstratethe business success of the aviation department.

MOVE metrics must relate to corporate goals.The value of a business aircraft can be connectedalong the lines of productivity, customer service,sales growth, security, etc. Developing MOVE met-rics start with the basic data all aviation depart-ments track but need to expand to those resultsthat connect to the corporation’s goals. �Are you looking for more Business AviationOwnership articles? Visitwww.avbuyer.com/articles/category/business-aviation-ownership

BOARDROOM � OWNERSHIP



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ow is the time to shift from businessas usual based on the last seven yearsand start acting in response tosomething welcome and new—arecovery. Old habits are hard to

break, but give it your best shot. Break those habitsborne from recession; let’s learn some newtechniques.

While both actions are fundamental to all

transactions, buying and selling are distinctlydifferent and have different perspectives. Sellerswant to sell for more, and Buyers want to pay less.These two perspectives are not mutually exclusive,however. Both sides can come away with a feelingof accomplishment. Both sides can maximize theirrespective outcomes. Confident that we areentering a period of recovery, consider thefollowing five useful tips for buyers and sellers.

Since 2008 the market for buying and selling business aircraft has been challenging, but Jay Mesinger suggests that things

are changing and a recovery may be afoot. Here is his advice on how best to handle what he sees as an emerging ‘new normal’.


N

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

Top Tips for Buyers and Sellers of Aircraft:

Five Things Board Members

Should Know in a Recovery

Buying&Selling Oct new.qxp_Layout 1 21/09/2015 17:21 Page 1

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Buying• Segment the Market: Never take a 30,000 foot

perspective of a market. This viewpoint willlead you to have false expectations andpossibly cause you to make decisions basedonly on selling price. Price is a onetime thing.Cost, however, can be a lifetime thing. If youlook quickly at a given market you might say,“Wow, there are 35 of those models for sale sowe can steal one for sure”. The fallacy of thatperspective in a recovery is that notsegmenting the offerings correctly will leaveyou focused on the wrong areas of theselection process (see p56 of this issue formore).

• Seek Professional Representation: Obtain smartrepresentation when developing andresponding to a Purchase and Sale Contract.Make the investment in hiring counsel for taxand contract support—that approach will neverwork against you. Complexity in this globalenvironment begs for specialty representation.

• Engage Your Flight Department: Alwaysconsult your flight and maintenanceprofessionals early in the purchasing process.So often buyers feel that too many cooks in thekitchen can spoil the meal. Wrong! Just be sureto have a Head Chef in the process. Then theoutcome of the recipe will be positive.

• Conduct a Thorough Inspection: Never thinkthat just because an aircraft has had a majorinspection your own examination isunnecessary. Carefully review the work, knowthat the facility that performed the work is afactory authorized facility, and be sure that thecorrective action (if any) was done to themanufacturer’s standards.

• Use an Experienced Maintenance Facility:Regarding pre-buy due diligence, alwayschoose a shop that has considerableexperience in the aircraft make and model youare considering. A good shop that isexperienced with the aircraft model beinginspected will not spoil a deal. They may costslightly more than a run-of-the-mill facility, butthey will have the capability to stand behindtheir work and deliver on their promises.

Selling• Segment the Market: Like the advice we

offered above on buying, never take a 30,000foot perspective of the market. This logicserves both the buyer and the seller. It is criticalwhen you place an aircraft on the market forsale that you understand how a buyer wouldview your offering. Run the segmentationexercise with your broker so you are notsurprised by offers made. More importantly, likeit or not, know when to say “yes” to an offer.

• Seek Professional Representation: Neverapproach a market without professionalrepresentation on your side. Paying aprofessional to provide this assistance typicallywill reward you with fewer days on the marketand net you a higher price for your aircraftwhen sold.

• Present Accurate Specifications: Always be sureyour sales professional has built specificationsfor your aircraft that are accurate and thatproperly represent your aircraft in its currentcondition. Be transparent about repairs ordamage. Never omit these matters from earlydiscussions with buyers. The worst time forbuyers to find out about inaccuracies inspecifications or damage repairs not disclosedis once the aircraft gets to a pre-buy inspection.Deals are lost, costs for sellers escalate and badfeelings will abound. Keep deals together withfacts.

• Remove Vagueness in Agreements: Alwaysstrive for clarity and comprehension betweenyourself and the buyer. Leaving agreementdetails vague in hopes that this style will serveyou in a transaction never works. Do not leaveitems up to interpretation by someone whoappears to be a disinterested party to thistransaction.

• Have On-Site Pre-Buy Representation: Nevergo to a pre-buy without on-sight representationpresent and engaged during the course of theinspection. Even if you do employ amaintenance director, insist that whomever youhire as your sales professional provides thisoversight in their fee. Maintenance is one thingand is not meant to be minimized in thisdiscussion, but selling is very different.Combining your maintenance staff with thebroker’s transaction-savvy maintenance staffensures usual and customary processes withsuccessful outcomes.

There you have it: Use common sense. In thereal world there are more than five tips for success.I could write a book for buyers and another forsellers, but space and time do not allow for thatexpansion on the topic. I assure you, however, thatconsidering this article’s set of tips provides areasonable certainty of completing a transactionsuccessfully. Welcome to the recovery! �

Are you looking for more Business Aviation Ownership arti-cles? Visit www.avbuyer.com/articles/category/business-aviation-ownership/

“A goodshop that isexperienced

with theaircraft

model beinginspected

will not spoila deal.”

BOARDROOM � BUYING & SELLING


Buying&Selling Oct new.qxp_Layout 1 23/09/2015 15:56 Page 2

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Aircraft Guaranty October.qxp_Layout 1 22/09/2015 14:37 Page 1

he US Government allows owners ofequipment used for generating incomeor otherwise ordinary and necessary forthe conduct of business, such as a

business aircraft, to depreciate the original purchaseprice of the hardware and deduct the amounteligible for depreciation from revenues.

The equipment owner has two basic means forcalculating depreciation: Modified Accelerated CostRecovery System (MACRS) and the AlternateDepreciation System (ADS). Furthermore,depreciation is subject to the use of eligibleequipment and to special rules the US Congressenacts from time to time to encourage the purchaseof a business asset.

Many aircraft owned and operated for business

use are depreciable for federal income tax purposesunder the MACRS of Section 168(b) of the InternalRevenue Code, which permits taxpayers toaccelerate tax depreciation by allowing a greaterpercentage of the deductions to be taken during thefirst few years of the applicable recovery period,compared with using a straight-line depreciationmethod (i.e., ADS). Of course, the tradeoff is that lessdepreciation will be available to offset income inlater years.

Some aircraft are depreciable for income taxpurposes but do not qualify for accelerateddepreciation under the MACRS system. In that case,the aircraft may be depreciated under the ADS ofSection 168(g) of the Code, which allowsdepreciation on a straight-line basis and thus results

Understanding MACRS & ADS

Business Aircraft Federal Tax Depreciation Basics (Part 1)


BOARDROOM � TAX

Troy Rolf manages theMinnesota office ofGKG Law P.C., and concentrates his prac-tice in the areas ofbusiness aircraft transactions and opera-tions. He is a qualifiedCommercial Pilot andAdvanced Ground In-structor. Contact himat [email protected]

Attorney Troy Rolf dissects the details of depreciation and describes how this accounting principle can benefit owners of business aircraft.

T

Tax Oct15.qxp_Layout 1 22/09/2015 11:04 Page 1

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Jetnet October.qxp_Layout 1 22/09/2015 14:39 Page 1

in equal deductions each year during therecovery period. Recovery periods underthe ADS system are typically longer thanrecovery periods under MACRS for the sameproperty.Whether or not a taxpayer may depreciate an

aircraft, and if so, the appropriate depreciationmethod and recovery period, depends on severalfactors. These include the category of aircraft (e.g.,airplane or helicopter), and the type of use to whichthe aircraft is put (e.g., personal, business, orcommercial charter). Aircraft, other than helicopters, used in

commercial activities or contract carrying ofpassengers and freight by air (e.g., typical Part 135operations) may be depreciated under MACRS overseven years, or under ADS over twelve years. Aircraftused for qualified business purposes or for theproduction of income (e.g., typical business-use Part91 operations), and all depreciable helicopters, maybe depreciated under MACRS over five years, orunder ADS over six years.

Qualified Business UseIf an aircraft is used part of the time for a qualifiedbusiness and/or commercial purpose, or for theproduction of income, and part of the time forpersonal, non-business purposes, the depreciationdeduction allowable for the taxable year will belimited to a fraction of the depreciation deductionthat would have been allowed had the aircraft beenused solely for business purposes. (As a general rule,a qualified business purpose is any use in a trade orbusiness for which a deduction would be allowedunder Section 162 of the Code, which definesdeductible trade or business expenses.)The depreciable basis of the aircraft will

nevertheless be reduced by the entire amount ofdepreciation that would have been allowed had allthe use of the aircraft during the year constitutedBusiness Use.In addition, whether the depreciable portion of

the aircraft may be depreciated under MACRS, or willbe required to be depreciated under ADS willdepend on which use predominates. If more than50% of the use of the aircraft during each taxableyear constitutes Business Use, the predominantlybusiness use test is satisfied and the depreciableportion of the cost basis of the aircraft generally maybe depreciated under MACRS. However, if 50% orless of the use of the aircraft during each taxable yearconstitutes Business Use, ADS will apply.The predominant business use test must be met

during every taxable year that the aircraft is in service.The consequences of failing the test in even a singletaxable year can be severe. If the test is failed duringany taxable year that the aircraft is in service, theaircraft must be depreciated under the ADS systemduring such taxable year and all subsequent taxableyears. In addition, if the aircraft had beendepreciated under MACRS during any prior taxable

year, the taxpayer must recapture prior depreciationto the extent that depreciation deductions takenduring prior years exceed the deductions that wouldhave been allowed under the ADS system.Certain uses of an aircraft by a business entity that

arguably may be considered qualified business usesnevertheless will not qualify under certaincircumstances. Specifically, any use of a businessaircraft falling within any one of the following threecategories will not be treated as a qualified businessuse for depreciation purposes unless all otherqualified business uses (i.e., all qualified businessuses excluding any use falling within one of the threecategories) comprise at least 25% of the totalutilization of the aircraft during the applicabletaxable year:1. The leasing of the aircraft by a company to anyperson who owns 5% or more of the company, orto any person who is related (within the meaningof Section 267(b) of the Internal Revenue Code) toa person who owns 5% or more of the company.

2. Use of the aircraft to provide compensation (i.e.,to provide personal, non-business-use flightswithout reimbursement at fair market rates) to anyperson who owns 5% or more of the company, orto any person who is related (within the meaningof Section 267(b) of the Internal Revenue Code) toa person who owns 5% or more of the company.

3. Use of the aircraft to provide compensation to anyother person unless an amount is included in thegross income of such person with respect to suchuse of the aircraft, and any required income taxwas withheld (e.g., income is imputed under theStandard Industry Fare Level (SIFL) formula).

Next month Attorney Rolf will address MixedBusiness Use, such as deriving income fromchartering the aircraft when it is not involved incompany activities. �Are you looking for more Business Aviation Tax articles? Visitwww.avbuyer.com/articles/category/business-aviation-tax/

“Certain uses

of an aircraft

by a business

entity that

arguably may

be considered

qualified

business uses

nevertheless

will not qualify

under certain

circumstances.”

BOARDROOM � TAX


Tax Oct15.qxp_Layout 1 22/09/2015 16:01 Page 2

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n owner of a Falcon 900 and one ofmy clients recently forwarded me anemail he had received from an indivi-ual claiming to be an ‘aviation insur-

ance broker’. Addressing the Falcon 900 owner byhis first name, the sender of the email insinuatedthey had already been in contact and that he hadbeen ‘researching the insurance market to find himthe best rate’. The broker then listed several promi-nent insurance companies he suggested were giving him preferred terms.

Next he stated that he had quoted other Falcon900s (he did not give the year model) and provideda hull rate and a liability premium for a $250m limit.Further, he implied he always gets insurers to grant a

No-Claim Bonus, Lay-Up Credits, and flexibility onPilot Training. The broker finished by saying hewould be at his desk that morning working on similar“deals” he had already put together for other jetowners and would welcome my client’s call todiscuss.

The term scam ‘artist’ is apropos for some situa-tions, since creative individuals with dubious motivesare very good at ‘painting’ an enticing picture. Likemost scam emails and letters we receive, they ap-pear very convincing. But when we take a little timeand break them down piece by piece, it becomesapparent we are being ‘worked’. Let’s look at theabove email and find the tell-tale signs of a scamin progress.


BizAv Insurance Caveat Emptor! Beware of Insurance Deals

That Seem Too Good to be True

Because aviation insurance is a product that many buyers do not understand, beware of misleading advertising and

unscrupulous tactics, warns Stuart Hope.

BOARDROOM � INSURANCE

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

A

Insurance Oct15.qxp_Layout 1 22/09/2015 15:54 Page 1

A Closer LookHow did the email sender know my client’s first name, emailaddress and that he owned this aircraft? That one is easy.There are several companies that sell this type of intelligence.Login and ask for information on all large cabin business jets(or a specific bizjet), and the registered owner, address, chiefpilot’s name, CFO and secretary along with their officelocation, cell phone numbers and email addresses appear.It’s scary.By suggesting they had already been in contact, my client

thinks “well maybe my pilot or CFO has been seeking aquote from this broker. Clearly if he has been ‘researching theinsurance market’ someone gave him permission to do so onour behalf”. Our ‘artist’ then lists several well-known insur-ance companies with national brand names from which he isgetting preferred rates. Since no one would be familiar withthis broker’s name or firm, he uses the age old trick of coat-tailing off a known brand.Perhaps the broker’s most effective tactic is stating pre-

mium rates he has gotten for other owners of the samemodel aircraft. As stated earlier, he didn’t mention the year ofthe Falcon 900s he claimed to cover, just the type aircraft.The only way to get my client’s or another potential victim’sattention is to promise what we want to hear - a premium toogood to be true. Otherwise his game is over. But he doesn’tlie. He simply quotes the lowest rate possible on a Falcon900, which would be for a brand new one. My client’s aircraftis 10 years old and would not get the new-aircraft rate fromany insurance company.To use a fishing term, the broker then throws out some

‘chum’ - offering coverage options such as a No-ClaimsBonus, Lay-Up credits, and flexibility on pilot training. Theseoptions are not always available, but then again he didn’t saythey were.The signs are all there. The big red flag is when we have to

ask - “Who is this guy?” Use Google for a quick backgroundcheck. Most insurance brokers will have a legitimate lookingwebsite, but dig a little deeper and you will find there is nosubstance. The appearance is all smoke and mirrors.There is typically no indication of how long the broker has

been in business, what his insurance credentials are, etc.Also, these brokers will imply they do business with all avia-tion insurance carriers and will list the insurers by name ontheir website even though often they are not licensed withthem. As it turns out, the broker in this example had alreadyhad his license revoked by the same insurers he said weregiving him ‘preferred rates’.It’s unfortunate that we have to put up with individuals

such as the one described in this example, but it’s the worldwe live in. Questionable actors trash the market, creating theperception that better deals exist while indirectly implyingcurrent aviation insurance brokers and insurers have been‘ripping clients off’. Rather than competing on the basis of honesty, integrity

and excellence, some sellers cannot escape the lure of easymoney and adhere to the philosophy “a fool and his moneyare soon parted”. �

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

“There is typically no indication of how long the broker has been in business, what his insurance

credentials are, etc.”


Insurance Oct15.qxp_Layout 1 21/09/2015 15:51 Page 2

Avionics Mandates (Part 10)

An Introduction to ‘Data to Inform’


Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation technologies within the

NextGen/SESAR architecture, this month focusing on data to inform.

FLIGHT DEPARTMENT � AVIONICS MANDATES

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

ature seems to have a way of movingforward in its evolution by deliberatelyimprinting a certain amount of unpre-dictability into its design. If you have

ever studied Nature’s most perfect creations, you willnotice imperfections that support this hypothesis.These apparent anomalies possibly trigger buildingblocks of natural selection. Unfortunately, eventhough an integral part of Nature, humankind hasnot quite grasped this characteristic of natural phe-nomena and continues to strive for the ultimate inperfection in all of its activity.

So, as we slowly understand and attempt to per-fect the world around us, we continue to grapplewith the unpredictability of the natural world. Foraviation, there is the inability to reliably predict bothweather and the fluctuating dynamics of four-dimen-

sional airspace. For ground transportation, dealingwith movement across the earth’s two dimensionalsurface and adding a third dimension for time, isone challenge. But for aviation, dealing with three-dimensional airspace and adding time as a fourth, isquite another.

We can best deal with unpredictable weather andthe complex multi-dimensional aspects of airspace bycollecting, analyzing and interpreting data. For pilotsalone, aircraft already receive and send volumes ofdata covering everyday flight (see Table A, overleaf).

Fundamentally NextGen technologies, includingthe mandates we have been covering in AvBuyer,focus on the weather and airspace challenges.

Data provide information in Key PerformanceIndicators (KPIs) that inform Key Performance Areas(KPAs). These are measurements or metrics. So while

N

Avionics Mandate OCT15.qxp_Finance 22/09/2015 15:23 Page 1

Charlie Bravo October.qxp_Layout 1 21/09/2015 15:26 Page 1


FLIGHT DEPARTMENT � AVIONICS MANDATES

we have a wide spectrum of inbound andoutbound information from an aircraft,some of it can be used to create andinform metrics.

Metrics provide insight to air trafficcontrollers, regulators, operators and thegeneral public (as both users and taxpay-ers). All these parties are stakeholders inthe National Airspace System (NAS).

For air carriers, the desired metric out-comes are predictability, efficiency and (by

default) cost. Most important for opera-tors of business jets and turboprops is theability to perform and complete a flight asfiled (which presumes access to airspace),while predictability, efficiency and costmetrics are of a high priority.

Aligned with, and including these pri-orities are a series of KPIs and KPAs usedby ICAO, FAA and other aeronauticalagencies to inform their program imple-mentations. The full list is extensive but

Table B (middle, left) provides an example.Tied specifically to the current focus of

the FAA’s NextGen program are a set ofmetrics prioritized to monitor short- tomedium-term implementations. This set isshown in Table C (bottom, left).

Air carriers have been collecting, ana-lyzing and interpreting statistics for a num-ber of years, primarily through AircraftCommunication Address and ReportingSystem (ACARS). This legacy data proto-col is OOOI-based (Out/Off/On/In). Moredetailed and diagnostic data, from flightdata acquisition units, are providing valu-able safety-related information to informthe flight safety metric.

These reports, once desensitized byMITRE, are shared with FAA via theAviation Safety Information Analysis andSharing (ASIAS) program. This is alsoknown to Congress as the Aviation SafetyAction Program (ASAP) and FlightOperational Quality Assurance (FOQA)Implementation Plan. For corporate oper-ators there is C-F0QA, with a number ofusers embracing the program as part oftheir Safety Management System (SMS)requirement.

Data CollectionFor business jet and turboprop data, met-rics and outcomes may be very useful toowners, shareholders and CFOs of com-panies that operate business aircraft.Information provided can inform decisionson day-to-day operations, aircraft replace-ment, upgrade, utilization and flightdepartment efficiency.

While air carriers share statisticsbeyond their internal audience, they pru-dently do so via a firewall. Each item ofdata provided to a third party is de-identi-fied for sensitive information such as regis-tration number, pilot details and more.Sharing of critical information, both inter-nal and external, is a sensitive matter, butmethods exits to ensure security and iden-tity protection.

Non air carriers currently share informa-tion on a very limited basis. The FlightSafety Foundation’s (FSF) and NBAA’sBusiness Aviation Safety Summit (BASS),recently focused on the importance ofdata sharing and analysis. Apparently, theASIAS program has recruited 12 corporateflight department members and is lookingfor more participants to include CorporateAviation within the same analysis strate-gies that have helped to reduce the aircarrier accident rate.

In March 2015, NetJets donated funds



to Ohio State University, part of which is to be usedfor research involving the integration of data analyticswith aviation operations to develop new conceptsthat will improve safety, accessibility andsustainability.

Momentum and interest is gaining in theCorporate Aviation environment to collect flight infor-mation as a productive business practice. If involving‘no harm’ and minimal effort, operators may sharede-identified versions of insightful data to FAA andothers, who in return can improve ATC, aviation serv-ices, NAS performance and of course safety.

Proposed FAA limits at the big three New Yorkarea airports are a concern for corporate operators.Their representatives at NBAA and NATA believethat justification for the per hour slot limits affectingunscheduled traffic at each airport is not based onindustry data. Teterboro is normally the airport ofchoice for corporate operators in the New YorkMetroplex but occasionally unscheduled flights doneed to land at one of the big three airports.Corporate Aviation and their representatives shouldhave the data to support their positions on thesetypes of NAS issues, but they need operators andothers to assist.

Methods for the Acquisition of US NAS DataUS NAS data are acquired and processed for FAAby NASA, MITRE and others. Some of this informa-tion is accessible and much is for internal consump-tion. The FAA in turn shares a significant amount ofairspace statistics via the FAA Data Access System(https://aspm.faa.gov/). Much of this shared data isfocused on air carrier activity, but buried within isuseful non-air carrier intelligence.

FAA Database Access Systems are as follows:

• Aviation System Performance Metrics (ASPM)• Operational Network (OPSNET)• Traffic Flow Management System Counts

(TFMSC)• Airline Service Quality Performance (ASQP)• Terminal Area Forecast (TAF)• Business Jet Reports.

Data, for business jets and turboprops, are broad-ly centered on operations categories, aircraft types,activity by airport and fuel use. It is accessed by anumber of non-government data miners, and alongwith information from other sources, can contributeto very informative statistics. Significantly and sur-prisingly, these analytics can be revealing for aircrafttrading (see ARGUS’s TRAQPak for example).

Companies such as FlightAware, masFlight-GEE,Flightglobal and PASSUR provide (via the Cloud)analysis and extensive flight tracking informationuseful to operators of business jets and turboprops.

For aviation weather sources, it is recommended(in the US at least) to deep dive into what is provid-ed by reading FAA AC 00-45G Change 2 (2014).This document provides all the FAA, NOAA and

associated sources for aviation weather, as well asover 400 pages of useful weather-related data.

Similar weather and other aircraft performancesources can be found internationally, utilizing standardICAO terminology.

Lastly, it is recommended to spend a few minutesreviewing the FAA NextGen Performance Snapshotswebsite https://www.faa.gov/nextgen/snapshots/.Here may be found a wealth of data-derived infor-mation, regarding the NAS and its various users.

Next month, Ken Elliott will conclude this assess-ment of valuable data sources and applications. �

Are you looking for more articles on Avionics?Visit www.avbuyer.com/articles/category/business-aviation-avionics


t is well documented that aircraft covered bymaintenance programs typically commandhigher prices when sold. Records of workundertaken and the knowledge of vendors allfactor. But it's the here-and-now reality of an

AOG situation that shows the real worth of suchprograms to owners of aircraft out of OEM warranty.

Third-party providers such as Jet SupportServices Inc. (JSSI), and factory-supported pro-grams such as Rolls-Royce CorporateCare,Honeywell's avionics, mechanical and maintenanceplans, or the per-hour plans of many other air-frame, avionics and engine makers deliver their

protection based on a set hourly fee.It's the ability of tapping their expertise and

maintenance contacts that offers subscribers peaceof mind at having expert help standing-by for whenthe airplane breaks.

Previously we examined the value of keepingthe contact information to hand for OEM mobile-maintenance providers. For subscribers to mainte-nance plans with AOG services, preparing for thepossibility of an AOG can distill down to just onepoint of contact – the 24-hour phone number forthat aircraft's third-party maintenance coveragefirm.

Third-Party Business AviationMaintenance Plans


I

The quantifiable value third-party aircraft maintenance plans bring to their subscribers covers multiple areas, notes Dave Higdon. If financial predictability, higher residual value for a covered aircraft and, in times of need, expert maintenance assistance appeal to you, read on...

An Operator's PowerfulAlly When AOG Strikes…

FLIGHT DEPARTMENT � MAINTENANCE

Maintenance Oct15.qxp_Finance 22/09/2015 11:48 Page 1

Hourly PlansFrom the people who bring their experience andcollective knowledge comes access to a deepinstitutional memory and list of contacts. Theyapply their knowledge and expertise for the ben-efit of their clients – and in turn, operatorsappreciate the comfort of knowing a human willrespond to their problems on the other end ofthe line anytime help is required.

Enrollment in such a program can cover any-thing from engines alone, airframe, avionics andmechanical systems. The top coverage, while notalways available for every aircraft model andpowerplant combination, is the tip-to-tail plan(like that offered by JSSI). The gold-standardlevel coverage insulates the operator from thefinancial shocks of both pre-budgeted, plannedmaintenance needs and blue-sky budget hopesfor covering unplanned events.

Virtually every engine and airframe-makeroffers its own variation on a per-hour mainte-

nance program, but third-party programs fromindependent vendors like JSSI are also available– even for new model aircraft, avionics andengines. And it's by hedging against thoseunplanned maintenance events that these planswin their greatest praise – typically for beingthe one number to call for any and all AOGsituations.

Picking a Provider...While some operators grumble about the costs ofthese per-hour maintenance-coverage programs,most enrolled recognize them for what they are:Insurance against budget swings and a defenseagainst being stranded with no help close by.

Firms like JSSI and Rolls-Royce offer their pro-grams at various levels, and for a large segment ofthe fleet. The most-valued plans for pre-owned air-craft operators remain engine coverage. If enroll-ment starts when the engine is new or fresh froman overhaul, the per-hour costs tend to be lowerbecause of the longer period over which thosecosts can be spread.

For a 20-year-old jet with engine overhauls loom-ing at a total cost of $2m (for example), selling thatjet can be more problematic without the coverageof an hourly maintenance plan. If the aircraft value atsale is $4m, a buyer is really looking at a $6m invest-ment (i.e. the cost of the aircraft plus the cost of theoverhauls, which account for half the aircraft's value).For that same jet enrolled in a plan with full cover-age, the cost of overhaul is already covered. Even ifother, non-covered maintenance looms which waywould you prefer to buy the airplane - with, or with-out the hourly plan in place?

The same theory works for avionics and air-frame plans, too. Yes, these plans add to the per-hour operating costs – but no more than what asavvy operator would need to budget as a reserveagainst future maintenance needs. But they saveelsewhere, too, setting up the reserve for over-hauling engines, as well as providing coverage forunplanned maintenance.

Part of the AssetGenerally speaking, these plans provide somedegree of portability; the plan attaches to the air-craft, not the operator. But it's a point to check ifyou are considering enrollment in a per-hour main-tenance-coverage program.

Portability will typically affect the rate, and mayhinge on the third-party people assuring comple-tion of all routine and preventive maintenance ontime and to factory standards. But assuring porta-bility also helps boost the aircraft's value whentime comes to sell.

AOG Expert on the Line...The comfort of knowing the flight crew doesn'tneed a maintenance-resource reference guidecomes in particularly useful when the crew faces


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

“Yes, theseplans add tothe per-hour

operatingcosts – butno more

than what asavvy

operatorwould needto budget asa reserve...”


one of those unpredictable events that groundsthe aircraft. “When we had a landing-gear sys-tem breakdown at a small Georgia airport lastyear we felt grateful for three things: That thefailure happened while we were on the ground;that we caught it before taxiing; and that weneeded only to call our maintenance plan's AOGline to start things moving,” one operator toldAvBuyer recently.

This chief pilot elaborated that calling theplan's AOG line wasn't like calling for warrantyservice for his smartphone, notebook computeror home cable television service. “We'd usedthis once before, but we were still somewhat sur-prised that an actual human answered. No tripthrough the 'Voice Mail Maze' to get to a personthat could help us.”

The maintenance plan's staffer took theaccount information, the airplane's location, adescription of the problem, and within minuteswas able to tell the captain what to expect.“Ninety minutes after we hung up, a remote-maintenance crew arrived, taxied to the rampnext to us and the maintenance team began

work almost before the chocks were in place,”the captain related. “Enrollment in that hourlymaintenance plan not only got us on our waywithin four hours, but also helped convince thenew owner of the value of our airplane when hebought it.”

The combination of a per-hour or pre-paidmaintenance program and AOG remote-repairservices provide a powerful solution to thoseproblems that keep the airplane from moving.

Whether the coverage comes from a factory-supported plan – such as Rolls-Royce'sCorporateCare, or from a third-party power-house like Jet Support Services Inc., nothingshort of carrying a maintenance mechanic andspare parts can match the flexibility and respon-siveness these programs provide. �


FLIGHT DEPARTMENT � MAINTENANCE

“...nothing shortof carrying amaintenancemechanic andspare parts can

match theflexibility andresponsivenessthese programs

provide.”Find out more at JSSI: www.jetsupport.com;Rolls-Royce Corporate Care: www.rolls-royce.com/customers/civil-aerospace/services/corporatecare.aspx#overview



Swiss Excellence in Business Aviat ion

Corporate and private aircraft maintenance, refurbishment and completion services

AMAC Aerospace Switzerland AG Henric Petri-Strasse 354051 Basel, Switzerland

Telephone + 41 58 310 31 31 [email protected]

a

P087.qxp_Heeren Cit Ultra sep 23/09/2015 15:58 Page 1

Creating a Flight Department(Part 5)


Fred Haap continues his series on Flight Department formationbased upon his many years of experience leading the Business

Aviation operations of a Fortune 500 company.

FLIGHT DEPARTMENT � MANAGEMENT

tandard operating procedures and checklists are followed by even the most experi-enced aviators. Similarly, the most success-ful Flight Departments establish an

Operations Manual containing the administrative,operational, and maintenance procedures to be fol-lowed in fulfilling the company’s use of business air-craft.

While mandated by the Federal AviationAdministration for flight operations providing com-mercial services under FAR Part 135, operators ofcompany aircraft not engaged in flying for hire orreward are not required to have or use an ops manu-al. Best practices, however, urge operators to pre-pare and utilize an ops manual. In fact, the NationalBusiness Aviation Association requires that firmspossess an Operations Manual to be eligible forCorporate Membership.

An Operations Manual is a dynamic, multipur-pose document that defines the Flight Department’sstructure and institutionalizes the procedures it usesto fulfill the department’s Vision and Mission as stat-ed in its business plan (see Part 2 of this series, July

2015, page 94). Thus the ops manual is a basic ele-ment in communicating the value of aviation servic-es to the corporation and articulating why usingbusiness aircraft will benefit shareholders. It alsoforms the basis for interaction between the AviationManager and the corporation’s top management. Allelements of running the company’s BusinessAviation activities are included, ranging from sched-uling, conducting flights, maintaining the aircraft,budgeting, and reporting ongoing financial perform-ance to management.

The ops manual presents Standard OperatingProcedures (SOPs) and required performance foreach activity of the Flight Department. Withoutestablished standards clearly stated in writing andunderstood by all parties, there are no standards.Without Standard Operating Procedures, efficiencysuffers and risk of mishap increases. Without clearlydefined expectations, there is no accountability.

Just as professional aviators are schooled in prop-er techniques and embrace best practices, well runFlight Departments follow a culture of planning andexplicit execution. The ops manual is their bible.

S

Thoughts on the Operations Manual

Management 1 Oct15 .qxp_Finance 22/09/2015 15:45 Page 1

ComprehensiveIn addition to documenting best practices for eachaspect of flight, the ops manual should containsections for aircraft maintenance, security, interna-tional operations, Emergency Response Plan, andadministrative activities such as scheduling, docu-mentation of flight activities, systematic reportingto top management and personnel issues.

The department’s organizational structure needsto be specified, with each position identified anddefined by an unambiguous job description andrequirements for employment. Standards of con-duct and appearance should be established. Forexample, if the company expects its male aviatorsto limit their facial hair to neatly trimmed mus-taches, that expectation should be stated in theops manual.

The ops manual is the place to specify proce-dures for acquiring additional lift during periods ofhigh travel demand or when the company aircraft isnot available. Potential charter providers should beidentified following a careful vetting through safetyaudits of their qualifications and accident history.The approved list of charter operators should beprovided to individuals responsible for scheduling.These personnel should be unwavering in theiradherence to chartering protocols.

Safety procedures, including the discipline ofannual audits, must be specified. Best practices

urge internal safety audits alternated with externalreviews by a third party. Thus audits are conductedevery 12 months, and every other assessment isprovided by an external agency or credentialedauditor.

Flight departments are encouraged to considerthe safety protocol known as InternationalStandards—Business Aircraft Operations (IS-BAO),which was developed by the International BusinessAviation Council (IBAC). IS-BAO Registration of aflight department is accepted by many aeronauticalauthorities throughout the world as one that utilizesan approved Flight Operations Manual and SafetyManagement System (SMS).

In addition to documenting safety procedures,the ops manual should contain a signed statementfrom the corporation’s Chief Executive Officerunequivocally endorsing the Flight Department'ssafety procedures and explicitly stating that thecaptain’s decision regarding all flight operations isfinal. Furthermore, passengers must be informedthat exerting pressure on the flight crew to departor land, or otherwise unduly influence the captain’sauthority, is unacceptable and will not be tolerated.

Contingency procedures should be included inthe administrative sections of the ops manual or ina separate document called the EmergencyResponse Plan (ERP). The ERP may be a standalonedocument or attached to the corporation's ERP ifone exists. For example, how the corporation man-ages a crisis should be addressed in detail,whether the crisis is an aircraft accident or a non-aviation event affecting the Flight Department suchas the destruction of facilities due to fire or an actof nature.

Some crisis issues are the responsibility of theflight department, while others such as informingand caring for victims of a mishap or tragedy arebest addressed by the corporation’s HR depart-ment or possibly by the office of the CEO. In all sit-uations involving Business Aviation, communica-tions and possibly coordination between otherbusiness units within the corporation will be need-ed. The place to specify those procedures is theops manual or ERP. When a crisis happens, only theresources in place are useful. Just as with operatingan aircraft, personnel must know what to do beforethey must respond. Crisis time is no time for adhoc actions.

Operations and MaintenanceDetailed procedures for each segment of flight,from passenger manifest and dispatch to postflight inspection and documentation, must be cov-ered. In addition to basic operations (e.g., airwor-thiness status, flight plan preparation, operationalreports, etc.), the ops manual should addressexpectations above and beyond the department’sFAA classification.

While FAR Part 91 allows operators of privateaircraft to comply with standards less restrictive

“Just asprofessionalaviators areschooled in

propertechniques

and embracebest practices,well run FlightDepartments

follow aculture of

planning andexplicit

execution.”

Fred Haap is an IS-BAO accredited auditorand past Chairman ofNBAA. During his dis-tinguished career inaviation, Mr. Haap alsospent nearly 30 years asa corporate aviationdepartment manager &pilot, logging more than13,000 flight hours ina variety of aircraft.Contact him [email protected]



than Part 135 used by charter providers, eachFlight Department may elect to follow more strin-gent limitations up to and possibly exceedingthose which are allowed for commercial operations.The place to specify such standards is theops manual.

Those aspects of contingency planning thatdirectly involve flight, such as dealing with anunruly passenger, a hijacker, or a terrorist are alsobest addressed in the operations section of theops manual.

By positioning the right person in the right placeat the right time, a Flight Department contributesuniquely to the success of the company it serves. Ameans for capturing those elements of success,including a metric for valuing such efficiency, is war-ranted. The place to establish such a reporting pro-tocol and measure of value and efficiency is withinthe ops manual (see David Wyndham’s article‘MOVE’, page 64).

Maintenance policy and procedures should befully described in a third section of the ops manual.Too often the Business Aviation community fails toarticulate the pivotal role that maintenance plays inthe success of a Flight Department.

Costs can quickly escalate when a business air-craft is poorly maintained, and safety obviously will

be affected by maintenance neglect or inadequa-cies. The ops manual must specify how the compa-ny’s aviation assets will be kept in safe and eco-nomically viable order, whether by maintenancedone in-house, via contract services, or by anoutside vendor (or some combination ofthose options).

Customization RequiredThe NBAA Management Guide contains an excel-lent outline of what should be included in theFlight Department’s operations manual, and theAssociation conducts frequent workshops describ-ing how such manuals should be prepared. Buteach department is different; each has its ownrequirements that must be met to satisfy the needsof the company it serves. Thus there is no singletemplate or computer program that will generatethe best document for all operations.

Each Flight Department must tailor its ops man-ual to address its specific role within the companyand the unique circumstance surrounding itsflight operation. �

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

“...there is no single

template orcomputer

program thatwill generate

the bestdocument

for alloperations.”

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Project1.qxp_Layout 1 23/09/2015 16:03 Page 1

A Tribute to Flight DepartmentExcellence, Large and Small


Pete Agur concludes his two-part perspective of what size organization best suits the professional aviator.


n the context of Business Aviation, ‘bigger’does not guarantee ‘better’. In fact, excel-lence can be found, or not, regardless of thesize of the organization or weight of the air-

craft. No matter the size, the differentiating ele-ment between ‘substandard’ and ‘excellence’ isLeadership. The careers of Syd and George illus-trate my point.

Syd was a highly decorated military aviator whotransitioned to corporate pilot for a Fortune 10company. Over the years, he worked his way up tothe position of Director of Aviation of a multi-air-craft, international Flight Department for a house-hold name company.

George climbed the other ladder. He started asa civilian flight instructor and transitioned into theBusiness Aviation ranks. Through hard work andinnate aptitude, by his mid-thirties he became thechief pilot for a single jet operation. Both of thesegentlemen left a legacy of excellence. There are a

number of similarities and a few key differences intheir approaches to success on behalf of theirowners.

Size Does MatterIt is easier to be ‘better’ when you have the back-ing of a very large company. The infrastructure isthere. Whether you use those resources to helpyour Business Aviation function is a matter ofchoice, strategically and operationally.

Syd inserted himself into his reporting execu-tive’s staff meetings early on. He watched and lis-tened to see how things were done by his peers.He emulated their tactics to gain access to theresources he needed; HR, legal, accounting, IT,purchasing, and on, and on. He knew he could notdo it all himself. He became the ring master of hisflying circus.

George and his crew flew Miss Daisy, a wealthywidow. The entire ‘organization’ was Miss Daisy

I

Peter Agur is Chairman& Founder of VanAllen- a leading BusinessAviation consultancyfirm. He is a member ofthe Flight SafetyFoundation’sAdvisory Committee,NBAA’s SafetyCommittee and NBAA’sCAM Committee(emeritus). Contact [email protected].

Does Bigger Assure Better?


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

and her family office. The family office staff consist-ed of three people plus the aviation services teamof five (George, two other captains, the cabinattendant and their technician). Like Syd, Georgeintegrated himself into HQ: the family office. The lack of staff capacity meant that George

had to create a virtual support organization. So, hedeveloped retainer relationships to fill the functionshe could outsource (legal, accounting and IT) whilehe honed his team’s capabilities to share theremaining load.Both Syd and George successfully integrated

and aligned their aviation services with their parentorganizations. Each did it in the way that was mosteffective and appreciated in their circumstances.

Aircraft SizeThere is no direct correlation between aircraft sizeand the quality of the operation. Eighty percent ofaviation accidents are sourced in human error;intentional and unintentional. Stupid pilot trickshappen with equal ease among all categories ofaircraft.The flight operations policies, standards and

practices used by Syd’s and George’s operations

were remarkably similar. Why not? They bothsought to achieve operational and organizationalbest practices.However, that does not mean all aircraft

encounter the same risks and hazards. A goodargument could be made that smaller aircraft oper-ations are higher risk. Potential contributing factorsinclude that they typically fly at lower altitudeswhere the weather is harder to avoid. They alsotend to operate into shorter runways with smallermargins for error or mishap. But, the biggestpotential risk occurs because they often are crewedby less experienced aviators who are early in theircareer climb.Those ‘smaller aircraft’ risks can be mitigated.

One large company intended to operate a singlemid-sized jet. The CEO was committed to keepingthe best and brightest team of aviation profession-als. He understood his crews would be tempted bythe higher pay of larger jets. So, he paid them onthe same scale as larger jets and established policiesthat created great quality of life conditions for theflight team. As a result, the primary source ofturnover in this department over the past 30 yearshas been retirement.The trick to mitigating endemic risks in the opera-

tion of aircraft large or small is to identify those risksand address them systematically and effectively.

In ClosingIs service excellence easier to achieve in a smalloperation? The intimacy of the group makes it easi-er to communicate and coordinate because thedynamics are much less complex. However, there isno excuse for the level and quality of customerservice being anything less than outstandingregardless of size. If a hotel company as large asThe Four Seasons can do it, any Flight Departmentalso can.How does size impact efficiency? The economics

of Business Aviation are clear. Bigger costs more.More capital investment, more fixed costs andmore variable expenses. But efficiency is relative.Can a small department save its owner the sameproportionate dollars as a large one? Why not?Would a small department’s owner appreciate sig-nificant savings as much as a large companywould? Probably even more so because aviationservices are likely to be a larger part of the totalbudget.For a big operation to excel it takes a business

unit leader who orchestrates well within the majororganization. For a small department it takes anentrepreneurial leader who is adept at coordinatingsupplemental resources.‘Bigger’ does not assure ‘Better’. Effective

visionary leadership does. �

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

“There is nodirect

correlationbetween

aircraft sizeand the

quality ofthe

operation.”




General Aviation October.qxp_Layout 1 21/09/2015 15:28 Page 1


FLIGHT DEPARTMENT � SAFETY

Are You Ready for PBN?(Part 2)

The concept of Performance Based Navigation (PBN) gains tractionwith more PBN procedures being published worldwide. MarioPierobon introduces the variety of PBN specifications available

and describes the benefits to Business Aviation.

Safety 1 Oct15.qxp_Finance 21/09/2015 15:34 Page 1

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

ast month we clarified that PerformanceBased Navigation (PBN) specificationsare articulated in two main categories:RNAV (area navigation) and RNP

(required navigation performance), and establishedthat RNP has the additional requirement for on-board performance monitoring and alerting. Bylooking at availability of navigation specificationsunder both the RNAV and RNP categories, it ispossible to appreciate how the PBN concept, andits inherent operational flexibility, is available for allphases of flight operations.

Per the latest version of the ICAO PBN Manual(dated early 2013), there are 11 navigationspecifications: four of these apply to RNAV andseven apply to RNP.

Documented in Volume II of the PBN Manual,each of these specifications is roughly 20 pages inlength and contains core and contextual material.Core material relating to the navigation specificationincludes descriptions as to the performance(accuracy, integrity and continuity) required from theRNAV system, the functionalities needed to meetthe requirements of the navigation application, theapproval process, aircraft eligibility and operationalapproval.

“The PBN concept suggests that RNAVspecifications are effectively legacy specificationsand that no new RNAV specifications will bedeveloped,” notes Eurocontrol. “Indeed, PBN’ssights are firmly set on RNP which relies primarily onthe use of satellite technologies. This explains whyall the new navigation specifications in the 2013update to the PBN Manual are RNP specifications.”

The table presented (left) offers an overview ofthe navigation specs included in ICAO’s PBNManual. The numbers reported refer to the lateraltotal system error and the along-track error, whichmust be (for example) within ±10 NM for at least95% of the total flight time for RNAV 10 situations.

The content of the navigation specifications isnormally reported in its entirety in advisory circulars(ACs) issued by the US FAA and acceptable meansof compliance (AMCs) issued by EASA. Thesedocuments establish what operators must do tocomply with the specified PBN airworthiness,operational and training requirements.

Application to BizAv?Business Aviation operators should pay the mostattention to PBN navigation specificationsapplicable to the approach phase of flight.“Business aircraft tend to operate away from bigairports normally used by the airlines,” notesCaptain Marcel Martineau, a flight operationsconsultant with whom we spoke. “This is the

advantage of having your own aircraft and beingable to land at thousands of airports in the USalone. The flexibility is clear.

“If [business jets] have a navigation systemcapable of receiving satellite-based augmentation(SBAS), operators can use the SBAS-capable GPS tomeet very precise navigational accuracyindependent of ground based systems.”

Augmentation is a method of improving the on-board navigation system’s accuracy, reliability andavailability, through the integration of externalinformation into the internal calculation process.Examples of regional SBAS are the wide areaaugmentation system (WAAS), which is operationalin the USA and Canada, and the Europeangeostationary navigation overlay system (EGNOS),within Europe.

“This essentially means you can have all sorts ofapproaches at any remote airport and performapproaches where there are no ground facilities,”notes Martineau. “As you can imagine, this is ofgreat advantage to business aircraft as many smallairports are now publishing approaches without theneed for ground facilities.

“It also significantly reduces operational cost byallowing operations at remote airports at lowminima; reduces the environmental impact ofaircraft (jet) operation; and increases the usefulnessof business aircraft generally.”

With an increasing availability of PBN proceduresat smaller airports, which typically lack extensiveground-based approach facilities, the benefits ofupgrading to PBN capability is obvious.

Next month we conclude this three-part series byclarifying technical, operational and trainingrequirements to meet the PBN standards applicableto business aircraft operations. �


L

Safety 1 Oct15.qxp_Finance 21/09/2015 15:34 Page 2

or the purpose of our Retail PriceGuide, Medium Jets are loosely definedas aircraft with a Maximum Take-OffWeight between 20,001-40,000 lbs.

There’s no disputing the advantages of space asyou step into a Medium Jet cabin, particularlywhen applied to longer trips. That is ultimatelywhere the Medium Jets’ basic advantage comesinto play over the Light Jet segment.

Medium Jets tend to cruise towards the upper-end of the private jet speed range (between Mach0.78 and Mach 0.85). While on average faster thanthe Light Jet, a Medium Jet’s superior speed gen-erally provides only a few minutes of gain on thetypical Business Aviation trip of 350 to 500 miles,but the difference will become noticeable onlonger legs exceeding 1,000 miles.

In terms of range, the average Medium Jet canreach most of the US non-stop from almost any-where else within the US, making them excellentcandidates for the operator with regular transcon-tinental travel needs. That range capability alsogives the crew the flexibility to string together asequence of stops that total the same distance –making it possible for a Medium Jet to covermultiple locations and still get home at the days’end, without buying fuel along the way.

Runway requirements for Medium Jets are gen-erally longer than the average length needed by aLight Jet – but nevertheless Medium Jets can stillaccess a significant percentage of the secondaryairports serving most of the 150 largest metropoli-tan areas in the US.

Indeed, Medium Jets generally can match theirLarge Cabin kin in terms of speed and, to a point,their range, while providing reasonable officeamenities that are competitive with most larger air-craft. With all of the above considered, it is littlewonder that the Medium Jet segment is thebiggest selling, deepest segment across the busi-ness aircraft market.

Medium Jet Price GuideThe following Medium Jets Retail Price Guide rep-resents current values published in the AircraftBluebook – Price Digest. The study spans modelyears from 1996 through Fall 2015. Values report-ed are in USD millions, with each reporting pointrepresenting the current average retail value aspublished in the Bluebook by its correspondingcalendar year. For example, the Hawker 800XPvalues reported in the Fall 2015 edition ofBluebook shows $3.3 million for a 2004 model,$2.8 million for a 2003 model and so forth. Aircraftare listed alphabetically.Note: We have included 30 aircraft models in the followingMedium Jets average price guide, and for additionalassistance, Conklin & de Decker’s Performance andSpecifications data for these models can be referred to,beginning on page 102.

Medium Jets: Just the Right Fit for Many Operators...

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


F

Of all the business jet categories, none does more to balance capability with utility than the Medium Jet segment;

and no segment provides more options, either.

Values Intro June.qxp_Finance 23/09/2015 16:06 Page 1

Year Model Serial No.

1991 Challenger 601-3A/ER 5086

2000 Challenger 604 5431

2008 Challenger 605 5754

1996 Citation X 750-0011

2006 Global 5000 9176

1987 Gulfstream GIV 1008

2002 Gulfstream GIVSP 1495

1999 Gulfstream GV 576

2009 Gulfstream G150 255



1998 Learjet 31A 165

2005 Learjet 40XR 45-2028

2000 Learjet 45 079

2005 Learjet 45XR 282

2001 Learjet 60 229

2007 Learjet 60XR 320

2011 Phenom 100 50000223

2015 Phenom 300 50500216

2010 Bell 427 56080

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

WASHINGTON DC571.933.7393

Jeteffect Inventory September.qxp 22/09/2015 14:42 Page 1

Medium Jets Average Retail Price Guide

BOMBARDIER CHALLENGER 300 19.0 17.0 16.0 15.0 14.0 13.0 12.0 11.0 10.5

BOMBARDIER LEARJET 60XR 6.7 6.2 5.6 5.0 4.6 4.4 4.0

BOMBARDIER LEARJET 60SE 4.0 3.4

BOMBARDIER LEARJET 60


BOMBARDIER LEARJET 45 4.0 3.7


BOMBARDIER LEARJET 40 3.0 2.6

CESSNA CITATION X+ 750 23.745 17.0

CESSNA CITATION X 750 14.0 13.0 12.0 10.5 8.8 7.8 7.1

CESSNA CITATION V11650

CESSNA CITATION SOVEREIGN+680 18.370 16.0 14.0

CESSNA CITATION SOVEREIGN 680 13.0 12.0 11.0 10.0 9.0 8.0 7.5 7.0

CESSNA CITATION XLS+ 560 13.165 10.5 8.5 8.0 7.5 7.0 6.5 6.0

CESSNA CITATION XLS 560 5.8 5.0 4.8 4.5

CESSNA CITATION EXCEL 560

DASSAULT FALCON 50EX 7.1 6.7

DASSAULT FALCON 50

GULFSTREAM G280 24.5 24.0 23.0 22.0

GULFSTREAM G200 9.8 9.3 8.8 8.3 7.8 7.3

GULFSTREAM G150 15.7 13.5 11.0 9.3 7.3 6.8 6.3 5.8 5.3 4.8

GULFSTREAM G100 3.8

GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000 6.0 5.8 5.4 5.2 5.0

HAWKER 1000

HAWKER 900XP 8.5 7.0 6.5 6.0 5.5

HAWKER 850XP PRO LINE 4.8 4.4 4.2 3.9

HAWKER 800XP/i PRO LINE

HAWKER 800XP

HAWKER 750 5.3 4.6 4.0 3.5

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

MODEL

YEAR OF MANUFACTURE$

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values.qxp_RPG 22/09/2015 12:05 Page 1

FALL 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

YEAR OF MANUFACTURE$

10.0 9.5 9.25 BOMBARDIER CHALLENGER 300

BOMBARDIER LEARJET 60XR

2.9 2.6 BOMBARDIER LEARJET 60SE

2.4 2.3 2.2 2.1 2.0 1.9 1.8 1.7 BOMBARDIER LEARJET 60

3.6 3.5 3.2 BOMBARDIER LEARJET45XR

3.4 3.2 2.8 2.6 2.5 2.4 2.3 2.2 BOMBARDIER LEARJET 45

2.4 BOMBARDIER LEARJET 40XR

2.2 2.0 BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+ 750

6.2 5.7 5.2 4.9 4.6 4.3 4.1 3.7 3.4 3.2 CESSNA CITATION X 750

2.650 2.450 2.350 2.250 2.050 CESSNA CITATION V11 650

CESSNA CITATION SOVEREIGN+ 680

6.5 6.0 CESSNA CITATION SOVEREIGN 680

CESSNA CITATION XLS+560

3.9 3.7 CESSNA CITATION XLS 560

3.6 3.5 3.4 3.2 2.9 2.7 2.5 CESSNA CITATION EXCEL560

6.2 5.9 5.5 5.1 4.8 4.5 4.2 3.8 3.5 DASSAULT FALCON 50EX

2.8 DASSAULT FALCON 50

GULFSTREAM G280

6.8 6.3 5.8 5.3 4.8 4.3 3.8 GULFSTREAM G200

GULFSTREAM G150

3.4 3.2 3.0 2.8 2.6 GULFSTREAM G100

2.6 2.3 2.2 2.1 2.0 1.9 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000

2.2 HAWKER 1000

HAWKER 900XP

HAWKER 850XP PRO LINE

3.5 HAWKER 800XP PRO LINE

3.3 2.8 2.5 2.4 2.3 2.2 2.1 2.0 1.9 HAWKER 800XP

HAWKER 750

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values.qxp_RPG 22/09/2015 12:05 Page 2

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

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

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

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

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

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

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

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

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

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

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

SpecificationsPerformance Range:• Range - 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 - MediumJets – appears overleaf, to be followed by Small& Entry Level Jets next month.

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

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

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


Aircraft Performance& Specifications

Medium Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs IntroOct15.qxp_AC Specs Intronov06 22/09/2015 16:15 Page 1

Challenger 3002,296 AFTT1,142 CyclesProline 21 Avionics PackageExecutive 6 PAX Configuration

Lear 405,248 AFTT. Engines on MSP GoldHoneywell Primus 1000 System6 PAX Executive Configuration

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, APUon MSP

BAE Jetstream 31Three (3) available! 16-19 PAX configurationsavailable. Weather Radar. Garmin GPS 400.Skywatch (TCAS I)

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

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 October.qxp 21/09/2015 15:30 Page 1

BEECHCRAFT HAW

KER 750

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.

MEDIUM JETS

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$2,877.38

5.75

6

21.3

551

4.3

2.25

47

32

2

8

27000

23350

16250

8500

2200

2200

2050

2200

4900

3803

3500

530

447

430

402

2

TFE 731-5BR

$2,935.09

5.75

6

21.3

551

4.3

2.25

48

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

$2,924.57

5.75

6

21.3

551

4.3

2.25

49

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

$2,586.03

5.75

6

21.3

551

4.3

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R

$2,937.44

5.75

6

21.3

551

4.3

2.25

50

-

2

8

28000

23350

16330

10000

1790

2120

2525

2710

5641

3810

3415

470

452

430

402

2

TFE 731-5BR

$2,656.00

5.75

6

21.3

551

4.3

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R

$3,411.46

6

6.46

25

746

6

2.5

114

-

2

8

39500

33500

23700

14600

1400

2300

3283

3100

5459

4373

-

880

489

470

447

2

PW308A

$2,185.18

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1707

4330

4033

2820

710

465

436

428

2

TFE 731-20AR

$2,234.47

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

432

2

TFE 731-20BR

BEECHCRAFT HAW

KER 800XP

BEECHCRAFT HAW

KER 800XPI

BEECHCRAFT HAW

KER 800XPR

BEECHCRAFT HAW

KER 850XP

BEECHCRAFT HAW

KER 900XP

BEECHCRAFT HAW

KER 4000





AircraftPer&SpecOct15 2.qxp_PerfspecDecember06 23/09/2015 16:08 Page 1

Southern Cross October.qxp_Layout 1 21/09/2015 17:07 Page 1








BOMBARDIER CHALLENGER 300

BOMBARDIER CHALLENGER 350

$2,223.41

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1968

4350

4063

2800

590

465

436

416

2

TFE 731-20AR

$2,301.13

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

432

2

TFE 731-20BR

$2,519.15

5.71

5.92

17.67

447

5.3

2

24

24

2

7

23500

19500

14772

7910

1068

2228

2186

2418

5450

5208

4500

714

465

436

423

2

PW305A

$2,397.17

5.71

5.92

17.67

447

5.3

2

24

24

2

7

23500

19500

14896

7910

944

2104

2044

2398

5450

5317

4500

718

465

436

423

2

PW305A

$2,137.82

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

21500

19200

13715

6062

1973

2285

1849

2000

4230

3917

-

-

465

436

432

2

TFE 731-40BR

$2,144.08

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

21500

19200

13890

6062

1798

2110

1805

1998

4440

3917

-

-

465

436

432

2

TFE 731-40BR

$3,113.42

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

$3,095.91

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


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

MEDIUM JETS




October 2015 – AVBUYER MAGAZINE 107Advertising Enquiries see Page 4 www.AvBuyer.com

Models ranging15,000 to 210,000 lbs.

Easy to UseSimple to Maintain

Electric Towbarless

Rugged Universal

Certified

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P107.qxp_Heeren Cit Ultra sep 24/09/2015 13:57 Page 1


CESS

NA C

ITATI

ON E

XCEL

CESS

NA C

ITATI

ON X

LS

CESS

NA C

ITATI

ON X

LS+

CESS

NA C

ITATI

ON L

ATIT

UDE

CESS

NA C

ITATI

ON S

OVER

EIGN

CESS

NA C

ITATI

ON S

OVER

EIGN

+CE

SSNA

CITA

TION

X

CESS

NA C

ITATI

ON X

+

$2,418.85

5.7

5.5

18.5

422

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A

$2,345.30

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B

$2,305.60

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C

$3,236.85

6

6.42

28.08

-

-

-

-

-

2

9

-

-

-

-

-

-

-

-

4030

-

-

-

-

-

-

2

PW306D

$2,795.26

5.7

5.5

25.25

571

4.58

2.5

35

100

2

9

30300

27100

18150

11223

1177

2650

2620

3010

3810

3867

4016

1237

459

459

388

2

PW306C

$2,703.87

5.7

5.5

25.25

585

4.58

2.5

35

100

2

9

30755

27575

18510

11390

1125

2490

2773

3163

3650

3725

-

-

459

459

-

2

PW306D

$3,694.04

5.7

5.5

23.92

538

4.5

2.1

-

82

2

8

36100

31800

22025

12931

1444

2375

2890

3125

5480

4693

3650

1120

525

525

470

2

AE 3007C1

$3,762.08

5.7

5.5

25.2

538

4.5

2.1

-

82

2

8

36600

32000

22464

12931

1505

2514

3229

3380

5320

4702

3650

1120

527

527

470

2

AE 3007C2


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

MEDIUM JETS




BUSINESS AVIATION CONVENTION & EXHIBITIONNOVEMBER 17, 18, 19 | LAS VEGAS

Join 26,000 industry professionals for the most important three days of business aviation,

with over 1,100 exhibitors, 100 business aircraft on static display, and dozens of

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www.nbaa.org/2015/avbuyer


CESSNA

CITA

TION

VII

DASSAU

LT FALCO

N 50

DASSAU

LT FALCO

N 50EX

EMBRAER LEGA

CY 500

GULFSTREAM

G100

GULFSTREAM

G150

GULFSTREAM

G280

IAI ASTRA SP

$3,207.64

5.7

5.5

18.4

422

5

2

-

54

2

7

23000

20000

14250

7330

1620

2250

1693

1824

5170

4500

4315

510

452

452

417

2

TFE 731-4R-2

$4,232.03

5.8

6.1

23.5

569

5

2.6

25

90

2

9

38320

35715

22000

15520

1280

3570

3057

3200

5000

3500

3430

601

480

431

410

3

TFE 731-3-1C

$3,744.57

5.9

6.1

23.5

569

5

2.6

25

90

2

9

39700

35715

22250

15520

2130

3320

3223

3388

5000

3500

3515

671

480

459

430

3

TFE 731-40

$2,901.99

6

6.83

27.5

826

5.22

1.91

45

110

2

8

37919

34127

23437

13058

1600

2800

3026

3185

4084

3537

-

-

450

-

433

2

HTF7500E

$2,505.40

5.6

4.75

17.1

215

4.3

2.08

9

55

2

7

24650

20700

14365

9365

920

2635

2550

2910

6000

4362

3400

493

474

459

430

2

TFE 731-40R

$2,329.37

5.75

5.75

17.7

521

4.33

2.1

25

55

2

7

26100

21700

15100

10300

850

2400

2760

3130

5640

4050

3340

606

470

459

430

2

TFE 731-40AR

$3,128.98

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

$2,652.26

5.6

4.75

17.1

304

4.3

2.08

9

55

2

7

24650

20700

13400

9345

2055

3600

2330

2780

6400

4362

3700

1010

460

448

414

2

TFE 731-3C


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

MEDIUM JETS


�



Amstat October.qxp_Layout 1 21/09/2015 15:54 Page 1

ver the following paragraphs, we’ll consid-er productivity parameters (payload/range,speed and cabin size) and cover currentand future market values for Bombardier’s

Learjet 45XR. The field in this study includesTextron/Cessna’s Citation XLS business jet.

Brief HistoryThe Learjet 45 was an all-new business aircraft thatwas manufactured between 1997 and 2007. It featuredadvanced Honeywell Primus 1000 avionics systemsand lower maintenance costs via longer inspectionintervals. This aircraft is RVSM ready from the factory.

The Learjet 45XR is an enhanced performance ver-sion of the Learjet 45 introduced in 2003. It offershigher takeoff weights, faster cruise speeds and fastertime-to-climb rates as compared to the original model.

The Honeywell TFE 731-20BR-powered Learjet45XR is also designed to provide better hot and highperformance, increased range and increased payload.

A Learjet 45XR upgrade package is available toLearjet 45 operators through engine and airframe serv-ice bulletins.

Production of the Learjet 45XR ended in 2012, andsince 1997 there were 454 total Learjet 45/45XR air-craft delivered to the marketplace.

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

O

Aircraft Comparative Analysis: Bombardier Learjet 45XR


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

In this month’s Aircraft Comparative Analysis, Mike Chase providesinformation on two popular business jets for the purpose of valuingthe Learjet 45XR. A 2012 model Learjet 45XR has a list price of $7m.

AirCompAnalysis Oct15.qxp_ACAn 22/09/2015 10:11 Page 1

L EAD ING EDGE AV IAT ION SOLUT IONS , L LC WWW.LEAS .COM

2008 Citation X s/n 750-0289FOR SALE OR LEASE, 8 pax, On RR Corp. Care, ATG4000 Wi-Fi, Iridium Sat Phone, Maintained Part 135,Improved TR’s, Airshow 4000+, SATCOM AFIS

1996 Gulfstream IVSP s/n 1286 $6,995,000Engines-Corp. Care, Avionics-HAPP, -150G APU on MSP,ATG-4000 Wi-Fi, ADS-B Out, TCAS 2000 w/Chg 7.1, DualFMS w/5.2 Software, HUD, Triple IRS, New P & I 12/2009,Partial 5/2013, Oper. Part 135

1995 Gulfstream IVSP s/n 1262 $4,995,00013 pax, On RR Corp. Care, Avionics on HAPP, ATG-4000Wi-Fi, Iridium Sat phone, APU Enclosure Ventilation Mod,Opererating Part 135

1994 Gulfstream IVSP s/n 123616 pax, Eligible for Corp. Care-475 Hrs TSOH, ATG-4000Wi-Fi, Iridium Sat phone, Ads-B Out, SBAS/LPV AGPSApproach, -150 APU Upgrade

2004 Falcon 900EX EASy s/n 13712 pax, Engines+APU-MSP Gold, New P & I 9/2014, EASy IIEnhanced Avionics, Synthetic Vision, Enhanced Nav, ADS-BOut, TCAS 7.1, Wi-Fi, Text & Talk, CPDLC wiring

1997 Gulfstream V s/n 50415 pax, Eligible for Corp. Care, Satellite TV, InmarsatSATCOM Swift Broadband, True North Phone, ADS-B Out,TCAS 7.1, 24,48 mo. CMP Codes 5/2014, Soft Goods 2012

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

2007 Hawker 400XP $1,995,0008 pax, One Owner, Maintained Part 135, 24 mo. c/w 9/2014,A insp 6/2015, B insp 10/2014, C insp. 2/2012, No Damage,RAAS, Upgraded Securaplane Hawker Battery STC

2007 Global Express XRS s/n 919113 pax. Many upgrades-IAC Batch 3 Software, FANS 1/A+& RNP4 Capability, SBAS/LPV Approach, ADS-B Out, TCAS7.1, Wi-Fi, Satellite TV

LEAS Single October.qxp_LEAS 23/09/2015 12:58 Page 1

Worldwide AppealThere are 196 wholly-ownedLearjet 45XR aircraft currently inoperation, three in shared own-ership and eight in fractionalownership, making a total of 207units worldwide. Approximatelyone-seventh (14.5%) of the in-operation fleet is leased, accord-ing to JETNET. By continent,North America is home to thelargest fleet percentage (77%),followed by South America(11%), accounting for a com-bined total of 88% of the world’sLearjet 45XRs.

Payload & RangeThe data contained in Table A(top, left) are published in theB&CA, May 2015 issue, but arealso sourced from Conklin & deDecker. As we have mentionedin past articles, a potential oper-ator should focus on payloadcapability as a key factor. TheLearjet 45XR’s ‘Available Payloadwith Maximum Fuel’ at 1,563pounds is greater than theCitation XLS at 860 pounds ofpayload capability.

In addition, Table A showsthe fuel usage by each aircraft inthis field of study. The Learjet45XR at 204 gallons per hour(GPH) burns 5.1% less fuel (11gallons) than the Citation XLS(215 GPH), according to datasourced from Aircraft CostCalculator.

Cabin Cross-SectionsAccording to Conklin & deDecker, the Learjet 45XR cabinvolume is 415 cu ft (length -19.75 ft) and the Citation XLShas slightly more cabin volumeat 422 cu ft. However, the cabinlength of the Citation XLS (18.5ft) is slightly shorter than theLearjet 45XR. Note from ChartA, left (courtesy of UPCAST JET-BOOK) that the Learjet 45XRoffers less cabin height andwidth than the Citation XLS.

Range ComparisonAs depicted by Chart B (left)and using Witchita, Kansas asthe origin point, the Learjet45XR shows greater range cover-age than the Citation XLS,reaching most of the lower 48

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Learjet 45XR

Citation XLS

21,500

20,200

6,062

6,740

204

215

1,875

2,300

1,563

860

1,937

1,989

1,824

1,796

Chart A - Cabin Cross-Sections

Table A - Payload & Range



Bombardier Learjet 45XR 1642.880 NmCessna Citation XLS 1500.530 Nm

Source: UPCAST JETBOOK

Chart B - Range Comparison

Source: Aircraft CostCalculator

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


states and Mexico non-stop assourced from Aircraft CostCalculator (ACC).

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

Powerplant DetailsAs mentioned previously, theLearjet 45XR is powered by twoHoneywell TFE 731-20BRengines with a thrust rating of3,500 pounds each. The CitationXLS is powered by two Pratt &Whitney Canada PW545Bengines each offering a thrustrating of 3,991 pounds.

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

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

Chart C (top, right) details‘Cost per Mile’ and comparesthe Learjet 45XR to its competi-tion, factoring direct costs andwith each aircraft flying a1,000nm mission with an 800pound (four passengers) pay-load. The Learjet 45XR showsthe lower cost per nautical mileat $3.08, 23% less compared tothe Citation XLS at $4.00.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (middle, right) isdefined as the Cost of FuelExpense, Maintenance LaborExpense, Scheduled PartsExpense and Miscellaneous TripExpense. The Total Variable Costfor the Learjet 45XR computesat $1,448, which is 15.7% less

Chart C - Cost Per Mile

*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNETData courtesy of Conklin & de Decker; JETNET; Vref; ACC

Chart D - Variable Cost

$0Citation XLS

Learjet 45XR

US $ per hour

$1,717 $1,448QQ

$1,000 $

* 1,000nm Mission costs, 800lbs Payload


$0.00Citation XLS

Learjet 45XR

US $ per nautical mile

$4.00

QQ

$2.00 $4.00

Q $3.08

Table B - Comparison Tables

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07

Long RangeSpeed(kts)

CabinVolume(cu ft.)

Used Vref

Price $US m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Learjet 45XR

Citation XLS

432

373

415

422

1,824

1,796

206

328

10.7%

6.4%

2

4

$4.8

$5.9

Used ‘08

Used ‘08

than the Citation XLS at$1,717.

Aircraft Comparison TableTable B (above) contains thepre-owned prices from VrefPricing Guide for each aircraft(2008 model). The average

speed, cabin volume and maxi-mum payload values are fromConklin & de Decker, while thenumber of aircraft in-operationand percentage ‘For Sale’ areas reported by JETNET.

The Learjet 45XR has 10.7%of its fleet currently ‘For Sale’

while the Citation XLS has alesser percentage ‘For Sale’ at6.4%. However, the averagenumber of new and used trans-actions per month for theLearjet 45XR is less than theCitation XLS at two and fourrespectively.


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 depre-ciation of assets by taking agreater percentage of thedeductions during the first fewyears of the applicable recovery

period (see Table C).In certain cases, aircraft may

not qualify under the MACRSsystem and must be depreciat-ed under the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-linemethod, meaning that equaldeductions are taken duringeach year of the applicablerecovery period. In most cases,recovery periods under ADS are

longer than recovery periodsavailable 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 that shouldbe utilized. For example, aircraftused in charter service (i.e. Part135) are normally depreciatedunder MACRS over a seven yearrecovery period or under ADS

Table C - MACRS Depreciation Schedule using a twelve year recoveryperiod.

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

of using the MACRS schedulefor a 2012 model Learjet 45XRin private (Part 91) and charter(Part 135) operations over fiveand seven-year periods, assum-ing a used retail value of $7 mil-lion, per Vref Pricing guide.

Asking Prices vs Age,Quantity and EnginesChart E, top right, sourced fromthe Multi-dimensional EconomicEvaluators Inc. (www.meevaluators.com), showsa Value and Demand chart forthe new and pre-owned Learjet45XR including the CitationXLS/XLS+. The current pre-owned market for the Learjet45XR aircraft shows a total of 24aircraft ‘For Sale’ with five dis-playing an asking price, thus wehave plotted those five.

We also added other pre-owned business jets of similarilk, with asking prices rangingfrom $2-9m. The equation thatwe derived from these askingprices and other criteria usedshould enable sellers and buyersto compare, and perhaps adjusttheir offerings, if necessary.

Demand and Value are onopposite sides of the same Priceaxis. Thus, the market for usedLearjet 45XRs responds to atleast four features: Years, Range,Quantity and Price.

Productivity ComparisonsThe points in Chart F (right) arecentered on the same aircraft.Pricing used in the vertical axis isas published in the Vref PricingGuide. The productivity indexrequires further discussion inthat the factors used can besomewhat arbitrary. Productivity

Source: NBAA



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 %

Source: Vref

Table D - Part 91 & 135 MACRS Schedule

2012 LEARJET 45XR - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$7.000

1

20.00 %

$1.4

$5.6

$1.4

2

32.00 %

2.2

3.4

3.6

3

19.2 %

1.3

2.0

5.0

4

11.5 %

0.8

1.2

5.8

5

11.5 %

0.8

0.4

6.6

6

5.8 %

0.4

0

7.0

2012 LEARJET 45XR - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$7.000

1

14.3 %

$1.00

$5.00

$1.0

2

24.5 %

1.71

4.29

2.7

3

17.5 %

1.22

3.06

3.9

4

12.5 %

0.87

2.19

4.8

5

8.9 %

0.63

1.56

5.4

6

8.9 %

0.62

0.94

6.1

7

8.9 %

0.63

0.31

6.7

8

4.5 %

0.31

0.00

7.0


can be defined (and it is here) asthe multiple of three factors:

1. Range with full payload andavailable fuel;

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

3. The cabin volume availablefor passengers and amenities.

Others may choose differentparameters, but serious businessaircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. Afterconsideration of the Price,Range, Speed and Cabin Size,we can conclude that the Learjet45XR displays a high level ofproductivity.

Popular attributes of theLearjet 45XR are range, lowerhourly and variable costs plus asignificantly higher payloadcapability compared to the otheraircraft in our analysis. Operatorsshould weigh their missionrequirements precisely whenpicking the option that is thebest for them.

SummaryWithin the preceding para-graphs we have touched uponseveral of the attributes thatbusiness aircraft operators value.There are other qualities such asairport performance, terminalarea performance, and time toclimb that might factor in a buy-ing decision, however.

The Learjet 45XR continuesto be popular today. Thoseoperators in the market shouldfind the preceding comparisonuseful.

Our expectations are that theLearjet 45XR, which starteddelivering in 2003 and endedproduction in 2012, will continueto do very well in the pre-ownedmarkets for the foreseeablefuture. �

Index

Pric

e (M

illio

ns)

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

0.0000

$8.0

$6.0

$4.0

$2.0

$0.0 0.2000 0.4000 0.6000

Learjet 45XR

Citation XLS

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Learjet 45XR Compared to the Learjet 45 and Citation XLS/XLS+ Business Jets.



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.

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

1996 MD900

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

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

Call/Email For Details

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

[email protected]

File photo

File photo

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

AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

InteriorSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

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

Tel: (403) 291 9027Fax: (403) 637 [email protected]

Cessna Citation Ultras

20 Sold 5 Remaining that Must Be Sold!

John Hopkinson Ultras October.qxp 21/09/2015 15:58 Page 1

Reliable aircraft for European flightsCertified for European commercialoperationsNo engines program but owner is ready tonegotiate the price or to buy the enginesprogramNeutral and tasteful interior certified for 9passengers

Florian Van Der CruyssenCall: +377 9777 01 04florian.vandercruyssen@globaljetmonaco.comwww.globalconcept.com

Cessna Citation XLS

S/N: 5753 Reg: EC-KPB

Global Jet XLS October.qxp_Layout 1 23/09/2015 15:50 Page 1

This is the best opportunity on the market!This G450 completed its 8C inspection atGulfstream Long Beach, California in July2015Is certified for 13 passengers. It has anaft galleyThe owner wants it sold by October 2015!Replacement aircraft in service very soon!


2008 Gulfstream G450New Reduced Asking Price: USD $16.750M!

S/N: 4076

Global Jet G450 October.qxp_Layout 1 23/09/2015 15:51 Page 1

Unique opportunity to purchase the mostexclusive Airbus of its kind. This aircraftfeatures:One meticulous owner for this flyingmuseum, built by Jet Aviation in Basel,SwitzerlandVery high technical specs and unmatchablelevels of detail in this handcrafted interiorAbsolutely must be seen!Aircraft in immaculate condition, like new,with unmatchable maintenance records19 seats certified for occupancy during taxi,takeoff and landing


Airbus 319Asking Price: USD $45.000M!

S/N: 2921 Reg: P4-VNL

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Exclusive 2006 Bombardier Global 5000.Engines on Rolls Royce Corporate CareBombardier SmartParts Airframe CoverageEU-OPS 1 CompliantOn CAMPClass 2 Electronic Flight BagCertified for CAT II landingsArtex 406-2 ELT with Nav InterfaceHUD Heads Up DisplayHoneywell Mark V EGPWS13 seats certified for taxi, take-off andlandingFlorian Van Der CruyssenCall: +377 9777 01 04florian.vandercruyssen@globaljetmonaco.comwww.globalconcept.com

2006 Bombardier Global 5000NEW ASKING PRICE AT $18,500,000

S/N: 9170 Reg: OE-LAA

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One owner since new!13 seats certifiedCompliant for European commercialoperations EU-OPS 1BATCH 3 up-grades doneBombardier Enhanced Vision SystemHead-up Display


Bombardier Global 5000Price: MAKE OFFER

S/N: 9198 Reg: HB-JRR

Global Jet Global 5000 October.qxp_Layout 1 23/09/2015 15:51 Page 1

SHOWCASE

Mente Group, LLC15301 North Dallas Parkway,Suite 1010 Addison, TX 75001

1998 Falcon 900B Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

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

Serial Number: 5386Airframe TT: 5846.5 Landings: 2679

EnginesPlan: GE On Point – 100%

Left (#1) Right (#2)Type: GE CF 34-3B GE CF 34-3B S/N: 872379 872382 TSN: 5846.5 hrs 5846.5 hrsPlan: MSP. Make: Honeywell GTCP 36-150CLS/N: P-576. TSN: 4001 hrs. Cycles: 2696, 2696APUPlan: MSP. Make: Honeywell GTCP 36-100E S/N: P-576. TSN: 4001 hrsAvionicsCOM: Dual Collins VHF 422DNAV: Dual Collins VIR 432A

FDS: Collins Pro Line IVA/P: Collins FCC 4006XPNDR: Dual Collins TDR 94D Mode S with EnhancedFlight ID SB604-34-40ADF: Dual Collins 462DME: Dual Collins 422ADC: Dual Collins 850EFMS: Dual Collins FMC 6000 (Software V4.0)InteriorFireblocked Ten Passenger Executive Interior plus oneLegal Jump Seat. Four Place Club Seating Forward, TwoPlace Club Aft with a Four Place Berthing Divan, ThreeFold-out Executive Tables and Storage areas in all 6Cabin chair arms.Entertainment System features: 20” Flight Display cabinmonitors 3/2011 (BAS Bradley), DVD Player, CD Playerwith 10 Disc Changer and Sound System installed, AerialView Camera System with Cockpit FWD looking Camera

and Airshow 400 SystemINTERIOR COVERINGS:All Cabin Chairs covered in Tan Leather.Divan covered with sage Fabric. Cabin carpet replaced 3/2011 BAS BradleyExteriorRepainted: Matterhorn white with red stripes. The paint isin excellent conditionAdditional Features• Precision Plus Avionics upgrade• RVSM Capable • 8.33 Spacing Compliant• FM Immunity Compliant• RNP 5 & 10 Capable• TAWS Compliant• MNPS Capable• Thrust Reversers• BRNAV Capable

1999 Challenger 604 Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-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 October.qxp 21/09/2015 17:23 Page 1

SHOWCASE

Serial Number: 18Registration: N166FBAirframe TT: 4386.5Landings: 1549

• Fresh 1A/1A+/2A/2A+/3A/4A+/Z/B/3B/C/3CInspections at Duncan Aviation• Low Time - Less than 250 hours per year average utilization1• Excellent Pedigree - No known damage• US Registered - Two owners since new• Forward Crew Lavatory• 13 Passenger Configuration• Engines on MSP

EnginesEngine Plan MSP. Engine Model 3 x TFE731-60AvionicsAir Data Systems (ADS) 2 HoneywellAirborne Flight Information (AFIS) 1 Allied SignalSATAFIS (Satcom Direct)Audio System 3 Baker/Honeywell B1045Automatic Direction Finder (ADF) 2 Collins ADF-462Autopilot/Flight Director (AP/FD) 2 HoneywellPrimus 2000 IFCSAutothrottle 1 HoneywellAvionics Suite/EFIS 1 Honeywell Primus 2000Clocks 2 Davtron M-877InteriorSeating 13. Jump Seat 1. Galley Forward.Lavatory Aft + Fwd Crew Lav.Dividers Mid Cabin with Sliding CurtainExteriorWhite top, emerald jade green bottom, separatedby gold striping

Cass Anderson or Jeff HabibManaging PartnersTel: +1 212 888 7979Email: [email protected]

ManhattanSeattle

Silicon Valley

1997 Falcon 900EX

Asking Price $10,495,000


IAG Falcon 900EX October.qxp 22/09/2015 15:14 Page 1

Serial Number: 145Registration: EC-KBCAirframe TT: 1,826.33Landings: 1,251

EnginesLeft Engine: P&WC306A - SN: PCE-CC-0299Hours: 1.826.33, Cycles: 1.251Right Engine: P&WC306A - SN: PCE-CC-0298Hours: 1,826,33, Cycles: 1.251

APUHoneywell GTCP36-150 (IAI) Hours: 1,350Cycles: 2.089

AvionicsEFIS & EICAS Display : 5 Colllins EFD-4077EICAS Computer: 1 Collins DCU-4010Display Control Panel: 2 Collins RPS-4002Reversion Switch Panel: 2 Collins RPS-4000Data Management Unit: 1 Honeywell 400-045500-0211,Configuration Module Unit:1 Honeywell 31990-1VHF COM Antenna:1 Sensor System S65-111-2Autopilot System (Cat II): 2 Collins FCC-4005,Flight Control Panel: 1 Collins FCP-4004,Attitude Heading Ref. Syst: 2 Collins AHS-3000,Air Data System: 2 Collins ADC-850C(RVSM Accuracy),Air Data Reference Panel: 2 Collins ARP-4002Color Weather Radar: 1 Collins TWR-850(with Turbulence Detection),Weather Radar Control Panel: 2 Collins WXP-4220,

Flight Management Computer: 2 Collins FMC-6100Control Display Unit: 2 Collins CDU-6100Database Unit: 1 Collins DBU-4100Global Positioning System: 2 Collins GPS-4000A60 Hz Inverter KGS SS-200

Additional EquipmentICG Satcom System (Telephone & Fax),Airshow Network Passenger Flight InformationSystem with remote control,Cabin Emergency Lighting System,Cabin Video Equipment with multi- region DVD,17” LCD monitors (2) and remote controlCabin Stereo Equipment,Power Systems:115 V / 60 Hz (Outlets U.S. standard)220 V / 50 Hz (Outlets Universal type)Vestibule Acoustical DoorCoffee Maker TIA 400-1907-02Wavejet Microwave Oven TIA 400-1409-02-LCockpit SunvisorsJump SeatForward & Aft Store Closet2 Places Divan1 Conference Table Mechanical Lift & 2 ConsoleTablesTherapeutic Oxygen OutletForward Cabin Pocket DoorExternal Baggage CompartmentAft Lavatory with door3 Life rafts

SHOWCASE

Gulfstream 200


Aircraft ManagementTel: +34 (0) 902 170 396Email: [email protected]

Executive Airlines Avbuyer Oct15.qxp_Empyrean 23/09/2015 10:50 Page 1

SHOWCASE

Serial Number: 10Registration: N556JPAirframe TT: 4,947Landings: 3,538

AirframeOn CAMP 4,947 Hours Since New3,538 Landings

EnginesEngines: Honeywell TFE731-20AR-1BEngines with 3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPIEngine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI

APUAPU: Honeywell RE100 s/n P-180TTSN 1,423Enrolled On Honeywell’s MSP Gold

AvionicsAvionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFISUniversal UNS-1C FMSGarmin 165 2nd IFR GPSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 Autopilot

Honeywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTUniversal Class A TAWSHoneywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell RT-300 Radar Altimeter

InteriorThe eight passenger interior is arranged in acenter club with an additional 9th belted lavatoryseat. Seats are finished in gray leather with newcarpet, and Ultra Leather headliner. Amenitiesinclude a forward right-hand galley with drystorage and hot coffee dispenser, ice drawer withoverboard drain. 110v Outlets in the cabin, galleyand aft lav. There is a private aft flushing lavatorywith vanity with hot and cold running water, hardpartitions and additional baggage storage withthe optional flip down baggage shelf. Interiorrefurbished 7/2015

ExteriorNew Paint to Customer’s specifications for a lim-ited time

1998 Bombardier Learjet 45

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


JetPro Texas 1998 Bombardier Learjet 45 Oct.qxp_Heeren Cit Ultra sep 23/09/2015 16:08 Page 1

SHOWCASE

Serial Number: 525B-0286Registration: N286VPAirframe TT: 2,312Landings: 1,915

AirframeEnrolled on Cessna’s CESCOM and PROPARTS

EnginesWilliams Int’l FJ44-3A FADEC – 2,780 lbs. ofthrust each. Enrolled on William’s TAP EliteEngine 1 s/n: 141595 2,312 SNEW 1,915 CSNEngine 2 s/n: 141594 2,312 SNEW 1,915 CSN

Avionics3 Tube Collins Proline-21 Flight DeckDual Collins FMS-3000 – WAAS Enabled w/ Perf.Dual Collins GPS-4000S GPS ReceiversDual Collins VHF-4000 CommsDual Collins NAV-4500 Nav’sDual Honeywell RNZ-850 ADFDual Collins DME-4000 DMEDual Collins TDR-94D Mode S TranspondersCollins TWR-850 Doppler Weather Radar w/ Turb.Collins APS-3000 AutopilotCollins TCAS-4000 w/ Change 7.0ARTEX C406-N ELT with Nav InterfaceSUNDSTRAND Mk. V EGPWS (Class A TAWS)w/ RAAS and WindshearCVRCollins HF-9013A HF w/SELCALCollins ALT-4000 Radar AltimeterDual Collins ADC-3000 DADCDual Collins AHC-3000 AHRSCollins IFIS-5000 w/ FSU-5010 File Server Unit

Special FeaturesAircell ATG-2000 Gogo WifiAircell 3100 SATCOM w/2 HandsetsAudio Inhibit SwitchGround Clearance SwitchVoice AnnunciatorPSU Indirect LightingAvVisor Moving Map w/ 10.4” Display110VAC OutletsLead Acid BatteryRosen Monorail SunvisorsAft Baggage Smoke DetectorAOA Indicator/IndexerTail Logo LightsMaintenance Diagnostic ComputerAirstair Style Entry StepsSteep Approach Capable

InteriorEight passenger interior arranged in a forward sidefacing seat, center club, two forward facing chairsaft and a belted seat in the aft lav. Seats are fin-ished in pleasant light gray leather with complimen-tary charcoal gray Kalogridis carpet, and commen-tary ultra-leather headliner. The woodwork is fin-ished in a striking dark gray woodgrain, plating issatin nickel and the lower side panels are coveredin matching ultra-leather. The forward right-handgalley features a pullout workspace, draining icedrawer, ample dry goods storage and MAPCOheated container. In outstanding condition.

ExteriorOverall white with multiple blue stripes. In out-standing condition

2008 Cessna Citation CJ3

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


JetPro Texas 2 OCT.qxp_Heeren Cit Ultra sep 23/09/2015 16:09 Page 1

SHOWCASE

Serial Number: 348Registration: N550DGAirframe TT: 3,915Landings: 2,676

• Bombardier maintained• New Paint Striping 2015• $4,195,000

EnginesP&WC305ALeft Engine: Hours: 3915- ESP GOLDCycles: 2628Right Engine: Hours: 3915 - ESP GOLDCycles: 2622

APUSundstrand T-20G-10C3A APU. Hours - 1190

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 ManagementSystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120Cockpit Voice Recorder

Communications: Dual Collins VHF 422CDistance Measuring Equipment: Dual CollinsNavigation:DME-442Navigation: 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 PARTS. ICG ICS-100 IridiumSATCOM. Airshow 410. Emergency LightingSystem. Enrolled in CAMP. R.V.S.M. Capable.Fwd and Aft Monitors (L.C.D.). SONY cabinEntertainment 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

ExteriorTop Fuselage is Matterhorn white. Bottomfuselage is Royal blue, Silver accept stripes

MaintenanceFresh A - D inspections

2008 Lear 60XR


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

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

Jet Sense Aviation, 2008 Lear 60XR Sept.qxp_Empyrean 21/09/2015 15:56 Page 1

SHOWCASE

Serial Number: 258158Registration: N800AFAirframe TT: 9947Landings: 5637

FeaturesAVIATION PARTNERS WINGLETSDUAL UNIVERSAL FMS UNS-1 LW (WAAS)WITH LPVFMS ARE CAPABLE OF NEXTGEN UPGRADESFOR CDLP, ADS-B out AND FAN 1ADELIVERED WITH FRESH 48 MONTH ( E,F,G)INSPECTIONS, 4 & 8 YEAR X-RAY’S,10,000 HR AND GEAR OVERHAUL- AT

WESTSTAR800XP STYLE INTERIOR800XP AIR CYCLE MACHINEAirframeGARRETT TFE-731-5R-1H on MSP GOLD ENGINE LEFT: S/N P91406 10792 TTENGINE RIGHT: S/N P 91474 9270 TTAPUHAMILTON SUNDSTRAND T-62T-40C8D1AvionicsCOMM: DUAL COLLINS VHF-422D w/22C

CTL. HEADSNAV: DUAL COLLINS VIR-32 w/8.33 KHZ

SPACINGAP: COLLINS APS-85 AUTOPILOTRADAR: COLLINS WXP-85C WEATHER XM: XM WEATHER ANTENNA WITH

BARON WiFi CONNECTION TO IPAD(FOREFLIGHT APP)

AHARS: DUAL COLLINS AHC-85 IRS: HONEYWELL LASEREFADF: COLLINS ADF-60A

TDR: DUAL COLLINS TDR-94D W/MODE S DME: DUAL COLLINS DME-42 EFIS: COLLINS 5 TUBE/MFD DISPLAYADC: DUAL COLLINS 82A AIR DATA

SYSTEMR/ALT: COLLINS ALT-55B RADIO ALT.

SYSTEM HF: COLLINS HF-9000 W/SELCALTCAS: COLLINS TCAS 4000 VERSION 7.0TAWS: UNIVERSAL CLASS AAdditionalFAIRCHILD F1000 FLIGHT DATA RECORDERCOCKPIT VOICE RECORDER – 100AIRIDIUM BASED AIRCELL ST-3100TELEPHONE SYSTEMELT – DORNE – MARGOLIN 8.1 W/NAVRVSM CERTIFIEDBAGGAGE COMPARTMENT AFT OF LAVGROUND POWER CONTACTORBUSS TIE CONTACTOR115 VAC 60 HZ INVERTERSAUTOMATIC POWER RESERVE (APR)LEAR-SIEGLER STARTER GENERATORSCONCORDE SEALED LEAD ACID BATTERIESEROS QUICK DONNING OXYGEN MASKSRADIO MASTER SWITCHFUEL TOTALIZERInteriorCOMPLETE INTERIOR INSTALLED IN 2004,INCLUDING ALL NEW SEATS, CABINETS,CABIN SHELL, HEADLINER, SIDE LEDGES,AIRDUCTS, NEW INTERIOR WIRING WITH LEDREADING AND UP WASH LIGHING.CONFIRGURED IN FORWARD FOUR PLACECLUB, AFT CLUB SEAT ON LEFT SIDE ANDRIGHT THREE PLACE DIVAN IN BEIGE

LEATHER, FIREBLOCKED PACKAGE TO MEETFAR PART 135 REQUIREMENTS, FWD GALLEYw/MICROWAVE AND MAPCO, THREEENFLITE MAIN CABIN TABLES, FWD AND AFTBAGGAGE. BEIGE WOOL CARPET, WOODHIGH GLOSS CHERRY VENEER ON ALLCABINETS, GALLEY, LAV AND ENTRANCE.FLIGHT ENTERTAINMENT SYSTEM WITHDVD/CD, MOVING MAP DISPLAY, WIRELESSCABIN HEADSETSExteriorWHITE WITH MULTI BLUE STRIPES NEW 2012

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

TX 77061

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

1990 Hawker 125-800A


AeroSmith Penny Hawker 125 October.qxp 22/09/2015 15:16 Page 1

SHOWCASE

Serial Number: 348Registration: N348PCAirframe TT: 2,126

EngineP&W PT6A-67B (3,500 HOUR TBO)2,126 HOURS SINCE NEW. 387.5 SHS

AvionicsCOM/NAV: DUAL HONEYWELL KX-165AP/FDS: HONEYWELL KFC 325XPNDR: DUAL HONEYWELL KT-79DME: HONEYWELL KN-63ADF: HONEYWELL KR-87SC+RAD-ALT: HONEYWELL KRA-405BEFIS: DUAL HONEYWELL 4-TUBE EFISMFD: HONEYWELL KMD-850GPS: HONEYWELL KLN-90BTCAS: SKYWATCH HPAHRS: DUAL HONEYWELL LCR 92RADAR: HONEYWELL RDR-2000 CLR

Features/EquipmentONLY TWO OWNERS SINCE NEW, SecondPitot/Static System, Lead Acid Battery, AdditionalFreon Air conditioning w/Ground Pre-Cooling,Large Cargo Door, De Ice Pkg. with PneumaticBoots, Electrical Heated Windshield, Propeller andStall Warning Sensors, Dual Heated RosemountA.O.A. Sensors, Polished Exhaust Stacks and IntakeLip, Supplemental Oxygen System, FireExtinguisher, Increased Maximum Take-off Weight4,500 kg. (9,920 lbs.), Recognition Lights, Standby

Attitude Indicator, Pilot Relief Tube and Winglets

InteriorSpecial Edition Executive Interior Upgrade with sixbeige leather seats, High gloss Burl woodCabinetry, Ivory Ultra leather Upper Sidewalls andHeadliner, Plating on all Hardware, Three ExecutiveWriting Tables in Burl wood Finish, Forward FullyEnclosed Private Airline Style Flushing Lavatory,Document Holder, Passenger and Cargo DoorUpgrades, Sheepskin for crew seats with leather,covered armrests and Side Trim Matching Cabin

ExteriorBlack Metallic with Red and Titanium accent stripes

2000 Pilatus PC-12/45

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 2000 Pilatus PC12 October.qxp 22/09/2015 15:17 Page 1

SHOWCASE

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 (two pilots and two techniciansat FlightSafety).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

Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201


New Gulfstream G280

Price Reduced to $21.5 million

CAAP G280 October.qxp 22/09/2015 15:29 Page 1

SHOWCASE

Serial Number: 750-283Registration: N711VPAirframe TT: 1920Landings: 1375

EnginesL1920 Hours/1375 CyclesR1920 Hours/1375 Cycles

APUHoneywell 36-150cx 1185 Hours

AvionicsThe Citation X is equipped with an IntegratedHoneywell Avionics package.(1)Honeywell Primus FMZ 2000 with 5-tubeEFIS, Auto Pilot and Flight ManagementSystems,(2)Honeywell Laseref IV Internal NavigationSystem,(2)Honeywell GN-SSU GPS Receivers,(1)Honeywell Primus 880 Weather Radar,(2)Honeywell RMU-855 Integrated Radio System,(1)Honeywell KHF 1050 (with Provisions forsecond)(2)Honeywell CD-820 Control Units,(2)Honeywell AZ-940 Air Data Computers,(1)Honeywell TCAS 2000 RT-951-ACSS,(1)Honeywell Mark V EGPWS with runwayawareness advisory system.

Additional EquipmentNew Winglets installed,Extended Range Oxygen (76+49 Cubic FootBottles,

SELCAL - Avtech CSD-714,Airshow 4000,8.33 KHZ FM Immunity,DL-950 Data Loader (USB),Fairchild FA-2100 Cockpit Voice Recorder (CVR),Tail Flood Lights,AirCell Axxess II Sat Phone and Narrow banddata system,Pulselite 2401 System with TCAS II interface-Precise Fllight,Defuel System.

ExteriorSnow White overall with turquoise green andtitanium camilion metallic sweeping stripes.

InteriorThe Forward four-place club and mid-cabin fourplace club are done in lightbrown Edelman leather. The carpet is mediumbrown with small lighter accentsthroughout. The aircraft cabinetry is finished indark brown to compliment the tanheadliner and dark woven wicker style lower sidepanels. The onboard entertainmentcenter incorporates an XM Radio as well as twoDVD players with viewing available oneither the cabin monitor or any of the 8 individualseat monitors. For those who like totravel with their own audio or video media such asan MP3 player or Apple Device, thereis an audio/video RCA style jack installed at thecabin VIP seat.

Tel: +1 602-738-9440Email: [email protected]

2008 Cessna Citation X

Aerohead AviationRandall G. CorsonScottsdale, Arizona


Aerohead Oct.qxp 22/09/2015 15:38 Page 1

BIZAV REVIEW � COMMUNITY NEWS

mong those milestones, the engines have beenmounted on the first Global 7000 flight test vehicle(FTV1), which includes all major structural compo-nents: rear, centre and forward fuselage sections,

wing, landing gears, and vertical and horizontal tail stabilizers. Inaddition to the new engines, installation of the wiring harnessesand functional test procedures have commenced on FTV1.

A second flight test vehicle is in final assembly with majorstructural components joined such as the rear, center and for-ward fuselage sections, and cockpit. Two additional flight test ve-hicles are in various stages of production and assembly.

Other development milestones were achieved with the aircraftprogram’s airframe and systems testing: the Integrated SystemsTest and Certification Rig (ISTCR) has been commissioned andsafety of flight testing is underway; the avionics System Inte-

grated Test Stand (SITS) rig has been installed at the Toronto site,and the Global 7000 Complete Airframe Static Test (CAST) righas been commissioned.

The above comprehensive test articles will ensure the maturityand reliability of the aircraft’s structure and systems throughoutthe flight test program and before entry-into-service.

Once certified, Bombardier says the Global 7000 will featurethe first and only true four-zone cabin, setting the standard for anew category of large business jets and providing unmatchedperformance, flexibility and comfort. It will feature a wing thatoptimizes both short-field and high-speed, long-range perform-ance, coupled with highly efficient engines, the largest cabin andthe most advanced cockpit, according to Bombardier.

More from www.businessaircraft.bombardier.com

A

Following recent announcements that certification would be moved out two years laterthan originally scheduled, Bombardier has said that the Global 7000 and 8000 programs

are making significant progress with major development milestones achieved.

Global 7000 Progress

G280 Performance Boost: An avionicssoftware upgrade has resulted in improvedaircraft performance for the GulfstreamG280. The new PlaneView280 software, of-fered in conjunction with supplier RockwellCollins, has resulted in slower approachspeeds (up to 9 kts), shorter landing dis-tances (2,380ft, or 270ft less) and enhancedflight management system performance (in-cluding improvements to basic time and

fuel predictions, optimum and maximum al-titude and best rate-of-climb speed).

New performance features are also in-cluded with the upgrade, allowing for auto-matic calculations for long-range cruise,maximum cruise and maximum endurancecruise speeds. New G280 aircraft areequipped with the upgraded software whilecurrent G280 operators can obtain the up-grade free of charge through Gulfstream

service centers in Savannah, Dallas andLuton, UK. www.gulfstream.com

Falcons over Moscow: Dassault’s expand-ing line of large-cabin long range Falconbusiness jets were on view at the recent JetExpo Moscow 2015, including the Falcon7X, Falcon 2000LXS and a cabin mock-up ofthe Falcon 5X. More than 50 Falcons have

OEM Bites


Community News.qxp_Layout 1 23/09/2015 10:54 Page 1

Mark Abbott Jens Krüger Guillaume Steuer Craig Voelker

been delivered to customers in the region over the lastdecade, most of them long-range Falcon 7X and 900 tri-jets. In addition Dassault highlighted Falcon Response,its new AOG support service. Offered through DassaultFalcon Service Moscow, Falcon Response can expedite aVnukovo-based Go Team around the clock to deal withan AOG situation. If need be, it can call on a dedicatedFalcon 900 AOG support aircraft based in Paris-Le Bour-get to expedite parts, tools and repair teams.www.dassaultfalcon.com

HondaJet Outing in Brazil: The HondaJet, made itsfirst public appearance recently in South America as partof LABACE 2015 and Honda Aircraft Company receivedmultiple orders for the HondaJet after the first day.Honda recently expanded sales of the light jet to SouthAmerica with the appointment of Líder Aviação as theexclusive dealer to provide sales, service and support forthe HondaJet in Brazil. www.hondajet.com

Piaggio Fully-Owned by Mubadala: Piaggio Aero-space is now fully-owned by Abu Dhabi-basedMubadala Development Co., who bought the remainingminority 1.95-percent share from Piero Ferrari. Mubadalastarted with a 35-percent share in Piaggio Aero in 2006,and in May last year this increased to 98% when Tata In-dustries relinquished its partnership stake in the aircraftcompany. “This latest development indicates a clear signof Mubadala’s commitment to our company and trust inour new technologies, programs and products,” said Pi-aggio Aerospace CEO Carlo Logli. www.piaggioaerospace.it

Embraer’s Legacy 450 EASA Nod: Following on fromthe recent FAA Certification, the Legacy 450 has nowbeen granted EASA Certification. “This is a greatachievement that paves the way for deliveries to begin inthe member states of the European Union as well as inEASA-associated countries,” said Marco Tulio Pellegrini,President & CEO of Embraer Executive Jets. “TheLegacy 450 is a revolutionary business jet that re-enforces our commitment to deliver true innovation tothe market.” www.embraerexecutivejets.com

Mark Abbott joins Vertis Aviation Africa as Partner. He will be based atthe company’s Johannesburg office where his primary focus will be toexplore new aircraft options to introduce to the market and continue togrow Vertis’ presence on the continent.

Miles Birnie is welcomed by Gamit Ltd as the company’s new Continu-ing Airworthiness Manager.

Lisa "Lee" Boulanger, 28-year company veteran at Bombardier BusinessAircraft was appointed Vice President of Customer Support, based inMontreal, Quebec.

Randy Deal joined Landmark Aviation as the director of MRO sales. Dealpreviously served with Textron Aviation.

Randall Greene joined the Hawthorne Global Aviation Services board ofdirectors. Greene is currently chairman of Safe Flight Instrument Corp.

Jason Johnson becomes senior director of sales for the manufacturingand MRO Business Unit at Erickson. Additionally, Scott Cook joins thecompany as senior director of business development for the Americas.

Andy Joran was appointed by Banyan Air Service as a sales manager forHondaJet Southeast. Joran has held roles as a regional sales director atFlexjet and sales director at Cessna Finance Corp.

Philippe Karam was recently appointed to chief procurement officer and Johannes Seeger to the head of MRO Programs at Comlux America.

Barry Kohler has accepted the position of President and CEO of EagleCopters Ltd. He has spent the last 30 years working in the aerospacesector. Mike O’Reilly, who currently holds the position of President andCEO, will join the Board of Directors.

Dr. Jens Krüger has become head of corporate communications andpolitical affairs at Lufthansa Technik AG in Hamburg, succeeding BerndHabbel who recently retired.

Jeff Lee has been named by the NBAA as the 2015 recipient of theJohn H. Winant Award. To be presented during the association’s annualconvention in November.

Matt Olafsen has joined Johnsonville Sausage’s flight department as acaptain. He previously served as the presidential pilot of New Guinea.

Guillaume Steuer is managing all external communications activities forAirbus Helicopters.

Craig Voelker has joined Innotech Aviation, a division of the Innotech-Execaire Aviation Group, as regional sales manager, Midwest-GreatLakes US.

John Walker joins Stevens Aviation as US North Central regional salesmanager. Walker offers more than 25 years of sales and managementexperience.

Samantha Wishart-Mizsei was promoted to general manager ofLandmark Aviation’s FBO at London Luton Airport (EGGW).

COMMUNITY NEWS � BIZAV REVIEW


OEM Bites Continued

People In Aviation

HondaJet

Piaggio Avanti Evo


US Corporate Aviation Summit Oct 1 Fort Lauderdale, FL, USA www.aeropodium.comAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.netKennedys Aviation Seminar Oct 5 London, UK www. aeropodium.comSpeedNews Business & GA Suppliers Conference Oct 6 – 7 Los Angeles, CA, USA www.speednews.comBombardier Safety Standdown Oct 6 – 8 Wichita, KS, USA www.safetystanddown.com AEA (Aircraft Electronics Association Regional) Oct 12 - 13 Tampa, FL, USA www.aea.netCEPA EXPO Oct 14 – 15 Prague, Czech Republic www. cepaexpo.comOffshore Aircraft Registration Oct 15 – 16 Grand Cayman, Cayman Islands www. aeropodium.comFlying Aviation Expo Oct 15 – 17 Palm Springs, CA, USA www.aviation-xpo.comSeoul Int’l Aerospace & Defense Exhibition Oct 20 – 25 Seoul, South Korea www.seouladex.comAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.netAEA (Aircraft Electronics Association Regional) Nov 2 - 3 New Zealand www.aea.netDubai Airshow Nov 8 – 12 Dubai World Central, Dubai, UAE www.dubaiairshow.aero NARA Annual Fall Meeting Nov 16 Las Vegas, NV, USA www.naraaircraft.comNBAA: Business Aviation Convention & Exhibition Nov 17–19 Las Vegas, NV, USA www.nbaa.org

BizAv Events 2015

NEWSIn the pursuit of their philosophy of the whole being greater than the sum of its parts, Sparfell & Partners have just expanded their trading force by three.

Pat McHaffey, London, UK, is a

experience in aircraft trading will be invaluable as the company stretches its reach across the globe.

Steve Fuller, Savannah, USA, a veteran

Savanna, has cultivated contacts with clients who are heads of state, ultra

high net worth individuals and family

and products from all manufacturers

& Partners.

Didier Goachet,

business and governmental relations at all levels will be instrumental in

Sparfell & Partners’ ambitious expansion plans will soon involve further Associates joining from South East Asia, China, South America and Turkey.

SPARFELL & PARTNERS

WWW.SPARFELL-PARTNERS.COM

[email protected]+41 22 787 0877 (GENEVA HQ)

Sparfell & Partners was launched in March 2015

in Geneva, Switzerland and was founded by Philip

17:32


MEBAA Show MoroccoThe first Business Aviation show of its kind in the North Africa re-gion, closed its doors on a high after a successful two-day run lastmonth. Over 2,033 visitors flocked to Mohammed V airport,Casablanca in order to view displays from the leading players inthe Business Aviation market.

Among the visitors was Sheikh Mohammed Al Mualla, whospent time viewing the aircraft on offer and touring the site with AliAl Naqbi, chairman of the Middle East and North Africa Business

Aviation Association (MEBAA).Al Naqbi concluded, “We are pleased with the response and

support that MEBAA Show Morocco has received from both ex-hibitors and visitors. The show has exceeded our expectations. Iam thrilled to announce that after discussions with the Moroccangovernment, MEBAA Show Morocco will be a biennial show, andis next scheduled for 2017.”More from www.mebaamorocco.aero.

In the pursuit of their philosophy of the whole being greater than the sum of its parts, Sparfell & Partners have just expanded their trading force by three.

Pat McHaffey, London, UK, is a

Lord Hanson’s personal helicopter pilot for 29 years. His wealth of experience in aircraft trading will be invaluable as the company stretches its reach across the globe.

Steve Fuller, Savannah, USA, a veteran of 32 years at Gulfstream Aviation Savannah, has cultivated contacts with clients who are heads of state, ultra

high net worth individuals and family

and products from all manufacturers

& Partners.

Didier Goachet, ex Air France crew & manager for 31 years with African business and governmental relations at all levels will be instrumental in developing business on the Continent.

Sparfell & Partners’ ambitious expansion plans will soon involve further Associates joining from South East Asia, China, South America and Turkey.

S


Singapore Airshow March_Layout 1 23/04/2015 11:38 Page 1

PRODUCTS & SERVICES

Has taken delivery of the first Russian-built Sukhoi Business Jet (RRJ-95B) tobe registered in Western Europe. The airliner, originally ordered bydomestic carrier UTAir, has been ferried to Comlux’s facility in Indianapolisfor an executive refit expected to take up to eight months. The SBJ hasbeen placed on the Maltese register (bearing the appropriate marks9H-SBJ) and is expected to enter service in the charter market inKazakhstan early 2016. www.comluxaviation.com

Comlux Aviation

An MRO focused exclusively on Bombardier business jets. Hasteamed with OHS Aviation Services to “provide combinedrefurbishment and maintenance product packages,” said ChristophMeyerrose, CEO of LBAS. It includes a wide variety of work forcabin interiors as well as aircraft exteriors including leather, wood,upholstery work, varnishing, sealing and specialist cleaning. For thecustomer, refurbishment services are integrated into a forthcomingcheck. At Berlin Schoenefeld airport, LBAS and OHS offer a fullycomprehensive maintenance and refurbishment program, includingengineering services. www.lbas.de

Lufthansa Bombardier Aviation Services (LBAS)

Has begun FAA certification flight-testing on the first of twobrand new Swept Blade Propeller designs for the King Air 350.The propellers incorporate the latest swept blade technologythat is also available for King Air 90 and 200 models.The Raisbeck/Hartzell 4-bladed Aluminum Swept BladePropellers are currently in FAA Certification flight-testing andwill be completed by month-end. The 5-bladed CompositeSwept Blade Propellers begin certification flight-testing on thesame King Air 350 this month, and will be completed in earlyNovember of this year. www.raisbeck.com

Raisbeck Engineering


Sean advertorial - Products & Services October.qxp_Layout 1 23/09/2015 11:55 Page 1

Marketplace


ComluxPrice: Please call

Year: 2001

S/N: 32954

Reg: P4-CLA

TTAF: 3485

Location: Switzerland

Range of the aircraft is 6400 nm – 14 hours non-stopComplete maintenance records. Engines: Model: CF6-80C2B6F (General Electric). Engine 1 S/N: 706393TSN/CSN: 3485 hrs. / 914 cycles. Engine 2 S/N: 706394TSN/CSN: 3485 hrs. / 914 cycles. APU: Model: GTCP331-200ER (PN: 3800298-1). S/N: P-2854 (TSN: 5071 hrs., 2806cycles). Commercial AUA-RWL, RVSM, MNPS, RNPAuthorization & Approach, RNAV-1/P-RNAV, RNAV-5/BRNAV, RNP-10, RVR 125m, EFB, ETOPS 180min., CATIIIA, & GPS navigation

Boeing 767 2DXER Tel: +41 (0) 44 205 50 70 Email: [email protected]


Year: 1979

S/N: 21957

Reg:

TTAF: 7,230


Engines Type: JT8D-17 with STAGE III AVAERO hush-kit, N. 1: 7,230 hours 3,290 cyclesN. 2: 7,121 hours 3,252 cycles. 30 passengers layout, Refurbishment turnkey packages available. Enrolled in a “Low Hours Utilization Program” Always operated and maintained at the higheststandards3650 nm / 8 Hours maximum range .Available for viewing in Indianapolis, USA

Boeing 737 200 Advanced VIP 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 rangenon-stop. Available for viewings in UK. Total Landings:1372. Engines: Model: CFM 56-5B7. Engine 1 S/N: 577345TSN/CSN: 4441:19 hrs. / 1372 cycl. Engine 2 S/N: 577346TSN/CSN: 4441:19 hrs. / 1372 cycl. APU: Model: APICAPS3200. APU S/N: R2236 TSN/CSN: 4893:00 hrs. / 3169cycl. ACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 34 passengers (28sleeping positions).

Airbus A319 Tel: +41 (0) 44 205 50 70 Email: [email protected]


Year: 2001

S/N: 1485

Reg: VQ-BKK

TTAF: 5469


* This ACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 32 passengers in Executive/First class configuration. The cabin is certificated for publictransport. * The cabin completion has been performed by AirFrance Industries in Paris in 2001. The aircraft has been refurbishedin January 2013 to increase comfort on board by reducing seatingcapacity. * IFE includes Audio video (CD, DVD), Multi-channelSatcom and Airshow. The aircraft is fitted with 4 Additional CenterTanks and it can perform missions of more than 9 Hours (4500 nm).Typical missions: Singapore to Hong Kong: 3hrs 20min Los Angelesto London : 10hrs London to Dubai : 7hrs 30 min

Airbus A319 Tel: +41 (0) 44 205 50 70 Email: [email protected]

LuxejetPrice: $6.495M US

Year: 1999

S/N: 5400

Reg: N60055

TTAF: 4,786

Location: USA

Engines: GE CF34-3B. #1 4,634 Hours 2,347 Cycles. #24,786 Hours 2,443 Cycles. APU: GTCP 36-150. 3,877 HoursSince New. Bombardier Smart Parts Plus. GE On-PointEngine Coverage. APU on Honeywell MSP Gold. 192Airframe/Gear Restoration June 2015. Duncan-Lincoln.Collins Pro Line 4 Avionics System. Collins TTR-2100 TCASw/change 7.1. Dual Collins FMS-6000 FMS’s w/WAAS LPV.Dual Collins GPS-4000S. Floor plan configured for nine (9)passengers plus a forward jump seat.

Challenger 604 Tel: + 704.904.3405 Email: [email protected]

www.Luxejet.aero

P140-144.qxp 23/09/2015 13:42 Page 1

Marketplace

www.aircraftsales.com


Skyservices Jet SalesPrice: Please Call

Year: 2006

S/N: 1117

Reg: C-GCOM

TTAF: 3232

Location: Canada (CYUL)

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube withAFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500,Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, DualCollins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), DualCollins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer,Dual Collins CSU-3100, Dual Collins IOC-3100 Input/OutputConcentrators, Collins CDU-3000 Control Display Unit,VIP floor plan(7-Place +1),4 single passenger seats in club arrangement, 2-placedivan, 1 single forward-facing passenger seat, Aft fully enclosedlavatory with seat-belt, Aft coat closet,Charcoal leather seats with oakwood trim throughout cabin, Dual executive tables, Pyramid with icechest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

Piaggio Avanti II Tel: +1 (877) 759-7598 Email: [email protected]

Evgeny TikhomirovPrice: Make offer

Year: 2007

S/N: 5664

Reg: OE-IMK

TTAF: 3435:29

Location: Austria

Certification: Sep-2006, In Service: June-2007, Power bythe hour Programmes: Engines: GE Onpoint Solution

Bombardier Challenger 604 Tel: +43 (0) 676 720 4239Email: [email protected]

Evgeny TikhomirovPrice: Make offer

Year: 2008

S/N: 20227

Reg: OE-HAB

TTAF: 2000

Location: Austria

Main Data: Bombardier BD100-1A-10 (Challenger 300), ACS/N: 20227, Certification: Aug 2008, In Service: Dec 2008,Power by the hour Programmes: Airframe: JSSI (renewalpending), ENG: JSSI (renewal pending), APU: JSSI (renewalpending), Airframe/Engines/APU: All data as of 4 Jan 2014:AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE:Honeywell AS907 (HTF7000), LH ENG, P/N:3030001-4; S/N:P118589, TSN:2008:08hrs and CSN: 903 cycles

Bombardier Challenger 300 Tel: +43 (0) 676 720 4239Email: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 1998

S/N: 50-264

Reg: C-GWFK

TTAF: 5753.7

Location: Canada

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 totalflight time on aircraft. Always professionally flown. Thisaircraft is equipped with Collins avionics, VIP seating,executive tables, full galley, entertainment center and muchmore. Engines: Make / Model: Honeywell TFE-731 (onMSP). APU: Model: Honeywell GTCP36-100A (on MSP).S/N P-383; 2518.0 Hours Since New (as of June 2015).Avionics: Avionics Package: Dual Collins EFIS-4000/ProLine 4. Flight Director (FD): Dual Collins EFIS-4000 (4-Tube). Auto-Pilot: Collins APS-4000

Dassault Falcon 50EX Tel: +1 (877) 759-7598 Email: [email protected]

Skyservices Jet SalesPrice: $15,800,000 USD

Year: 2009

S/N: 5786

Reg: C-FLMK

TTAF: 1365.4

Location: Canada

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exteriorpainted in 2014, 10 Passengers, VIP floor plan, 6 single seats in double-club arrangement, 3-place divan (4 seat belts), 3 executive tables, Crewjump-seat, Large full-service beverage and food galley, High-tempconvection oven, Microwave, Food tray, Sink cover, Coffee maker, AFTlavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazinerack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94DMode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, Collins DME-4000 Transceiver,Collins CDU-6200,Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS(TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, ReducedVertical Separation Minima (RVSM) certified

Bombardier Challenger 605 Tel: +1 (877) 759-7598 Email: [email protected]

P140-144.qxp 23/09/2015 13:42 Page 2

Marketplace


Leonard Hudson DrillingPrice: US $1,375,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM.

Competitively priced at US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Adam WebsterPrice:

Year:

S/N: TBD

Reg: TBD

TTAF:

Location: USA

BNA or PDK based Hawker 400XP owner seeks $1MM or 1/2partnership in 2007 or newer ($2MM total value) aircraft.Ideal partner is former fractional, charter or aircraft ownerlooking for better ROI for leisure use of aircraft. Aircraftmanagement to be vetted, overseen and audited by The JetOwner Group (www.jetowner.com) and managed by a nationalcharter, card, and management firm with over 50 aircraft oncertificate. Perfect partner would be primarily leisure - weekend- user of aircraft. For pro forma on how charter income canimpact your joint ownership experience, please contact us formore information

Hawker Beechcraft 400XP Tel: +1 (617) 901 3245 Email: [email protected]

P140-144.qxp 23/09/2015 13:43 Page 3


Mark SladePrice: $1,690,000 USD

Year: 2009

S/N: 4915

Reg: VH CZN

TTAF: 510

Location: Australia

Location: Australia, VIC, Melbourne, we can deliver to anywhere in theworld. Additional costs will apply. 1 x Turbomeca Arriel 1D1, CASA Cof A. 2009 AS350 B2, VEMD, Night VFR, leather interior, air conditioner,TAS 610, cargo swing (fixed parts), emergency flotation device (gearfixed parts), dual sliding doors, no damage history. One owner sincenew, corporate use with one pilot. Leather seating and carpetthroughout. Black (white removable stripe). Thales H 321 EHM GyroHorizon, Avidyne TAS 610 Traffic Avoidance System, AIM 205-1 BLGyro Directional, Turn and Bank indicator, VHF/VOR/LOC/GSHoneywell KX 165, VHF/VOR/LOC/GS/GPS Garmin GNS 430W, linkedto course deviator Honeywell GI 106, Transponder Garmin GTX 327.Price Reduced to US$1,690,000 + GST

Airbus/Eurocopter AS 350B-2 Tel: +61 418 11 33 13Email: [email protected]

Kevin IocovozziPrice: $22,000,000 USD

Year: 2015

S/N: TBD

Reg:

TTAF: 45

Location: USA

Direct Sale From The Owner. Available For Viewings In USANow. The APU, Airframe And Engine Hours Are Solely DueTo Production And Delivery. Landings: 12. EnginesHoneywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1Compliant. Aircraft Equipped With G280 “IntercontinentalFlight Package”. Int: 10-Passenger Gulfstream “Hallmark”Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan.Insp: On-Condition Maintenance. PRICE REDUCED

Gulfstream G280 Tel: +1 (912) 313 5700Email: [email protected]

Lance O'DonnellPrice: $2,330,000 USD

Year: 2000

S/N: 560-5101

Reg: N81SH

TTAF: 4213

Location: USA- IL

No Damage history, on CESCOM/Proparts, no engineprogram or APU, externally serviced LAV, cabin 110v outletsand remote temp control, cabin soft goods redone 18months ago.

Cycles: 3783

Full details @ www.2000citationexcel.com

Cessna Citation Excel Tel: +1 (312) 953-7937 E-mail: [email protected]

www.2000citationexcel.com

International Jet MarketsPrice: $850,000.00

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: + 1-850-213-3218 Email: [email protected]

Marketplace

JetCap AviationPrice: $450,000 no VAT

Year: 1992

S/N: 550-717

Reg: F-HBMR

TTAF: 6922

Location: France

1992 Cessna Citation II (C550), based in Paris Le Bourget(LFPB), Single Pilot approved, Operated under EuropeanAOC, RVSM and P-RNAV approved, MTOW 14.500 Lbs, 8PAX, Phase V due 31/12/2015, 2xJT15D-4, LH : TSN 6851 /CSN 5424 / TSO 3247 / CSO 2219, RH : TSN 6827 / CSN5457 / TSO 3297 / CSO 2304

Cessna Citation II Tel: +33 (0) 6 85 84 41 51 Email: [email protected]

P140-144.qxp 23/09/2015 13:45 Page 4


21st Century Jet Corporation ...............................146Aerohead Aviation ...................................................134AeroSmith/Penny.....................................................131Aircraft Guaranty Corporation.................................71AMAC ...........................................................................87American Aircraft Sales ............................................91AMSTAT ....................................................................111Aradian Aviation .......................................................118Aviation Advisors........................................................39Avjet Corporation .........................................FC, 28-29 Avpro ......................................................................10-14Bell Aviation ..........................................................58-59Bombardier..................................................................35Boutsen Aviation ........................................................57CAAP..........................................................................133Central Business Jets .............................................147Charlie Bravo ..............................................................81Conklin & de Decker...............................................139Corporate AirSearch Int’l .......................................132Corporate Concepts .................................................21Dassault Falcon Jet ..........................................2-3, 61

Dubai Airshow.............................................................75Duncan Aviation..........................................................53Eagle Aviation .............................................................15Elliott Jets .............................................................40-41Executive Airlines.....................................................127Freestream Aircraft USA....................................23-25 Gamit ..........................................................................107General Aviation Services........................................95Global Jet Monaco ............................78-79, 120-124Hagerty Jet Group .....................................................31Hatt & Associates ......................................................27Intellijet International .................................................6-7Intercontinental Aircraft Group.............................126International Aviation Markets..................................87Jet Sense Aviation/Gantt Aviation .......................130Jet Support Services (JSSI) ....................................69JetBed...........................................................................93JetBrokers..............................................................42-43 Jetcraft Corporation ....................50-51, Back CoverJeteffect ........................................................................99JETNET.........................................................................73

JetPro Texas ....................................................128, 129John Hopkinson & Associates ....................103, 119Leading Edge Aviation Solutions .........................113Lektro..........................................................................107Mente Group ............................................................125Mesinger Jet Sales ..............................................16-19NBAA Convention...................................................109OGARAJETS........................................................32-33 Par Avion......................................................................90Rolls-Royce..................................................................67Singapore Airshow..................................................138Southern Cross Aviation ........................................105Sparfell & Partners...................................................137Survival Products.....................................................107Tempus Jets .................................................................47The Jet Business ..................................................36-37VREF Aircraft Values ..............................................139Welsch Aviation.............................................................5Wright Brothers Aircraft Title...................................63

Advertiser’s Index

AvBuyer (USPS 014-911), October 2015, Vol 19, Issue No 10 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Paul WalkerPrice: $195,000 inc VAT

Year: 2003

S/N: 29-0301

Reg: N-278DB

TTAF: 1354

Location: United Kingdom

Mooney M20R s/n 29-0301, N278DB, Manufactured 2003, TT1354.1, Hobbs Continental IO-550-G(6) s/n 685040, TT 1354.1,Hobbs Propeller McCauley 2 blade 2A34C241 s/n 002471,Overhauled Feb 2012 TSO 128.6 Hobbs, Garmin GMA 340,Audio panel Garmin GNS 530, Com/Nav/GPS coupled to KingHSI Garmin GNS 430 Com/Nav/GPS, Coupled to VOR/ILS/GPSindicator Garmin GTX Transponder Mode S King KR87 ADF &Indicator King KN 64 DME King KFC 225, Autopilot EDM 700engine monitor Oxygen, Full de-ice Speed Brake Moving Terrain

Mooney M20R Ovation 2DX Tel: +44 (0) 1624 827706 Email: [email protected]

Marketplace

Jack SchaferPrice: $900,000 USD

Year: 1985

S/N: LA-226

Reg: N16WG

TTAF: 4650

Location: USA- CA

900,000 Reduced Price - Available ImmediatelyAvionics: Sperry SPZ-4000 Proline II, Sperry SPZ-4000 FlightDirector & Autopilot, BF Goodrich WX-500 Stormscope, DualCollins VHF-22A Comms, Dual VIR-22A Navs, Dual Collins TDR-90 Transponders, Dual Collins ADF-60B, Dual Collins RMI-30,Interior: Standard Club Seating done in Dove Gray Leather.Gray Wool Burgandy Sidwalls Gray Wool Carpeting. WoodLaminates. Add. Features: Raisebeck Wing Lockers & Strakes.Cleveland Wheels & Brakes, 4th Cabin Window, Strobe Lights,Prop Autofeather, Lead Acid Battery, Ground Comm Power

Beechcraft King Air F90 Tel: +1 (949) 852 1540 Email: [email protected]

P140-144 CORRECT.qxp 24/09/2015 10:05 Page 5

AIRBUSA318 Elite . . . . . 79,A319 . . . . . . . . . . 79, 121, 140,

AVIATHusky A-1C . . . . 21,

BAEJetstream 31 . . . 103,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 21, 24, 50, 148,DC- 6 . . . . . . . . . 10,DC8-62 . . . . . . . . 21,727-200 . . . . . . . 21,737-200 . . . . . . . 21, 140,737-300 . . . . . . . 140,757 . . . . . . . . . . . 1, 28,767 2DXER. . . . . 140,

BOMBARDIERGlobal 5000 . . . . 10, 18, 21, 51, 57,. . . . . . . . . . . . . . . 79, 90, 99, 123, 124,. . . . . . . . . . . . . . . 148, Global 6000 . . . . 19, 39, 51, 148,Global Express . 21, 29, 35, 42, 50, . . . . . . . . . . . . . . . 51, 148,Global Express XRS.. 19, 25, 35, 50, . . . . . . . . . . . . . . . 51, 113, 148,Challenger300 . . . . . . . . . . . 19, 21, 29, 51, 57, 78,. . . . . . . . . . . . . . . 141, 147, 148,600 . . . . . . . . . . . 50, 95,601-3A-ER . . . . . 91, 99,604 . . . . . . . . . . . 12, 24, 50, 51, 53,. . . . . . . . . . . . . . . 57, 58, 78, 99, 125,. . . . . . . . . . . . . . . 140, 141, 147, 148, 605 . . . . . . . . . . . 18, 35, 50, 99, 141, 850 . . . . . . . . . . . 35, 50, 105,Learjet 31A . . . . . . . . . . . 42, 99, 105,35A . . . . . . . . . . . 42, 143,36A . . . . . . . . . . . 142,40 . . . . . . . . . . . . 42, 58, 99,40XR . . . . . . . . . . 99,45 . . . . . . . . . . . . 13, 25, 42, 91, 99,. . . . . . . . . . . . . . . 128,45XR . . . . . . . . . . 21, 40, 50, 51, 99, . . . . . . . . . . . . . . . 148,55 . . . . . . . . . . . . 43, 105,60 . . . . . . . . . . . . 13, 53, 99,60XR . . . . . . . . . . 35, 50, 51, 99, 105,. . . . . . . . . . . . . . . 130, 148,

CESSNACitationII . . . . . . . . . . . . . 43, 143,V. . . . . . . . . . . . . . 58,

X . . . . . . . . . . . . . 12, 40, 81, 99, 113,. . . . . . . . . . . . . . . 134, 147,XLS . . . . . . . . . . . 78, 81, 118, 120,XLS+ . . . . . . . . . . 18, 81,CJ1. . . . . . . . . . . . 15, 57, 81,CJ2 . . . . . . . . . . . . . 13, 15,CJ3. . . . . . . . . . . . 15, 19, 90, 129,Bravo . . . . . . . . . 41, 42, 43,Conquest II . . . . 59,Grand Caravan . 21,Excel . . . . . . . . . . 15, 40, 91, 118, 143,Encore . . . . . . . . 15,Encore + . . . . . . 12, 41,Jet . . . . . . . . . . . . 43,Mustang . . . . . . . 53, 81, 91, 118,M2 . . . . . . . . . . . . 15,Sovereign 12, 21, 40, 50, 51, . . . . . . . . . . . . . . . 118, 147, 148,SII . . . . . . . . . . . . 59,Stallion . . . . . . . . 39,Ultra . . . . . . . . . . 41, 43, 119,400 . . . . . . . . . . . 15,421B . . . . . . . . . . 42,421C . . . . . . . . . . 42,501-1/SP . . . . . . 39,

DORNIER328 . . . . . . . . . . . 57,328-310 . . . . . . . 51,

EMBRAEREMB-135 LR . . . 21,EMB-145 EP . . . 21,Legacy 600 . . . . 21, 42, 51, 91,Phenom 100 . . . 99,Phenom 300 . . . 99,

FALCON JET7X . . . . . . . . . . . . 11, 37, 57, 58, 78,. . . . . . . . . . . . . . . 95, 146, 147,10 . . . . . . . . . . . . 42,20F . . . . . . . . . . . 42,50 . . . . . . . . . . . . 19, 99, 105, 146,50EX . . . . . . . . . . 11, 18, 90, 105,. . . . . . . . . . . . . . . 141, 146,900B . . . . . . . . . . 11, 18, 42, 95, 125,. . . . . . . . . . . . . . . 146,900C . . . . . . . . . . 58, 146, 147,900EX . . . . . . . . . 18, 25, 53, 90, 126,. . . . . . . . . . . . . . . 146,900EX EASy . . . 3, 11, 51, 113, 146,. . . . . . . . . . . . . . . 147, 148900LX . . . . . . . . . 3, 31, 146, 148,2000 . . . . . . . . . . 11, 57, 58, 95,2000EX EASy . . 19,2000LX . . . . . . . . 3, 51, 81, 105, 148,2000S . . . . . . . . . 3,

FOLLANDGnatt . . . . . . . . . . 42,

GULFSTREAMIII . . . . . . . . . . . . . 47,IV . . . . . . . . . . . . . 10, 11, 31, 99, 113,IVSP . . . . . . . . . . 10, 31, 53, 99, 113,. . . . . . . . . . . . . . . 147,V. . . . . . . . . . . . . . 19, 36, 57, 99,100 . . . . . . . . . . . 81, 118, 147,150 . . . . . . . . . . . 99, 118,200 . . . . . . . . . . . 10, 19, 39, 42, 51, . . . . . . . . . . . . . . . 118, 127, 148,280 . . . . . . . . . . . 133, 143,450 . . . . . . . . . . . 10, 23, 31, 36, 42,. . . . . . . . . . . . . . . 51, 78, 99, 118, 121,. . . . . . . . . . . . . . . 148,550 . . . . . . . . . . . 10, 16, 18, 24, 29, . . . . . . . . . . . . . . . 31, 37, 39, 47, 51, 57,. . . . . . . . . . . . . . . 91, 99, 118, 148,650 . . . . . . . . . . . 17, 18, 19, 29, 32, 36,. . . . . . . . . . . . . . . 148,650ER . . . . . . . . . 36,

HAWKER BEECHCRAFTKing AirA100 . . . . . . . . . . 59,200 . . . . . . . . . . . 40, 42,250 . . . . . . . . . . . 40,B200 . . . . . . . . . 57, 95, 118, B200 GT . . . . . . . 41,300 . . . . . . . . . . . 41,350 . . . . . . . . . . . 41, 118,C90 . . . . . . . . . . . 118,C90A . . . . . . . . . . 57,C90 GTX . . . . . . . 13, 118,E90 . . . . . . . . . . . 59,F90 . . . . . . . . . . . 144,F90-1 . . . . . . . . . 59,Hawker400XP . . . . . . . . . 113, 142,700A . . . . . . . . . . 42,750 . . . . . . . . . . . 118,800A . . . . . . . . . . 19, 131,800XP . . . . . . . . . 12, 27, 43, 50, 118,850XP . . . . . . . . . 118,900XP . . . . . . . . . 27, 32, 51, 105, 118,1000 . . . . . . . . . . 27,4000 . . . . . . . . . . 27,

IAIAstra SP . . . . . . . 103,Astra SPX. . . . . . 18, 91, 95,

MOONEYM20R Ovation2DX. . . 144,

PIAGGIOAvanti II . . . . . . . 141,

PILATUSPC12 . . . . . . . . . . 47,PC12NG . . . . . . . 47,

PC12-45 . . . . . . . 132,

PIPERMeridian . . . . . . . 13, 59,

ROCKWELLTurbo Commander 690B. . .43,

SABRELINER65 . . . . . . . . . . . . 42,

SOCATATBM 700B . . . . . 43,

WESTWINDWestwind I . . . . . 39,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . 21,A109 Power . . . . 13, 51, 148,AW109SP . . . . . . 57,A119 KE . . . . . . . 57,AW139 . . . . . . . . 13, 87,Koala . . . . . . . . . . 118,

BELL206 L4. . . . . . . . . 142,212 . . . . . . . . . . . 142,412 EMS . . . . . . 142,427 . . . . . . . . . . . 99,

EUROCOPTER/AIRBUSAS350 B-2 . . . . . 14, 143,AS355-F-2 . . . . . 21,AS355N . . . . . . . 57,EC 120 B . . . . . . 21,EC 130 B4 . . . . . 14, 81,EC 135 P2+ . . . . 118,EC 135 T1 CDS . 57,EC 135 T2i . . . . . 14,EC 145 . . . . . . . . 14,EC 155 B1 . . . . . 14,

MCDONNELL DOUGLASMD900 . . . . . . . . 118,

SIKORSKYS-76C+ . . . . . . . . 14,S-76C++ . . . . . . 14, 25,S-76D . . . . . . . . . 25,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS



P145 AC Index OCT15.qxp 24/09/2015 13:53 Page 1

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 900B

21st Century October.qxp 22/09/2015 14:51 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Citation X SN66, Citation Sovereign SN156 and Falcon 900EXy SN238 (Lease Only)

2013 DASSAULT FALCON 7X "LIMITEDEDITION" SN 213

Only 440 Hours Since New, Single Owner with LongStanding Falcon History, All Programs and Tip to Tail

Warranties thru 12/15

LIKE NEW CITATION X SN 207Over $1.8M just spent in Cockpit and refurbishmentUpgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,Gulfstream PlaneParts, MSP Gold, etc…., Extremely

Recent 12-Year Heavy Check

2000 CHALLENGER 604 SN 54584500 Hours, 2100 Landings, GE ONPOINT, -150 APUon MSP Gold, Smart Parts Plus Program, FactoryInstalled FWD and AFT Vacuum Toilets, Forbes

500 Owner

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CHALLENGER 300 SN 20264February 2010 In Service Date, 48-Month c/w 02/14by Bombardier, MSP Gold Engine Program, ATG-5000Gogo Biz w/ WIFI, Premium Interior Package, Single

Midwestern US Owner

GIVSP SN 1453Single Midwestern US Owner, Only 4600 Hours TT,

Aft Galley, 16 PAX, External view Camera

2002 FALCON 900C SN 1944300 TT, Recent 2C, 12 Year and Gear Overhaul,Brand New Paint, Refurbished Interior, MSP Gold,

Equipped for European Operations

New Paint

CBJ October.qxp_CBJ November06 23/09/2015 13:49 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2012 BOMBARDIER GLOBAL 5000 S/N 9468

• TTAF 1,338 Hours; 327 Cycles

• Enrolled on Smart Parts Plus; Rolls- Royce CorporateCare

• Thirteen(13) Passenger; Limited Edition Cabin

2013 GULFSTREAM G650 S/N 6004

• 16 December 2013 Entry into Service

• Universal Forward Galley with Crew Rest Compartment

• Rolls-Royce CorporateCare on Engines

Q4 BOMBARDIER GLOBAL 6000 DELIVERY

• Increased Maximum Take-Off Weight to 99,500 lbs.

• Operations at Airports with Maximum Weight Restrictions

• EASA Certification Capable

2003 BOMBARDIER GLOBAL EXPRESS S/N 9069

• Airframe Enrolled on Smart Parts

• Engines Enrolled on Rolls- Royce CorporateCare

• Swift Broadband WiFi• Office-in-the-Sky

Configurations

2010 DASSAULT FALCON 900LX S/N 244

• Easy II Baseline Upgrade with ADS-B Out and LPV

• EU OPS Certified• 2,113 Hours; 763 Landings• Engines and APU Enrolled

2002 BOEING BUSINESS JET S/N 30330

• Low Time Aircraft• Engines Enrolled on JSSI• Extensive Avionics Upgrades

with FANS 1/A, TCAS 7.1 and ADS-B Out

• Recent Extensive Interior Refurbishments and Upgrades

Making the complex simple for over 50 years.

ALSO AVAILABLE2010 AGUSTA A109 POWER2007 CHALLENGER 3002003 CHALLENGER 6042014 GLOBAL 50002012 GLOBAL 60002002 GLOBAL EXPRESS2010 GLOBAL XRS2005 LEARJET 45XR2008 LEARJET 60XR2008 CITATION SOVEREIGN2009 FALCON 2000LX2006 FALCON 900EX EASy2008 GULFSTREAM G2002006 GULFSTREAM G4502010 GULFSTREAM G550

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