world aircraft sales magazine july-12

The global marketplace for business aviation July 2012

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 48 - 77 • Safety Matters - Pilot Fatigue

proudly presents

2007 BBJ 700C Serial Number 36756

See page 12-15 for further details

FC July 2012_FC December 06 20/06/2012 12:57 Page 2

WE BUILT THESE PLANES, WE TRACKED THEIR LIVES, WE KNOW THEM BEST.No one knows a pre-owned Falcon like we do. No one knows more about its past. Because we record the details of every Falcon’s history in our databases. And no one cares more about helping you get the best out of it. Because wherever you fl y your pre-owned Falcon, our reputation fl ies with you.

Visit falconjet.com/preowned France: +33.1.47.11.60.71 - US: +1.201.541.4556

PRE-OWNED FALCON

Project2 21/06/2012 15:52 Page 1

2005 • s/n 063 • 2,242 hrs. total time

• 8 passengers • EUOPS1 compliant • Engines on JSSI, APU on MSP• Aug 2011 C check, new white paint scheme

and winglets installation• Swift 64 Satcom : 3FMS, 3IRS, 3VHF, 2EFB

2001 • s/n 133 • 5,033 hrs. total time

• 10 passengers • EUOPS 1 compliant • Eng on CSP, APU on MSP• Aero I Sat Com • May 2012 C check, Landing gear overhaul,

and white paint scheme.

2008 • s/n 151 • 1,285 hrs. total time

• 10 passengers • EUOPS1 compliant• One owner since new• Under FalconCare• Iridium Satcom• EFB

2011 • s/n 128 • 172 hrs. total time

• 14 passengers • No Crew Rest • Pristine condition, • HUD, EFVS, EFB, Aero H• Swift 64 high speed Satcom• Brakes wheel well heat modifi cation

Falcon 2000EX EASy

Falcon 2000

Falcon 2000LX

2005 • s/n 150 • 2,149 hrs. total time

• 14 passengers • EUOPS1 compliant • FWD and AFT Lav • Sept 2011 fresh C check• Aero I Satcom

Falcon 900EX EASy

2004 • s/n 128 • 3,847 hrs. total time

• 14 passengers • EASYII retrofi tted• Engines & APU on MSP• One owner since new• EUOPS1 compliant• 2010 C check, 3FMS, 3IRS, 3VHF, Aero H+• Swift 64 Satcom

Falcon 900EX EASy

Falcon 7X

Project2 21/06/2012 15:53 Page 1

4 WORLD AIRCRAFT SALES MAGAZINE – July 2012

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

IN THIS ISSUE

AEROSTARSuperstar 700 . . 34,

AIRBUSA318 Elite. . . . . . 18,ACJ . . . . . . . . . . . 22, 148,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 11, 15, 31, 67, 71,BBJ 700C . . . . . . 1, 14,Super 27-100 . . 87,Super 727-100-VIP. .93,Super 727-100-REW. .18,Super 727-200-REW. .87,737-300-VIP. . . . 141,757-200 . . . . . . . 87,

BOMBARDIERCRJ-200 XR . . . 148,Global 5000 . . . . 17, 18, 63, 148,Global 6000 . . . . 6, 148,Global 7000 . . . . 25,Global Express . 6, 13, 18, 23, 24, 65,. . . . . . . . . . . . . . . 126, 127, 148,Global Express XRS.. 31, 148,Challenger300 . . . . . . . . . . . 19, 22, 63, 69, 148,601-1A . . . . . . . . 28, 35, 65, 79,601-3A . . . . . . . . 17, 20, 22, 65, 69, . . . . . . . . . . . . . . . 148,601-3A ER . . . . . 144,604 . . . . . . . . . . . 17, 19, 20, 21, 22, 25,. . . . . . . . . . . . . . . 37, 39, 57, 148,

605 . . . . . . . . . . . 6, 11, 22, 63, 148,850 . . . . . . . . . . . 23, 148,Learjet 31A . . . . . . . . . . . 29, 65, 103,35A . . . . . . . . . . . 34, 63, 65, 81,40 . . . . . . . . . . . . 25,40XR . . . . . . . . . . 103, 124, 125,45 . . . . . . . . . . . . 20, 25, 63, 65, 81,. . . . . . . . . . . . . . . 115,45BR . . . . . . . . . . 71,45XR . . . . . . . . . . 21, 103,60 . . . . . . . . . . . . 25, 55, 65,60SE . . . . . . . . . . 20,60XR . . . . . . . . . . 65, 71, 144,

CESSNACitationISP . . . . . . . . . . . 28, 33, 55,II. . . . . . . . . . . . . . 33, 34, 40,IISP . . . . . . . . . . . 34,III . . . . . . . . . . . . . 35,V. . . . . . . . . . . . . . 34, 65,VII . . . . . . . . . . . . 28, 91, 133,X . . . . . . . . . . . . . 6, 17, 22, 55, 57, . . . . . . . . . . . . . . . 148,XLS+ . . . . . . . . . . 28, 148,208 . . . . . . . . . . . 144,650 . . . . . . . . . . . 5,CJ1. . . . . . . . . . . . 113,CJ2. . . . . . . . . . . . 33, 34, 55, 142, 145,. . . . . . . . . . . . . . . 148,CJ2+ . . . . . . . . . . 28, 136,CJ3. . . . . . . . . . . . 65,Bravo . . . . . . . . . 34, 35, 55, 103, . . . . . . . . . . . . . . . 138,

Encore . . . . . . . . 147,Encore +. . . . . . . 147,Excel . . . . . . . . . . 28, 103, 147, 148,Jet . . . . . . . . . . . . 33, 55, 65,Mustang . . . . . . . 63,SII . . . . . . . . . . . . 28, 37,Sovereign. . . . . . 35, 65, 79,T206H . . . . . . . . . 33,Ultra . . . . . . . . . . 20, 28, 103, 137,ConquestI . . . . . . . . . . . . . . 141,II. . . . . . . . . . . . . . 29,

CIRRUSSR22 . . . . . . . . . . 33,

DORNIERDornier 328 . . . . 141,

EMBRAERERJ 135 . . . . . . . 11,ERJ 145 . . . . . . . 11,Legacy 600 . . . . 18, 55, 63, 67, 69,. . . . . . . . . . . . . . . 148,Legacy 650 . . . . 103,Lineage 1000. . . 18,Phenom 100 . . . 55,

FAIRCHILDMerlin IIIB . . . . . 55,

FALCON JET7X . . . . . . . . . . . . 3, 6, 23, 28, 57, 69,. . . . . . . . . . . . . . . 103, 146, 148,

20Cargo . . . . . . . 34,20C-5BR . . . . . . 34,50 . . . . . . . . . . . . 17, 19, 23, 34, 57,. . . . . . . . . . . . . . . 71, 146,50EX . . . . . . . . . . 5, 63, 146,50-4 . . . . . . . . . . . 146,900B . . . . . . . . . . 34, 65, 103, 130,. . . . . . . . . . . . . . . 146,900C . . . . . . . . . . 146,900EX EASy . . . 3, 19, 146, 147,900EX . . . . . . . . . 19, 146,2000 . . . . . . . . . . 3, 17, 25, 37, 133,. . . . . . . . . . . . . . . 147,2000DX EASy . . 23, 148,2000EX . . . . . . . . 148,2000EX EASy . . 3, 19, 148,2000LX . . . . . . . . 3, 85, 139,

GULFSTREAMIII . . . . . . . . . . . . . 19, 39, 69,IV . . . . . . . . . . . . . 11, 19, 23, 65, 73,. . . . . . . . . . . . . . . 129, 132,IVSP . . . . . . . . . . 31, 65, 67, 134, 148,V. . . . . . . . . . . . . . 11, 27, 31, 103,150 . . . . . . . . . . . 81,200 . . . . . . . . . . . 6, 21, 27, 35, 65, 81,450 . . . . . . . . . . . 6, 18, 27, 31, 39,550 . . . . . . . . . . . 6, 12, 17, 18, 27, 39,. . . . . . . . . . . . . . . 148,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . . 34,400A . . . . . . . . . . 25, 29,Premier 1A . . . . . 34, 39, 115,

234 Air Park Blvd., Aiken, SC (USA) 29805-8921Tel: USA +1 803-641-9999 • Fax: USA +1 803-641-4040

www.air1st.com • Email: [email protected]

Aviation Companies, Inc.

1980 MU-2 SOLITAIRES/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Flight

Max, 7500-hr, inspection, New P&I (2010) to customer specs. U.S. $675,000.

1981 MU-2 MARQUISES/N 1510SA, N17HG, 3840TT, 3840/3840 SNEW, 630/630 SHSI/SGBI, 135/320 SPOH,

GNS-400, Collins Pro-Line, Sandel 4” EFIS, SPZ-500 A/P, New Interior (2012).

U.S. $650,000.

1974 MU-2K Dash 10 on MSP - Price ReducedS/N 305, N50K, 6370TT, 1180/1180 since -10 (MSP), 750/750 SPOH,

Dual Garmin 430’s, RDR-2000, M4-D A/P, New Paint (2009). U.S. $535,000.

1980 MU-2 MARQUISES/N 756SA, 5Y-MUZ. 12925TT, 1990/2060 SOH, 1990/2060 SHSI, 260/220 SPOH, Collins

Pro-Line, M4D A/P, New Paint (2010), Located in Africa. U.S. $475,000.

1975 MU-2MS/N 326, N165MA, 3750TT, 3750/3750 SOH, 235/235 SHSI, 680/370 SGBI, 410/410

SPOH, GTN-750/650, Traffic, XM Weather. U.S. $395,000.

1974 MU-2KS/N 285, N11SJ, 4630TT, 2350/2350 SOH, 525/525 SHSI, 230/230 SPOH, Garmin 530W,

RDS-81 Color Radar, M4D A/P, New Paint & Interior (2009). U.S. $345,000.1972 MU-2K

S/N 240, N64LG, 6100TT, 4655/4655 SOH, 1100/1100 SHSI/SGBI, 920/775 SPOH,Garmin G-600, Dual GNS-430W’s, Dual GTX-320 TXP’s, TCAS, XM Weather. U.S.

$295,000.

AC Index July2011 21/06/2012 13:10 Page 1

WORLD AIRCRAFT SALES MAGAZINE – July 2012 5

07.12• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

King Air200 . . . . . . . . . . . 29, 34, 35,350 . . . . . . . . . . . 29, 34, 57, 65, 81,B200 . . . . . . . . . . 29, 55, 81, 103, 105C90 . . . . . . . . . . . . . 34, 103,C90B . . . . . . . . . . 20, 59, 81, 103,F90 . . . . . . . . . . 34, 105, 115,Hawker400XP . . . . . . . . . 34, 65, 148,700A . . . . . . . . . . 35,800A . . . . . . . . . . 6, 142,800B . . . . . . . . . . 31, 63,800SP . . . . . . . . . 87,800XP . . . . . . . . . 20, 23, 34, 43, 65,. . . . . . . . . . . . . . . . 69, 81,850XP . . . . . . . . . 31, 39, 71,900XP . . . . . . . . . 25, 39, 147,1000B . . . . . . . . . 128,4000 . . . . . . . . . . 20, 59, 147,

IAIAstra 1125 . . . . . 65, 147,Astra 1125SP . . 27,Astra SPX. . . . . . 37, 57,

LANCAIRLancair L4 . . . . . 65,

MITSUBISHIMU-2K . . . . . . . . 4,MU-2M . . . . . . . . 4,MU-2K Dash 10 4,MU-2 Marquise . 4,MU-2 Solitaire . . 4,

PIAGGIOP180 Avanti . . . 65,

PILATUSPC12/45 . . . . . . . 29, 65,PC12/47 . . . . . . . 141,

PIPERMeridian . . . . . . . 29,Malibu Mirage . . 33,

SAAB340B . . . . . . . . . . 37,

SABRELINER65 . . . . . . . . . . . . 34,

SOCATATBM 700A . . . . . 105,

TBM 700B . . . . . 34, 105, 135, 141, . . . . . . . . . . . . . . . 144, 147,TBM 700C1 . . . . 35,TBM 850. . . . . . . 105,

HELICOPTERSAGUSTAWESTLANDAW 109C . . . . . . 103,AW 109E. . . . . . . 30,AW Grand . . . . . . 103,A109S Grand. . . 115, 143,A119 Koala . . . . 39,

BELL206B . . . . . . . . . . 143,206L3 . . . . . . . . . 115,206L4 . . . . . . . . . 142,212 . . . . . . . . . . . . 142,412EMS . . . . . . . 142,

EUROCOPTERAS 332C1 . . . . . . 143,AS350BA . . . . . . 103,AS350B3 . . . . . . 103,AS 355 N . . . . . . 115,AS 355 NP . . . . . 103,

AS 365 N2 . . . . . 30,AS 365 N3 . . . . . 115,EC 120B . . . . . . . 30,EC135T2i . . . . . . 103,EC135P2i . . . . . . 143,EC135P2+ . . . . . 131,

MCDONNELL DOUGLASMD 600N . . . . . . 39,

SIKORSKYC++ . . . . . . . . . . . 51,C1+ . . . . . . . . . . . 51,S-76A+ . . . . . . . . 115,S-92 . . . . . . . . . . 51,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 61,Aircraft Perf & Specs . . . . . 46, 119,Aircraft Title/Registry . . . . 47, 95,Finance . . . . . . . . . . . . . . . . 78, 107,Ground Handling . . . . . . . . 41,Mods-Parts-Spares . . . . . . . 41, Photography . . . . . . . . . . . . 46,

AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

Find an Aircraft DealerThe World’s leading aircraft dealers and brokers - find one today

avbuyer.com/dealers

AC Index July2011 21/06/2012 13:11 Page 2

Project3 21/06/2012 16:11 Page 1

8 WORLD AIRCRAFT SALES MAGAZINE – July 2012 www.AvBuyer.com

World Aircraft Sales (USPS 014-911), July 2012, Vol 16, Issue No 7 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has atargeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65.

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April 2012

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Business Aviation & The Boardroom: pages 48 - 73 • Plane Sense on Cabin Avionics

The Jet Collection proudly presents2014 BBJSee page 17 for further details

GLOBAL 5000 S/N 9158

Aircraft details and other inventory pages 11–13


May 2012

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Business Aviation & The Boardroom: pages 54 - 79 • Ten Questions for EBAA


June 2012

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Business Aviation & The Boardroom: pages 50 - 77 • Plane Sense on Paperless Cockpits

proudly presentsGulfstream GIVSPSerial Number 1433See page 19 for further details

Subscribe OnlineNow you can subscribe to

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The global marketplace for business aviationNews - Aircraft listings - Editorial

Panel July12 20/06/2012 09:18 Page 1

Contents

WORLD AIRCRAFT SALES MAGAZINE – July 2012 9Advertising Enquiries see Page 8 www.AvBuyer.com

Regular Features10 Viewpoint

26 BizAv Round-up

80 Aircraft Specs & Performance Tables

102 Aviation Leadership Roundtable

108 Regional Sales & Use Tax Forum

110 Pre-Owned Aircraft Sales Trends

Next Month’s Issue* Plane Sense on Refurbishments

* Dealer Broker Market Update

Featured Articles - Business Aviation and the Boardroom48 It’s Just Transportation: Those constrained by the rhetoric of politicians

concerning Business Aviation should consider the use of it by federal, state and local governments.

50 The Fundamental Need for Transportation: Government—like industry—needs efficient, effective and secure transportation. That’s why government employs Business Aviation too.

52 Endowed Aviation Services: Aviation services are either endowed from on high or they are managed as a business unit. Which approach do you use?

56 Celebrate Business Aircraft: Are concerns about public perception toward Business Aviation still clouding your judgment about the long-term benefits of this mode of travel? They shouldn’t do, here’s why.

60 The Value of Time: A wise man once observed we cannot save time; we can only spend it wisely. So how can, and does that apply to Business Aviation?

64 Tax Implications of Personal & Recreational Use: Expenses that are ordinary, necessary and reasonable for the conduct of business are deductible as appropriate costs. Proscribed limits exist, though...

68 ‘PUNC’ - Your Checklist for Insurance Coverage: Pilots, Use, Named Insured and Contracts capture the four most important areas of aviation insurance. Read more…

72 The Light Jet Value Guide: A look at the benefits of Light Jets, and a listing of values for models built over the last 20 years.

Main Features42 Aircraft Comparative Analysis - Hawker 800XP: How does the performance

of the Hawker 800XP stand out against the Learjet 60?

88 GA Airports: For more than 4,600 locales, the GA Airport is the main, primary oronly access to the nation’s air-transportation network. They’re worth protecting…

96 Ethics & Aircraft Sales: What should buyers look for to ensure they are dealing with one of the many reputable, ethical dealers and brokers in an aircraft purchase?

98 Inside Maintenance – Older Gulfstreams: It’s a balancing act between the lower costs of older Gulfstreams with the maintenance to keep them flying, as Dave Higdon outlines.

104 BizAv’s Niche Jets: A fuller understanding about some of the ‘off the radar’ airplanes can lead to true buyer satisfaction.

112 Global Markets – Asia Pacific: Mike Vines gives a round-up of the latest key stories to emerge from China and Hong Kong, India, Japan and Australia.

118 Safety Matters – Pilot Fatigue: Dave Higdon discusses the issue of Pilot Fatigue. How can it creep up unawares, and how can you counter this potentially lethal, but surprisingly common problem?

Volume 16, Issue 7 – July 2012

48

60

64

Panel July12 20/06/2012 14:09 Page 2

10 WORLD AIRCRAFT SALES MAGAZINE – July 2012 Aircraft Index see Page 4www.AvBuyer.com

by Gil Wolin

n July 27, athletes from 204countries will gather at theopening ceremony ofLondon’s Summer Olympics –officially, the Games of the

XXX Olympiad. During the ensuing 17days, more than eight million tickets will besold, and 906 medals awarded to partici-pants in 302 events across 32 sports –including, for the first time, women’sboxing.

For business jet operators, that meansflights to the various London area airportswill increase by more than 3,000 during thisinternational quadrennial event, accordingto UK Civil Aviation estimates.

That’s an average of 176 incrementalarrivals, and 176 departures each day. Iremember working an FBO ramp with thatkind of volume during the Indianapolis500. Massive planning and logistics arerequired to marshal each aircraft, deplaneits VIP passengers proximate to the execu-tive terminal and then park the aircraftappropriately based upon its scheduleddeparture. But to do that daily for 17 con-secutive days – not to mention nurturingvery special relationships with groundtransport and catering companies – Whew!

Those planning to fly into any London-area airport during the Games had besthave slots already reserved. No IFR arrivalsor departures will be allowed into or out ofLondon’s terminal maneuvering areas,some 40 airports covering most of southeastEngland’s controlled airspace, without aslot.

London City is likely to be the biggestbeneficiary of the Olympic spike, as theyare adjacent to the primary venues. BigginHill, Farnborough, Luton, Oxford,Southend and Stansted, though a bit furtherout from the stadia, also will do well.

While the passengers will be at theOlympics to watch world-class athletic per-formances, those of us in Business Aviationwill be far more concerned with aircraftperformance. Nothing dampens VIP specta-tors’ celebratory moods over victory – ordeepens their gloom over losses – than tofind their jet AOG for the flight home.

So the major airframe and engines main-tenance organizations have made specialpreparations to support transient aircraftduring the Summer Games. GE will havededicated field service representation onsite at Luton, ready to address engineissues. Eurojet at Birmingham has a newhangar facility, home to an authorizedCessna Citation service center. And JSSI, thehourly cost maintenance service provider,will have personnel at strategic locations toprovide AOG technical support at allLondon area airports.

These maintenance companies – and thetens of thousands of other behind-the-scenes personnel – will be working togetherto help bizav users get to and from the2012 Summer Games easily, safely andefficiently.

Teamwork – as well as individual prepa-ration – is behind every champion athleteand every safe flight. Working togetherunderscores the primary purpose of theOlympics: to showcase not only individualachievement, but to foster understandingand cooperation among nations - and some-times much more, as we saw during the1968 Olympic Games in Mexico. There, cer-tain champions – rather than nations –made statements with their actions as wellas their performances.

That same year found me a high schoolsenior on the Millburn, NJ track team. Ourcoach was Paul “Boomer” Beck – nick-named for his commanding voice. Pauldemanded – and got – the best possibleperformance from his athletes. He wastough, but fair: he never asked his team todo anything he wouldn’t or couldn’t do, beit sprints, push-ups…or those hated squatthrusts.

But he was a father, too, and oftenserved in loco parentis to team members.My own dad traveled extensively through-out his long career in aviation, and saw merun only once. But he loved track, andappreciated the role that Boomer unwitting-ly filled during those Wonder Years.

Every March 1st since graduation, I’dcall Boomer to mark the first day of trackseason. And I would thank him, for helping

me learn disci-pline, how topursue excel-lence as an indi-vidual and as ateam member,and how to win –and lose –gracefully.

Even aftermany years herememberedeach team, eachathlete, each meet. Then we’d talk about thehere and now. He was fascinated with mychosen career in aviation, and our conversa-tions ranged far and wide, well beyond thepast and mere athletics. I was not alone –many former Millburn tracksters stayedconnected with Boomer, from as far back ashis first years there in the mid-1950s.

When I made my annual call this year, Igot a disconnect message. I reached out tohis son, only to find that Boomer was seri-ously ill. To the great sorrow of all whoknew him, Paul passed away last month. Iwill miss our conversations, his perspective– and his sometimes-not-so-gentlereminders of what is really important inlife.

Those of us in bizav – as well asOlympic athletes – can take a few lessonsfrom Coach Paul Beck. No matter how hardyou work, never make the mistake of think-ing that the safe flight, the stellar perform-ance, the track meet win, is a sole venture.You might be the star, but it’s the teambehind you – whether flight crew, mainte-nance technician, or logistics planner – whosupports your own pursuit of excellence. ❯ Gil Wolin draws on almost forty years of aviationmarketing and management experience as a consult-ant to the corporate aviation industry. His aviationcareer incorporates aircraft management, charter andFBO management experience (with TAG Aviationamong others), and he is a frequent speaker at avia-tion, travel and service seminars. Gil is a past directorof the RMBTA and NATA, and currently serves on theAdvisory Board for Corporate Angel Network andGE Capital Solutions-Corporate Aviation. Gil can be contacted at [email protected]

XXX Marks The Spot

VIEWPOINT

O

Gil WolinJuly12_Gil WolinNov06 19/06/2012 12:51 Page 1

Acquisitions * Appraisals * Consulting * Remarketing

+1 (202) 682-4000

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Www.bristolassociates.com

Challenger 605 sn 5711

Gulfstream V sn 627

ERJ 135 and 145sAvailable

Gulfstream IV sn 1124

New to Market!Boeing BBJ sn 30496

Bristol Associates April 19/03/2012 16:33 Page 1

Marc J. Foulkrodorld HeadquartersW

PresidentMark H. LefeverCharter & Management

Phone: +1 (410) [email protected] Vice President, Global SAndrew C. BradleyGlobal Sales & Acquisitions

Phone: +1 (818) [email protected] and Chief ExecutivMarc J. Foulkrod

Sales and Acquisitions

s

ve Officer

MOC.VJETT.AAVPhone: +1 (818) [email protected]

Avjet - FP July 19/06/2012 17:36 Page 1






ve Officer








s

ve Officer



M J F lk dorld HeadquartersW

d @ jAcquisitionsSenior Vice President, GAndrew C. BradleyGlobal Sales & Acquis

Phone: +1 (818) [email protected] and Chief ExMarc J. Foulkrod

Global Sales and

sitions

90

ecutive Officer

MOCVJETAAV

Phone: +1 (818) [email protected] H. LefeverCharter & Managemen

Phone: +1 (410) [email protected]

90

nt

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MOC.VJETT.AAV


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2000 Global Express SN 9062

HIGHLIGHTS:Only 3625 Hours Total

April 2012 8C by Bombardier - HartfordEngines on Corporate Care

Smart Parts PlusPrivately Owned Since New

www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

WAS Global Express 9062.indd 1 6/18/12 11:09 AM

2006 LEARJET 40 s/n 2053

Engines enrolled on MSPEU OPS Certified

AirframeT.T - 2400 hrs Fresh MPI

2002 BEECHJET 400A s/n RK-343

Engine maint. prog. JSSIEU OPS Compliant

AirframeT.T - 2602,25 hrs RVSM Compliant

2002 LEARJET 45 s/n 226 2008 HAWKER 900XP s/n HA-56

2001 CHALLENGER 604 s/n 5487

APU on MSP Gold prog.Engines on GE on Point

Airframe on SmartParts Int. / Ext. redone in ‘09

Fresh 4800 hr inspectionEU OPS Certified

Engines & APU on MSPRVSM Certified

Collins Pro Line 21 EFISEU OPS Compliant

Engines & APU MSP GoldAirframe: 965 hrs (01/12)

2001 FALCON 2000 s/n 161

Airframe T.T. - 3455 hrsEU OPS 1 Certified

Engines enrolled on CSPHUD CAT IIIA

2001 LEARJET 60 s/n 211 1999 LEARJET 45 s/n 036 2000 LEARJET 45 s/n 068

Engines on JSSI Pro-RataRVSM, RNP5 & 10 Compliant + EU OPS 1 Equipped

Airframe T.T 2664 hrs Airframe T.T 3553 hrs Engines on MSP Gold EU OPS Certified, B-RNAV, RVSM & RNP-5 Compliant

Engines on MSPAirframe T.T 6767 hrs

B-RNAV, RVSM, RNP-5 CompliantEU OPS Certified

GLOBAL 7000 s/n 13

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T 40 2006 LEARJE

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New Jet Intl July 18/06/2012 16:30 Page 1

BizAv Round-Up 07.12


Aerion Corporation is reportedly collab-orating with NASA’s Glenn Research Centerto mature NASA’s new SUPersonic INlet(SUPIN) computer code, which has been de-veloped to perform aerodynamic design andanalysis on engine inlets for future high-speed aircraft, such as Aerion’s planned su-personic business jet. Aerion and NASA willwork together on inlet design and advancedboundary layer control methods to achieve ef-ficient and stable supersonic inlet operationwithout boundary layer bleed./ More from www.aerioncorp.com

Directional Aviation Capital has ac-quired charter broker Sentient Jet and avia-tion fuel management company EverestFuel Management for an undisclosed sumfrom Australia-based Macquarie Global Op-portunities Partners. Directional Aviationalso owns Corporate Wings, Constant Avia-tion, Nextant Aerospace, Sojourn Aviationand Spinnaker Air, as well as a majorityshare of fractional provider Flight Options./ More from www.directionalaviation.com

Eclipse Aerospace launched produc-tion of the Model 550 twin-engine very lightjet last month, alongside its first interna-tional Eclipse dealer and sales conference,which was attended by dealers from morethan 30 countries. Production for 2013 isalready sold out to US customers, accordingto Eclipse, and orders taken from the inter-national dealers will be delivered during2014 and 2015./ More from www.eclipseaerospace.net ▼

continued on page 32

Governments usingBusiness Aviation canderive the same types ofbenefits and efficienciesas private-sector enter-prises do, according to astudy just released byNEXA Advisors, LLC. Thestudy was commissionedas part of the No PlaneNo Gain advocacy cam-paign, which educatespolicymakers and opin-ion leaders about thevalue of Business Avia-tion to citizens, compa-nies and communitiesacross the U.S. Workingin conjunction with theNational Association ofState Aviation Operators(NASAO), NEXA Presi-dent and FounderMichael Dyment said hisstudy shows the use ofGeneral Aviation assetsby local, state and fed-eral governments pro-vides a wealth ofbenefits.

“We found many stateagencies and depart-ments, and even somecounties with large terri-tories to cover, havingthe ability to execute

public health mandatesmuch more efficientlywith aviation,” Dymentsaid. “In many cases,there was no other wayto accomplish the mis-sion without aircraft.”

The study found atotal of 196 agencies na-tionwide operating afleet of 2,002 aircraft (in-cluding jets, turboprops,helicopters and largepiston aircraft). The vastmajority of those aircraft– 1,337 – were operatedby the federal govern-ment. The most commonuse involved transporta-tion of key governmentofficials, such as thepresident, members ofCongress, governors andstate employees on spe-cial missions. On a stateand local level, the studyfound government air-craft were crucial in thetimely movement ofstate officials to areasnot served by theairlines.

“The most recurringtaxpayer value measure,but far from the largestin aggregate, is the

budget savings for travel,given that aircraft useoften leads to far fewerhotel stays, lower costfor car rentals, fewerrestaurant meals, and re-ductions in related busi-ness travel expenses.Tax dollar efficiency is ameasure of how effec-tively the public budgetis managed and the abil-ity to maximize the valueof each dollar spent.Government aircraft havebeen cited as key con-tributors to economic de-velopment, for example,bringing project develop-ers together with keypolicy makers to loca-tions where the eco-nomic developmentinitiative will form,” thestudy said.

The NEXA report con-cludes that a majority ofgovernors in the U.S.have officially recognizedthe value of BusinessAviation with proclama-tions to that effect.

/ More information fromwww.nbaa.org orwww.nexacapital.com

BUSINESS AVIATION:IT’S GOOD FOR PRIVATE AND PUBLIC SECTOR ALIKE

NEWS IN BRIEF

BusAviationNewsJuly12_Layout 1 20/06/2012 11:08 Page 1

Gulfstream Pre-Owned. Contact Lynn Beaudry. [email protected] Tel: (912) 965-4000 • Fax: (912) 965-4848

2511 TT, 1445 Landings, Engines enrolled on ESP Gold.Auto Throttles. Ten (10) Passenger Configuration

$9,950,000

2007 Gulfstream G200 S/N 164

2440 TT, 1241 Landings, Fourteen (14) Passengers with a AftGalley. 26" Club Seats & Enhanced Soundproofing

$24,250,000


2052 TT, 662 Landings, Engines and APU enrolled on JSSISelect. Sixteen (16) Passengers with a Forward Galley

$36,950,000


2732 TT, 1547 Landings, Engines enrolled on ESP. Nine (9)Passenger Configuration. Fresh 8 year Inspection

$7,500,000


4834 TT, 2086 Landings, Engines enrolled on Rolls RoyceCorporate Care. Enrolled on PlaneParts. Sixteen (16) Passengers

with a Forward Galley and Forward Crew Rest $27,995,000

2002 Gulfstream GV S/N 662

3421 TT, 1497 Landings, Engines enrolled on ESP. Ten (10)Passenger Configuration. Interior refurbished in 2010

$7,000,000


5526 TT, 1516 Landings, Fourteen (14) Passengers with AftGalley and Forward Crew Rest $23,000,000


5815 TT, 3936 Landings, Engines enrolled on ESP Gold.Ten (10) Passenger Configuration. Fresh 12 year Inspection

$6,150,000


7213 TT, 2813 Landings, Fourteen (14) Passengers withForward Galley and Forward Crew Rest. New Paint

February 2012 LEASE ONLY


5471 TT, 3838 Landings, Engines on MSP. Seven (7)Passenger Configuration plus a Belted Toilet. Recent

Refurbishment by Duncan Aviation. Flight EnvironmentSound Proof Package. Airshow. $2,475,000

1995 Astra/ Gulfstream 1125 SP

519 TT, 244 Landings, Engines enrolled on ESP Gold. AutoThrottles. Nine (9) Passenger Configuration.

$13,900,000


Gulfstream July 18/06/2012 16:33 Page 1

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)803.822.4114e-mail: [email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

1996 Citation Ultra | 560-0366

For Full Specs & Additional Photos on Exclusive Listings by Bell Aviation, please Visit our Website at www.BellAviation.com

2002 Citation Excel | 560-5288

Citation ExcelCitation Excel1996 Citation VII | 650-7074

ChallengerChallenger

Citation UltraCitation Ultra

1994 Citation II | 550-0732Also Available: 550-0047

1982 Citation ISP | 501-0255Also Available: 501-0687, 501-0229

Citation 1SPCitation 1SP

2007 Citation CJ2+ | 525A-0345

Citation JetCitation Jet

Citation 11Citation 11

1985 Challenger 601-1A | 3044Citation V11Citation V11

1985 Citation SII | S550-0041

Citation S11Citation S11

2009 Citation XLS+ | 560-5060

Citation XLS+Citation XLS+2011 Falcon 7X | 111

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Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)803.822.4114e-mail: [email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

For Full Specs & Additional Photos on Exclusive Listings by Bell Aviation, please Visit our Website at www.BellAviation.com

1998 Pilatus PC-12/45 | 195

PilatusPilatus

MeridianMeridian

2001 Piper Meridian | 4697056

1976 King Air 200 | BB-169

King Air 200King Air 200

King Air B200King Air B200

1983 King Air B200 | BB-1140

1980 Conquest II | 441-0116

ConquestConquest1998 King Air 350 | FL-221

King Air 350King Air 350

MeridianMeridian

2008 Piper Meridian | 4697324MeridianMeridian

2001 Piper Meridian | 4697110

BeechjetBeechjet

1992 Beechjet 400A | RK-36Also Available: RK-107

LearjetLearjet

1993 Learjet 31A | 31A-086

Your worldwide helicopter sales and acquisition partner

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Heliasset_FullPage-205x270_print.pdf 1 16/01/12 16:31

Boeing BBJ/28579

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Hawker 800B/258058

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FREESTREAM AIRCRAFT LIMITED SALES & ACQuISITIonS

www.freestream.com

Technics maintenance facility and has in-vested approximately $3 million in redevel-oping it to provide ground handling andaircraft maintenance services. It also intendsto get into aircraft management with its ownair operator certificate and will seek to ex-ploit its connection with Aero Toy Store bymarketing aircraft sales and interior refur-bishment work conducted by the U.S. com-pany’s alliance with Italian design groupPininfarina. / More from www.aerotoystore.co.uk

Pratt & Whitney Canada (P&WC)has signed a 15-year on-condition FleetMaintenance Program (FMP(R)) with Net-Jets for the PW306D turbofan engines thatwill power the fleet of Cessna Citation Lati-tude aircraft that the fractional jet ownershipcompany will begin flying in 2016. P&WC

evaluates each engine enrolled in theFMP(R) and makes maintenance decisionsbased on ongoing performance. The on-condition FMP(R) agreement covers 50 in-stalled engines and options for an additional50 P&WC PW306D engines./ More from www.pwc.ca

Satcom Direct opened two new offices.The new Satcom Direct Savannah office islocated in the General Aviation area of Sa-vannah/Hilton Head International Airport at100 Eddie Jungmann Drive in Suite 101Eof the Sheltair Aviation Services building.The new International office will be locatedinside Hangar 2 at TAG Farnborough Air-port, UK, where Satcom will also extend itswireless service to customer aircraft flying into TAG Farnborough Airport./ More from www.satcomdirect.com

BizAvRound-Up 2


Flying Colours Corp. presented, inpartnership with Maine Aviation, its latestExecLiner/CRJ conversion at last month’sNBAA Regional Forum at Teterboro, NJ.The aircraft is configured for 16 passengersand is the ninth CRJ conversion FlyingColours Corp. has completed. Functionalityincludes state-of-the-art equipment includ-ing a fully-digital touch screen cabin man-agement system, Airshow 4000, iPodconnectivity and dual galleys. Forward andaft lavatories have also been fitted for maxi-mum passenger comfort./ More from www.flyingcolourscorp.com

Guernsey, one of the Channel Islands sit-uated in the English Channel, is to launch abusiness aircraft register. The Island willteam with Dutch company SGI Aviation,which will be responsible for the operationalaspects of the registry, including safety in-spections, under a public-private partner-ship. The registry is expected to be up andrunning within 12 to 15 months./ More from www.gov.je

Gulfstream has opened a full-servicemultimedia center at its Product Supportheadquarters to enhance and increase com-munication with operators. The center,which includes a broadcast studio, controlroom and equipment room allows Gulf-stream to produce live streamed webcasts,videos and recorded broadcasts./ More from www.gulfstream.com

Jet Aviation Dubai received approvalfrom the Federal Aviation Authority (FAA) toperform base and line maintenance onBombardier Challenger 604 and AirbusA318/A319/A320/A321 series aircraft.Meanwhile, Jet Aviation Basel has com-pleted its fifth Dassault EASy II avionicsflight deck installation on Falcon900EX/DX/LX series aircraft./ More from www.jetaviation.com

London Stansted Airport now hasfour FBOs, with The Diamond Hangaropening to coincide with the 2012 OlympicGames this month. The new FBO, tradingon the renowned Aero Toy Store brand, hasBen Shirazi, son of the U.S. aircraft salesand completions group’s founder, MorrisShirazi, as the major shareholder.

The new venture acquired the former SRcontinued on page 36

▼

Last month, just over oneyear after the largest busi-ness aircraft sale in itshistory, Bombardier sur-passed the record, an-nouncing a firm orderfrom NetJets for 100 Chal-lenger business jets withoptions for an additional175 aircraft. Bombardieralso announced a long-term aftermarket supportagreement with NetJets.The transaction for thefirm aircraft order is val-ued at approximatelyUS$2.6 billion based on2012 list prices.

If all the options are ex-ercised, the total value ofthe order is approximatelyUS$7.3 billion (also based

on 2012 list prices). Theaftermarket agreement isfor a term of up to 15years.

Assuming certain air-craft usage projectionsand a 15-year term perfirm aircraft, it is valued atup to US$820 million. If alloptions are exercised, theaftermarket agreement isvalued at up to US$2.3billion. The combined saleand aftermarket agree-ment are valued at ap-proximately US$9.6 billionif all options areexercised.

The firm order com-prises 75 Challenger 300s(deliveries scheduled tobegin in 2014) and 25

Challenger 605s, with de-liveries scheduled tobegin in 2015. The op-tions comprise 125Challenger 300s and 50Challenger 605s. NetJets'new aircraft will be oper-ated in North America andEurope.

In addition, Bombardierannounced that LondonAir Services (LAS) hasplaced firm orders for fiveLearjet 75s, valued at ap-proximately US$65 mil-lion. LAS is the firstCanadian operator toplace a firm order for thenew light jet

/ More information from www.bombardier.com

BOMBARDIER MAKES HISTORY (AGAIN)

CHALLENGER 300 IN DEMAND


Eagle Aviation, Inc.

2861 Aviation Way, West Columbia, SC 29170

Aircraft Sales, Maintenance, Avionics, Completions, Executive Charter, 24/7 Line Service

After hours contact • Jet Sales: Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526

• Piston Sales: Ralph Lacomba +1 803 822 5578

2002 CJ2, S/N 525A-0064 1982 CITATION II, S/N 550-0416

1997 CITATION JET, S/N 525-0206

1982 CITATION I/SP, S/N 501-0242 2006 MALIBU MIRAGE, S/N 4636394

2007 CIRRUS SR22, S/N 24702008 CESSNA T206H STATIONAIR, S/N T20608805

Phone: (800) 849-3245 International: (803) 822-5520Email: [email protected] or visit www.eagle-aviation.com

Eagle July 19/06/2012 15:55 Page 1

Also Available Beechjet 400, S/N RJ-47Citation V, S/N 560-0112Citation V, S/N 560-0059Citation Bravo, S/N 550B-0871Citation II/SP, S/N 551-0039Citation II, S/N 550-0326Citation II, S/N 550-0216

Citation II, S/N 550-0127Citation II, S/N 550-0094Citation II, S/N 550-0082Citation CJ2, S/N 525A-0204Citation CJ2, S/N 525A-0016Falcon 20C-5BR, S/N 142Falcon 20 Cargo, S/N 31Learjet 35A, S/N 138Sabreliner 65, S/N 465-67

King Air 200, S/N BB-263King Air 200, S/N BB-48King Air F90, S/N LA-45King Air F90, S/N LA-9King Air C90, S/N LJ-601Socata TBM700B, S/N 232Socata TBM700B, S/N 193Aerostar Superstar 700, S/N 601P-472-188

1989 Falcon 900B, S/N 071, 9464 TT, MSP Gold, 4C c/w Nov 11 byDuncan, 12 pax Interior, Triple IRS’,

Asking $9,500,000.00

2004 Hawker 800XP, S/N 258674, 3052 TT, MSP Gold, Support Plus,Delivered with Fresh G Check, JAR Ops, TCAS II, CAMP, 8 paxinterior, Asking $4,495,000.00

2001 Hawker 800XP, S/N 258503, 3159.7 TT, Engines/APU on MSP,TCAS II, TAWS-A, Dual NZ-2000’s, L/R Oxygen, Honeywell EFIS,

Asking $2.995,000.00

1980 Falcon 50, S/N 010, 7977 TT, JSSI, Collins FDS-2000 EFIS, TCASII, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12,

Asking $2,200,000.00

2005 Hawker 400XP, S/N RK-411, 615 TT, Garmin GMX-200 MFD,XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner,

Asking $2,795,000.00

2002 Premier I, S/N RB-48, 2620 TT, Engines on TAP Elite, TCAS 2,Dual FMS3000, 8.33 Spacing/FM Immunity,

Asking $2,000,000.00

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – AircellAxxess II, TCAS 2, Hi-def Video Displays, L3 ESIS,

Asking $6,850,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, OneOwner, Engine Fire Ext., Skywatch,

Asking $2,500,000.00

JetBrokers July 18/06/2012 16:39 Page 1

Email: [email protected] Web: www.jetbrokers.com

CHICAGO+1-630-377-6900 Phone

FARNBOROUGH+44 (0)1252 52 62 72 Phone

AUSTIN+1-512-530-6900 Phone

DETROIT+1-248-666-9800 Phone

ST. LOUIS+1-636-532-6900 Phone

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSNon -61 Engines!, Dual Garmin 430W, , Skywatch, Raisbeck PerformanceMods, Asking $1,595,000.00

2002 Socata TBM700C1, S/N 244, 1885 TT, KMD850 MFD, DualGarmin GNS-530, RVSM Compliant, Mode S w/ Diversity,

Asking $1,395,000.00

1988 Citation III, S/N 650-0164, 10552 TT, MSP Gold, PATS In-flightAPU, KMD-850 MFD, Dual GNS-XLS, Doc 8 c/w 12/10,

Asking $995,000.00

1977 Hawker 700A, S/N 257010, 8612 TT, MSP Gold, HonAS I, RVSM,48 Month c/w 12/09, Gear O/Hed 8/08, New Interior 2010,

Asking $899,000.00

1983 Challenger 601-1A, S/N 3013, 11,579 TT, Engines on GE On-Point,Landing Gear O/Hed 3/12, 60 M/CPCP c/w 11/11, APU on MSP,

Asking $2,795,000.00

1999 Citation Bravo, S/N 550B-0891, 5452 TT, On Power AdvantagePlus and Pro Parts, Freon Air, Phase 5 c/w 5/10, Belted Potty,

Asking $1,950,000.00

2008 Gulfstream G200, S/N 213, 619 TT, SATCOM, Recent 3C Check,Honeywell FDR, Ext Lav Service,

Asking $11,500,000.00

2008 Citation Sovereign, S/N 680-0216, Owner Looking for apartner!, 1023 TT, JAR Ops, Pro Parts, Power Advantage,

Asking $5,500,000.00 for ½ share

JetBrokers July 18/06/2012 16:40 Page 2

Market Indicators 3

36 WORLD AIRCRAFT SALES MAGAZINE – July 2012 Aircraft Index see Page 4www.AvBuyer.comcontinued on page 38

JP MORGAN VIEWJP Morgan’s Business Jet Monthly Reportfor June reports that economic weaknesswould hamper the bizjet recovery. Just re-cently, JP Morgan's economists loweredtheir global GDP growth forecast for 2H12to 2.1% from 2.6%. If it persists, the disap-pointing economic data should pressurenew bizjet demand, further postponing a re-covery in a market in which 2011 deliverieswere still 40% below the 2008 peak.

They say that data points could softenamid macro concerns, as they have duringthe past two summer slowdowns. In 2011,used inventories bottomed at 10.3% in Julybefore rising 80 bps the next four months,while in 2010, inventories hit 11.4% in Julybefore bouncing 50 bps the next threemonths. In addition, US flight ops growthstalled out in 2H11 and have yet to recover.

JP Morgan says that economic weak-ness should reinforce relative strength oflarge cabin jets. High net worth individualsin emerging markets have supported thissegment and JP Morgan believes a weakereconomy affects these customers less thanother buyers, such as public companies. ForChina in particular, low penetration shouldmean more pent up demand, even amid aslowdown. Finally, large bizjet buyers areless reliant on financing, which couldbecome scarcer.

The company says that the NetJets orderis a bright spot. NetJets ordered 100 Bom-bardier Challengers (plus 175 options) and25 Cessna Latitudes (plus 125 options).The market often views fractional operators'orders as less firm, but JP Morgan still seesthis as a positive development, especially forBombardier and Cessna.

Gulfstream's focus on large jets and theintroduction of the G650 should enable it tohold up relatively well if slower growth re-duces overall bizjet demand and GD's USdefense exposure could be less of a liabilityin a falling market. Bombardier also has ex-posure to large jets (as well as small andmedium) and the stock's valuation shouldmitigate downside.

The company said that the used inven-tory declined 10 bps in May. Used inventoryof in-production models is now 10.6%,down from 11.1% in February. Heavy andLight jet inventories declined 10 and 30bps, respectively, while Medium jet invento-ries increased 20 bps.

JP Morgan reports that the average ask-ing price fell 0.9% sequentially in May. Abottom remains elusive for used bizjet pric-ing, with May representing a new low for thecycle. Prices for Heavy and Light jets weredown 1.5% and 0.3%, respectively, whileMedium jet prices were up 0.6%./ More from www.jpmorgan.com

▼

JETNET VIEW

JETNET has released itsApril 2012 and first fourmonths of 2012 Pre-Owned Business Jet,Business Turbopropand Helicopter MarketInformation.

Highlighted in thetable above are keyworldwide trendsacross all aircraft mar-ket segments compar-ing April 2012 to April

2011. The “Fleet-For-Sale” percentages forall market sectorswere down in the Aprilcomparisons.

Both Business jetand Business turbopropsales transactions in-creased 4.1% and 3.1%YTD ending April 2012,compared to 2011.However, both turbineand piston helicopters

saw double-digitdeclines in sales trans-actions YTD at 14.9%and 21.2% respectively.

The Piston Helicoptermarket was the onlymarket segment toshow a decrease(-4.9%) in average ask-ing prices in the YTDnumbers./ More fromwww.jetnet.com

WWORLDWIDE TRENDS BBusiness Aircraft HHelicopters

JJets TTurbos TTurbine PPiston For Sale 2537 1246 1139 542 Fleet % For Sale 2012

13.6% 9.2% 6.2% 5.8%

Fleet % For Sale 2011

14.3% 10.5% 6.7% 6.8%

% Change For Sale (-0.7) pt (-1.3) pt (-0.5) pt (-1.0) pt JJanuary - April 2012

Full Sale Transactions 705 432 393 283 Avg Days on Market 340 345 414 371 Avg Asking Price (US$m)

$4.220 $1.281 $1.432 $0.212

YYTD January to April 2012 vs 2011 Change - Transactions

4.1% 3.1% -14.9% -21.2%

Change - Days on Mkt

-70 46 7 84

Change - Ask Prices 0.1% 1.7% 5.4% -4.9%

APRIL

Find an Aircraft DealerBusiness Aviation

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avbuyer.com/dealers


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Saab 340BSN 166, 48,386 TTAF, 5 Tube EFIS, Mod3114, Gravel Operation Mods, 34 PaxInterior, EGPWS and GE ECMP EngineProgram

Astra SPXSN 117, 2908 TTAF, Collins Proline IV, Colorweather Radar, TCAS II/w change 7,Airshow 400

Falcon 2000SN 088, 4702 TTAF, Enrolled on CSP, CollinsEFIS 4000 4-Tube, Dual Honeywell Laser REFIII Inertial Reference System, Heads-UpDisplay, 3-Tube EIED, RVSM

Citation S/IISN S550-0036, 8576 TTAF, 6755 Cycles,1304 SMOH, Cosmetics Refreshed &Perma-guarded (08/2011), GNS-XLS, GPWS,New Windows 2007, RVSM

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J Hopkinson July 18/06/2012 16:42 Page 1


Market Indicators 4

Business aircraft have been hit harderby the economic downturn than anyother aerospace market. After recordgrowth in 2003-2008, the market fell by28.7% (in value of deliveries) betweenthe 2008 market peak and 2011.

This market decline is typical of adownturn. Yet these top line numbersunderstate the pain felt by a large partof this industry. The top half of the mar-ket – jets costing $26 million andabove – actually grew through the2008-2011 downturn, with deliveriesrising by 0.3%. The bottom half – jetscosting $4-25 million – fell by a cata-strophic 56.4%. The market has neverseen bifurcation like this in any previ-ous downturn or growth period.

The good news is that the markethas stopped falling, and while 2011was bad, we will see growth in the sec-ond half of 2012. Key leading indicatorsoffer encouragement. Corporate profitsand other global wealth indicators areup very nicely. Used jet availability hasfallen to a healthy level. Pricing is stillsoft, and there are still a few darkclouds in the world economy that couldcomplicate the recovery, but there areenough positive signs to believe thatthe market is poised for a modest - butwelcome - turnaround.

CONSERVATIVE GROWTHOur forecast calls for just 6% growththis year, followed by 8% in 2013, and afour year recovery period with 12%growth per year starting in 2014. Com-pared with prior market recoveries thathave exhibited 15-17% compound an-nual growth rates (CAGRs), this is aconservative forecast. Our conser-vatism is largely based on the likeli-hood of greater financial caution in theaftermath of the global credit crisis of2008/2009. Unfortunately, with thisgrowth rate we won’t see a recovery tothe 2008 peak deliveries level until2015.

Using these assumptions, we fore-cast production of 13,879 aircraft worth$310.3 billion (in 2012 dollars) over thenext ten years (2012-2021). This in-cludes 10,249 traditional business jetsworth $249.5 billion, 568 corporate ver-sions of jetliners and regional jetsworth a combined total of $42.3 billion,and 3,062 business turboprops worth atotal of $18.6 billion.

For comparison, the last ten years(2002-2011) saw production of 10,886business aircraft worth $198.6 billion(also in 2012 dollars). This includes7,782 business jets worth $162.2 bil-lion, plus 438 jetliners and RJs worth

$21.3 billion and 2,571 turbopropsworth $15.2 billion.

Of the traditional business jets inour forecast, 65% of these (by value)will be Class Four, Five, and Six (high-end) models. This is up from 50% be-fore the 2009 market drop. This changereflects our belief that the bottom halfof the market will not recover fasterthan the top half, implying a permanentshift in favor of more expensivemodels.

OVERCAPACITY PROBLEMThis shift – from a top half/bottom halfto a top two thirds/bottom third marketstructure – means this industry facesan overcapacity problem in the bottomsegment of the market. The five legacyplayers have been joined by Embraer,with Honda arriving soon as a nicheplayer.

Unless we see faster than expectedgrowth, we might see additional prod-uct line eliminations or industry re-structuring. Hawker Beechcraft isparticularly vulnerable due to its heavydebt load and declining militarybusiness.

Looking at traditional business jets,Bombardier and Gulfstream will be themarket leaders (32.8% and 29.9% re-spectively, by value of deliveries), fol-lowed by Dassault (14%), Cessna(10.6%) and Hawker Beechcraft (5.7%).Embraer will have 6.5%, which is upfrom almost nothing in the last tenyears. Embraer’s impressive achieve-ment is particularly impacting Cessna,which had enjoyed a 17.8% marketshare over the past ten years. Hondawill have the remaining 0.6% in ourforecast. These figures exclude turbo-props, jetliners and corporate regionaljets.

Some good news: We do not believethe anti-business jet cultural environ-ment we saw in the downturn will im-pact demand moving forward.Preference for, and acceptance of,business aircraft is returning along withworld economic growth and trade. Also,the past 15 years have seen BusinessAviation transformed from a backwatermarket to a key part of the aerospaceindustry. This transformation will not bereversed. Even at the low point of themarket (2010/2011), the business jetindustry was over twice as large as itwas in any year prior to 1997.

/ More from www.tealgroup.com ▼

continued on page 40

TEAL GROUP VIEW22ND ANNUAL TEAL GROUP BUSINESS JET OVERVIEW SUMMARY


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Aradian July 20/06/2012 09:29 Page 1

BizAvRound-Up 5

ARRIVALS


DAVID DIXON JETCRAFT ASIA

ROBERT FROSTLEADING EDGE

KENNETH RICCIFLIGHT OPTIONS

KAREN SCHAEFERWORLD AIRCRAFT SALES

David Dixon – has been promoted tothe position of president, Jetcraft Asia, oneof the world’s leading business aircraftsales, acquisitions, trading and brokerageservices firms. In his expanded role, Dixonwill manage overall operations and leadsales initiatives for Jetcraft Asia, spanninga territory from Beijing to Sydney.

Robert Frost - Leading Edge AviationSolutions, LLC announced the hiring ofRobert Frost as vice president, aircraftsales. Frost will be based in the Parsip-pany, New Jersey office. He previouslyserved Gama Aviation for six years as vicepresident, Aircraft Management.

Steve Hughes - Hong Kong-basedMetrojet has named Hughes as director ofmaintenance and engineering. He willoversee all aspects of Metrojet’s mainte-nance, including CAMO DME and Part145 repair station accountable managerresponsibilities.

Jeff Kreide - Gulfstream recentlynamed Jeff Kreide vice president ofBusiness Solutions.

Joe Lombardo - The National Aero-nautic Association (NAA) announced thatJoe Lombardo, executive vice president,Aerospace Group, General Dynamics, hasbeen selected to receive the 2012 CliffHenderson Trophy. The trophy is awardedto “a living individual, group of individuals,or an organization whose vision, leadershipor skill made a significant and lasting con-tribution to the promotion and advance-ment of aviation and aerospace in the US.”

Kenneth Ricci - Flight Options chair-man, received the William A. OngMemorial Award from the National AirTransportation Association. Presented an-nually since 1984, the Ong MemorialAward is given for “extraordinary achieve-ment and extended meritorious service tothe general aviation industry.”

Karen Schaefer – recently joinedWorld Aircraft Sales Magazine as an ac-count director for the U.S. Pre-Owned Air-craft sales market. Karen has held avariety of senior positions throughout theaviation industry. Her contact details canbe found on Page 8 of this issue.

Paul C. Wood – is named as new di-rector of Sales & Support for Sierra Indus-tries. Since 2008, Wood served as generalmanager for Landmark Aviation in the LosAngeles, CA & Asheville, NC locations.

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THE ROYAL INTERNATIONAL AIR TATTOOJuly 7 – 8Fairford, Glos., UK/ www.airtattoo.com

FARNBOROUGH INT’L AIRSHOWJuly 9 – 15 Farnborough, UK/ www.farnborough.com

EAA: AIRVENTURE OSHKOSHJuly 23 - 29Oshkosh, WI, USA/ www.airventure.org

LABACEAug 15 – 17Sao Paulo, Brazil/ www.abag.org.br

ILA BERLIN AIRSHOWSept 11 – 16Berlin, Germany/ www.ila-berlin.de

SIBAS (SHANGHAI INT’L BUSINESSAVIATION SHOW)Sept 4 – 7Shanghai, China/ www.shanghaiairshow.com

BUSINESS AIRCRAFT EUROPE (BAE)Sept 12 – 13 London Biggin Hill Airport, UK/ www.miuevents.com

BUSINESS & GENERAL AVIATION DAY (BGAD)Sept 18 Cambridge, UK/ www.bgad.aero

NBAA: BUSINESS AVIATION REGFORUMSept 20Seatlle, WA, USA/ www.nbaa.org

AIRCRAFT INTERIORS EXPOSept 25 – 27 Seattle, WA, USA`/ www.reedexpo.co.uk

INTERNATIONAL AIRPORT EXPOSept 25 – 27Las Vegas, NV, USA/ www.iaema.org

INTER AIRPORT CHINASept 26 – 28Beijing, China/ www.interairportchina.com

JETEXPOSept 27 – 29Moscow, Russia/ www.jetexpo.ru

SAFETY STANDDOWN-USA Oct 8 - 11 Wichita, Kansas, USA/ www.safetystanddown.com

AOPA AVIATION SUMMITOct 11 – 13Palm Springs, CA, USA/ www.aopa.org

NBAA: MEETING & CONVENTIONOct 30 – Nov 1Orlando, FL, USA/ www.nbaa.org

HELISHOW DUBAINov 6 – 8Dubai, UAE/ www.dubaihelishow.com

AIRSHOW CHINA 2012Nov 13 – 18 Zhuhai Guangdong, China/ www.airshow.com.cn

CENTRAL EUROPE PRIVATE AVIATION EXPO (CEPA)Nov 29 – 30Prague, Czech Republic/ www.cepa.aero

AEROMART TOULOUSEDec 4 – 6 Toulouse, France/ www.bciaerospace.com

GENERAL AVIATION IN THE MIDDLE EASTDec 5 – 6Dubai, UAE/ www.miuevents.com

MEBA 2012 MIDDLE EAST BUSINESS AVIATIONDec 11 –13 Dubai, UAE/ www.meba.aero

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

6 BizAvRound-Up

EVENTS


8 0 0 - 5 3 5 - 8 7 6 7 / 5 0 3 - 8 6 1 - 2 2 8 8w w w. l e k t ro. co m / s a l e s @ l e k t ro. co m

Not just a tug.

It’s a .8800 Series


n this month’s AircraftComparative Analysis, informa-tion is provided on a selectionof pre-owned business jets inthe $2.0 - 4.7m price range for

the purpose of valuing the pre-ownedHawker 800XP aircraft. We’ll consider the pro-ductivity parameters - specifically, payloadand range, speed and cabin size - and consid-er current and future market values. The air-craft compared with the Hawker 800XP isBombardier’s Learjet 60.

BRIEF HISTORYThe Hawker 800XP is a derivative from the

design of the UK-built de Havilland/HawkerSiddely and British Aerospace 125 that wasfirst built in 1962. The Hawker 125 evolvedinto the Series 400 to 800, produced up to 1993when Raytheon purchased the Series 800 pro-gram and the aircraft was renamed theHawker 800.

The 800 series has a number of modifica-tions and changes over the 700 series, includ-ing improved payload capabilities, updatedsystems, and enhanced performance from animproved wing (incorporating new outerwing sections). 292 Hawker 800 aircraft werebuilt until final production in 1995 when the800XP entered service. (The 800A (230 built)

was specifically built for the US market andthe 800B (62 built) for non-US markets.)

The Hawker 800XP features an upratedengine, enhanced aerodynamics, increasedweight and system upgrades on precedingmodels. The Hawker 800XP was manufac-tured between 1995 and 2005, and the numberof units built in that timeframe totaled 426aircraft, with 422 still in service today.

The Hawker 800XP features HoneywellTFE-731-5BR-1H engines with a thrust of 360lbs. It is RVSM certified from the factory afterserial number 258359, or when service bulletinSB-34-3110 (Honeywell) or SB-34-3166(Collins) is complied with.

by Michael Chase


❯

I

Hawker Beechcraft 800XPLEARJET 60

AIRCRAFT COMPARATIVE ANALYSISHAWKER 800XP

HAWKER 800XP

AirCompAnalysisJune12_ACAn 19/06/2012 10:34 Page 1

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

2005 Hawker 800XP s/n 258703• Very Late Model - Engines on MSP Gold • APU on MSP

• Dual Collins Proline 21 Avionics Suite • Avionics Enrolled on CASP

• Aircell ST-3100 Iridium Phone w/ Cordless Cockpit & Cabin Handsets

• Aircraft Maintained and Operated Part 135 • One Owner Since New

L E A D I N G E D G E AV I AT I O N S O L U T I O N S Te l i n U S : 2 0 1 . 8 9 1 . 0 8 8 1 A I R C R A F T S A L E S @ L E A S . C O M W W W. L E A S . C O M

Exterior File Photo

LEAS July_LEAS 20/06/2012 10:06 Page 1


PAYLOAD AND RANGEThe data contained in Table A (left) is pub-lished in the Business & CommercialAviation’s May 2012 issue, and is also sourcedfrom Conklin & de Decker. A potential opera-tor should focus on payload capability as akey factor. The Hawker 800XP ‘AvailablePayload with Maximum Fuel’ at 1,750pounds is greater by 682 pounds (64%) thanthat of the Learjet 60 at 1,068 pounds.

CABIN VOLUMEAccording to Conklin & de Decker, the cabinvolume of the Hawker 800XP - 604 cubic feet- is more than that offered by the Learjet 60(453 cubic feet) as shown in Chart A (left).

POWERPLANT DETAILSAs noted above, the Hawker 800XP has twoHoneywell TFE731-5BR engines each offering4,660 pounds of thrust. The Learjet 60 has twoPratt & Whitney Canada PW305A engineswith thrust at 4,600 pounds each.

Table B (left), sourced from the AircraftCost Calculator (ACC) shows the fuel usageby each aircraft model in this field of study.The Hawker 800XP (300 gallons per hour -GPH) burns more fuel than the Learjet 60 (229gallons per hour).

Using data published in the May 2012B&CA Planning and Purchasing Handbookand the August 2011 B&CA OperationsPlanning Guide we will compare our aircraft.The nationwide average Jet A fuel cost usedfrom the August 2011 edition was $6.04 pergallon at press time, so for the sake of com-parison we’ll chart the numbers as published.

(Note: Fuel price used from this sourcedoes not represent an average price for theyear.)

COST PER MILE COMPARISONSChart B (left) details ‘Cost per Mile’ and com-pares the Hawker 800XP to its competitionfactoring direct costs and with all aircraft fly-ing a 1,000nm mission with an 800 pound(four passengers) payload.

The Hawker 800XP has higher cost permile at $5.17 per nautical mile, which is moreexpensive to operate by 20.5% than theLearjet 60 at $4.29 per nautical mile.

TOTAL VARIABLE COSTCOMPARISONS‘Total Variable Cost’ illustrated in Chart C(right) is defined as the cost of Fuel Expense,Maintenance Labor Expense, Scheduled PartsExpense and Miscellaneous trip expense. Thetotal variable cost for the Hawker 800XP at$2,137 per hour is more expensive to operateby 15.4% than the Learjet 60 at $1,852 perhour.

Learjet 60

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

28,000

23,500

Hawker 800XP 10,000

7,910

2,050

2,228

1,750

1,068

2,620

2,418

2,285

1,745

Max P/Lw/avail fuel

Range(nm)

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: B&CA May 2012 and Aug. 2011 Operations Planning Guide

TABLE A - PAYLOAD & RANGE

Learjet 60

Model Fuel Usage (GPH)

Hawker 800XP 300

229

Source ACC - www.aircraftcostcalculator.com


CHART A - CABIN VOLUME

Cubic Feet

500 0

Hawker 800XP

453

604

Learjet 60

1,000

CHART B - COST PER MILE *

*1000nm, 800LBS PAYLOAD MISSION COSTS

US $ per nautical mile

$2.00 $4.00 $0.00

Hawker 800XP

$4.29

$6.00

$5.17

Learjet 60

TABLE B - GPH CONSUMED



❯


PRODUCTIVITY COMPARISONSThe points in Chart D (middle, right) centeron the same group of aircraft. Pricing used inthe vertical axis is as published in Vref. Theproductivity index requires further discussionin that the factors used can be somewhatarbitrary.

Productivity can be defined (and it is here)as the multiple of three factors.

1. Range with full payload and available fuel;2. The long range cruise speed flown to

achieve that range;3. The cabin volume available for passengers

and amenities.

The result is a very large number so for thepurpose of charting, each result is divided byone billion. The examples plotted are confinedto the aircraft in this study. A computed curvefit on this plot would not be very tight, butwhen all aircraft are considered the “r”squared factor would equal a number above0.9. Others may choose different parameters,but serious business aircraft buyers are usual-ly impressed with Price, Range, Speed andCabin Size.

After consideration of the Price, Range,Speed and Cabin Size we can conclude thatthe Hawker 800XP is competitive with theLearjet 60. The Hawker 800XP has a largercabin, greater payload capability and offersgreater range. However, the Hawker 800XPoperates at a slower speed, costs considerablymore to operate per mile and the variable costas well as its fuel burn usage is greater thanthe Learjet 60.

Table C (right) contains the retail pricesfrom the latest Vref edition for each aircraft.The prices shown are for 2003, the last year ofLearjet 60 manufacture. The number of air-craft in-operation, percentage ‘For Sale’ andthe number ‘Sold’ over the past 12 months arefrom JETNET. As shown, the Hawker 800XPhas the lower percentage of the in-operationfleet ‘For Sale’ at 11.4% (buyer’s market) com-pared to the Learjet 60 at 15.9%.

Over the past 12 months the Hawker800XP is showing an average of ten sold permonth. This sales activity highlights manyopportunities for the savvy dealer/brokerspecializing in the Hawker 800XP.

BY CONTINENTThe majority of the wholly-owned Hawker800XP aircraft in operation (377) are located inNorth America (74.1%), followed by Asia(9.3%) and Europe (8.5%) for a combined91.9% of the wholly-owned fleet, see Chart E(right). There are 38 fractional and sevenshared owners of the Hawker 800XP aircraftin operation in addition to these.

US $ per hour

$2,000 $0

Hawker 800XP $2,137

Learjet 60

$1,000 $3,000 $4,000

$1,852

TABLE C - COMPARISON TABLE

Model

LongRangeCruiseSpeed

CabinVolume(Cu Ft)

Max P/Lw/availFuel

Range (nm)

%For Sale

In -Operation

Hawker 800XP

Learjet 60

402

423

Vref RetailPrice $m

604

453

2,285

1,745

$4.2 ’03

$3.8 ’03

422

314

11.4%

15.9%

Data courtesy of Conklin & de Decker; JETNET; B&CA May 2012 and Aug. 2011 Operations Planning Guide

Averagesold permonth

(past 12months)

10

4

CHART E - HAWKER 800XP IN-OPERATION BY CONTINENT

CHART C - VARIABLE COST

Index

Pri

ce

(M

illio

ns)

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

$8.0

$6.0

$4.0

$2.0

$0.0

0.0000 0.4000 0.6000 0.8000

Learjet 60

Hawker 800XP

0.2000

CHART D - PRODUCTIVITY

North America

74%

Europe9%

Asia9%

South Am

4%Africa3%

1% Australia

North America

Europe

Asia

South America

Africa

Australia

SOURCE: JETNET STAR REPORTS


46 WORLD AIRCRAFT SALES MAGAZINE – June 2012 Aircraft Index see Page 4www.AvBuyer.com


AVERAGE ASKING PRICESTable D (right) offers an eight-year summaryto provide the historical perspective of theHawker 800XP aircraft sales activity trendsfrom June 2004 to May 2012. The table isdivided between the four years prior to theeconomic melt-down (6/2004–5/2008) andthe four years since (6/2008-5/2012).

The largest decline in the average askingprices occurred from 6/2008-5/2009 and6/2009-5/2010, when the value dropped from$8.91m to $5.81m. At that time the averageasking prices declined significantly by $3.1mand the average days on the market (DOM)nearly doubled. However, pre-owned salesincreased to 90, reversing the trend of declin-ing sales noted from the previous time peri-ods from 81 (6/2007-5/2008) to just 64(6/2008-5/2009).

Over the past 12 months the Hawker800XP aircraft has shown the highest numberof full retail sales transactions of ALL pre-owned business aircraft, primarily as a resultof the large decrease in the average askingprices by $2.05 million to $3.76 million asreported by JETNET. However, the length oftime that the Hawker 800XP remains on the

market before a sale remains stubbornly high.Clearly, the Hawker 800XP aircraft contin-

ues to be very popular within the pre-ownedmarket today, but continues to face the newpre-owned market realities that have resultedin substantial asking price reductions andlonger periods of time before selling.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the attributes thatbusiness aircraft operators value in a jet. Thereare of course other qualities such as airportperformance, terminal area performance, andtime to climb performance that might factor in

a buying decision, however.The Hawker 800XP evidently fares well

among its competition, so those operators inthis market should find the preceding com-parison of value. Our expectations are that theHawker 800XP will continue to do well in thepre-owned market for the foreseeable future.

❯ For more information: MichaelChase is president of Chase &Associates, and can be contactedat 1628 Snowmass Place,Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com

For Sale Avg. Asking Price $ mil

May May6/2004 –5/2005 19 104 230 $9.08 6/2005 –5/2006 24 68 146 $9.67 6/2006 – 5/2007 29 64 181 $10.05 6/2007 – 5/2008 27 81 240 $9.51 6/2008 – 5/2009 48 64 135 $8.91 6/2009 – 5/2010 55 90 251 $5.81 6/2010 – 5/2011 66 81 267 $4.37 6/2011 – 5/2012 53 125 272 $3.76

Year12 Months Full Retail

Sale TransactionsAvg.

DOM *

Source: JETNET Evolution program; * DOM = Average Days on the Market

TABLE D - HAWKER 800XP PRICE TRACKER

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study conducted by Washington, DC-based Nexa Advisors entitledGovernment Use of Aircraft: A TaxpayerValue Perspective should dispel concerns

Board Members might have that Business Aviationis off-limits when they are considering transporta-tion policy. Distributed recently by the NationalBusiness Aviation Association (NBAA), the reportexamines the use of over 2,000 non-military aircraftowned or leased by federal, state and local govern-ments to transport civil servants and accomplishnecessary services on behalf of taxpayers.

Bottom line: Business aircraft provide benefits totaxpayers that are unavailable from other forms of

transportation such as automobiles, trains orscheduled airlines.

Researching a multitude of government and com-mercial databases as well as interviewing relevantorganizations such as the National Association ofState Aviation Officials, Nexi Advisors identified alarge number of public sector agencies and depart-ments that use business aircraft to accomplish offi-cial duties.

Nexi Advisors found that within the public sector,the drivers for using aircraft mirrored the reasonswhy companies in the private sector selectedBusiness Aviation. In all cases the underlying

For Directors who may be constrained by the pejorativerhetoric of politicians concerning Business Aviation,consider the use of business aircraft by federal, stateand local governments, advises Jack Olcott.

A

It’s Just Transportation

Possibly the world’s most recognizedexpert on the value of BusinessAviation, Jack Olcott is a formerEditor and Publisher of Business &Commercial Aviation magazine andVice President within McGraw-Hill’sAviation Week Group. He wasPresident of the National BusinessAviation Association from 1992through 2003, and today Jack’snetwork and personal knowledge ofBusiness Aviation uniquely qualifieshim to oversee Business Aviation andthe Boardroom. More informationfrom www.generalaerocompany.com


BUSINESS AVIATION AND THE BOARDROOM

IF IT’S GOOD ENOUGH FOR GOVERNMENTS, IT’S GOOD ENOUGH FOR YOUR KEY PERSONNEL

Boardroom guide 1 July12_FinanceSept 19/06/2012 14:38 Page 1

need to be satisfied related to the transport of peo-ple, cargo, or specialized equipment needed forsurveillance, security or environmental studies.

Consider President Obama’s use of government air-craft. Air Force One allows the U.S. President to bemore effective than would be possible if he wererestricted to fly via scheduled air carrier. Since theBoeing 747 that transports the President is indeed aflying command center—an airborne White House,so to speak—he and his staff are working on behalfof the nation and its taxpayers while traveling toengagements that range from official state functionsto political campaigns (the President’s politicalparty reimburses the government for use of thejumbo jet). Also, the Secret Service can provide a farhigher level of security on Air Force One.

SERVING CITIZENS AND SHAREHOLDERS ALIKESuch use by the U.S. President is identical in con-cept to the way businessmen and women use busi-ness aircraft. Business people, like the President,need to manage their time efficiently and effective-ly for the constituents they serve—shareholders inthe case of corporations; citizens in the case of theU.S. President.

Business aircraft, like Air Force One, enable leadersand professionals to be productive while traveling.Security—be it industrial security or personal pro-tection—is an issue for business as it is for govern-ment. Thus the drivers that lead the U.S.Government to own civil aircraft are identical to thefactors that motivate companies to embraceBusiness Aviation.

At the end of the day, it’s just transportation, albeita unique form of transportation that is not provid-ed by scheduled air carriers.

There are, however, several government applica-tions that do not have a direct parallel in the pri-vate sector. Public-use aircraft (the official designa-tion of aircraft owned by the government) areemployed for supporting law enforcement, fightingforest fires, providing border patrol and adding tothe surveillance and counterterrorism functions ofthe US government. Another application that isunique to the government is the transport of feder-al prisoners, of which 60 percent are moved viaaircraft.

In total, there are 12 federal agencies that operatepublic-use aircraft, and their activities are overseenby the Government Services Administration (GSA).Not including the fighters, bombers and transportsused by the military services, approximately 1,300aircraft are included in the federal fleet; nearly 60percent are fixed-wing airplanes and about 40percent are helicopters.

State governments also are significant users of busi-ness aircraft. In fact, states have been employingbusiness aircraft for decades, long before there was

a Federal Aviation Administration or any estab-lished federal agency for aviation.

Several states have no scheduled airline service forintrastate travel; they must fly out of state in orderto connect to a scheduled airline flight linkingintrastate cities. As stated by an official from theKentucky Department of Aviation, “A primaryfunction of [our department] is to provide safe andcost effective in-state and out-of-state transporta-tions to all state employees.” Local governmentsbenefited from the access to business aircraft, espe-cially helicopters used by police departments.

The Nexa Advisor report concludes that policymakers are well advised to recognize that dedicateduse aircraft are valuable tools for serving taxpayers.That message aligns with the positive case forBusiness Aviation in the private sector. When oper-ating a dedicated aircraft is the most efficientmeans of completing the task for which it is respon-sible, government as well as private industrydemonstrates good governance by selectingBusiness Aviation.

Do you have any questions or opinions on the above topic? Getthem answered/published in World Aircraft Sales Magazine.Email feedback to: [email protected]

“Business aircraft, like Air Force One,enable leaders and professionalsto be productivewhile traveling.”

What the Boardroom needs to know about Business Aviation



he federal government of the USA operatesthe world’s largest fleet of business aircraft.It does so for essentially the same reasonsthat thousands of US companies own and

operate business jets, turboprops, piston-poweredairplanes and helicopters—the fundamental need fortransportation.

To return the greatest value from the use of limitedresources—and time itself is the most finite of thoselimited resources—society must continually strive foroptimum productivity, which requires the efficientand effective use of people and time.

Throughout history, transportation has enabled peo-ple to engage with increasing levels of efficiency incommerce and interact effectively with their counter-

parts in various cultures, thereby expanding com-merce and improving quality of life. Transportation isan enabling technology for serving society in itsongoing quest for economic growth and improvedquality of life.

As shown in the accompanying figures, federal andstate governments embrace the use of business air-craft to fulfill their obligations to the nation’s citizens.Directors of public as well as private corporations canrest assured that they are fulfilling their fiduciaryresponsibilities when they consider Business Aviationobjectively as an accepted travel option.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Government—like industry—needs efficient, effective andsecure transportation. Like industry, government employsBusiness Aviation to serve its travel needs, observes JackOlcott.

T

Government and Industry:The Fundamental Need for Transportation



SOURCE: JETNET LLC, DECEMBER 2011

AIRCRAFT USED BY FEDERAL GOVERNMENT AIRCRAFT USED BY STATE GOVERNMENT

FEDERAL & STATE USED AIRCRAFT - BY TYPE


Aircraft Services Group July copy 18/06/2012 16:46 Page 1

n endowed Aviation Department performsat the pleasure of its master. I once askedthe chairman of a company with anendowed Aviation Department if they wereservice-focused. He responded, “Indeed

they are. And the higher I got within the company, themore focused they have been.” Endowed aviationservices reflect the personality and vision of thatmaster - royal barge or egalitarian.

As in the case above, the master of endowed aviationservices is usually the CEO. Due to the time con-straints experienced by most top executives, the dailyadministrative tasks of the department may beassigned to a mid-level manager, but there is no doubtto whom the department reports. For better or worse,that reporting point removes the department frommany of the corporation's normal checks, balances andresources.

Aviation services are either endowed from on high or theyare managed as a business unit. Which approach you areusing may be the difference between the short- andlong-term success of the department and its impact forthe company, observes Pete Agur.

A

Endowed Aviation Services:Managing Your Aviation Services As A Business Unit

Peter Agur Jr. is managing directorand founder of The VanAllen Group,a business aviation consutancy withexpertise in safety, aircraft acquisi-tions, and leader selection anddevelopment. A member of theFlight Safety Foundation’s CorporateAdvisory Committee and the NBAA’sCorporate Aviation ManagersCommittee (emeritus), he is anNBAA Certified Aviation Manager.Contact him via www.VanAllen.com.



Boardroom guide 3 June12_FinanceSept 19/06/2012 14:42 Page 1

The consequences of endowing aviation servicesinclude taking their existence and their performanceoff the formal corporate agenda. The top managementteam is expected to accept Business Aviation servicesas a given. The senior executive sanctions their costsand results. A visionary leader surrounded by opera-tionally-focused executives may use endowment as away to settle discussions about aviation services.

The operational risks of endowment are directly affect-ed by the strength and competence of the AviationDepartment manager. If he or she is an experiencedand strong professional, there should be little concern.If the manager is immature or weak, however, there isreduced oversight and support to assure the perform-ance of safety and efficiency of the department.Additionally, there may be unchecked pressures topush operational safety limits to achieve serviceresults.

The organizational risks of endowment may be insidi-ous and can have long-term effects. During the leader-ship term of the endowing executive, resentmentamong senior and second level managers can builddue to their perception of elitism and waste. This neg-ative atmosphere may be aggravated if the aviationmanager flaunts his or her associative power. On theother hand, an insightful and skilled manager canbuild informal bridges to the rest of the company. Theultimate risk of endowed aviation services is they willbe buried with their master. This is especially tragicwhen aviation services have substantive benefits to thecompany, despite the former master's style.

If aviation services are not endowed, they are likelymanaged as a Profit Center, Cost Center or ServiceCenter.

PROFIT CENTERThe Profit Center approach to managing aviationservices typically is considered inappropriate becausethe department is normally not in the primary busi-ness of directly creating revenues. Some departmentsare used to facilitate sales (Steelcase, HillenbrandIndustries and IBM are well documented historicexamples).

Furthermore, Business Aviation often is an integralelement in achieving the company’s strategic objec-tives and implementing its business model. But,assignment of real revenue dollars to aviation depart-ment activities is difficult.

Some companies charter their aircraft out to defraytheir overall costs. However, that does not make theaviation unit a Profit Center. Therefore, traditionalProfit Center approaches to managing aviation serv-ices are rarely used.

COST CENTERCost Center management is the most commonapproach used for aviation services. The goal is toachieve the desired outcomes while achieving con-trolled or minimal costs. Considering these goals, theAviation Department may report to a financial man-ager, like the CFO or Controller.

One benefit of having aviation managed as a CostCenter includes the perception that the apparent highcosts of this non-core business unit are being effec-tively managed. This approach works best when astrategically-focused CFO assures that the benefits ofaviation services and use of company resources arealigned with the Board’s fiduciary responsibilities toshareholders.

“The ProfitCenter approachto managingaviation servicestypically isconsideredinappropriatebecause thedepartment isnormally not inthe primarybusiness ofdirectly creatingrevenues.”



�


An operationally-focused CFO can place extremeoperational and service pressures on aviation servic-es. As an example, the multi-million dollar aircraftcan be viewed as a sunk cost while the staffing anddevelopment of the department can be managed asincremental costs that must be minimized.

The risk here is for the department to be under-staffed, which can lead to aircraft being ready to flybut no one being available to fly them. Or, the staff(out of a sense of service or job responsibility) willfly the aircraft even when they are fatigued. Whenheadcount is considered a cost to be contained, youcan easily end up with department managers actingas key parts of the operational team. The result is adepartment that may not be effectively managedon a daily basis.

SERVICE CENTERThe most effective management model is to struc-ture the Aviation Department as a Service Center.The goal of a Service Center is to achieve its supportobjectives using clearly defined policies, resources,processes and standards while aggressively manag-ing its incurred costs.

One of our clients said it beautifully, “I want fivethings from our aviation services: Safety, Safety andSafety. I then want service that is in keeping withour business objectives and our corporate culture.Finally, I will treasure every nickel they save makingthat happen.” With those goals in mind, the mostimportant factor in selecting the reporting point foraviation is the authority of the executive. Amongothers, the Chief Administrative Officer is a likelycandidate.

The benefits of managing aviation as a ServiceCenter are apparent. The department is not beingforced into a structure that is designed for the corebusiness’ profit and cost units. Instead, it is beingmanaged as a unit that leverages the success of thestrategic activities of the company by creatingexceptional time-place positioning for key individu-als and teams. The results accelerate the achieve-ment of strategic and operational corporate goals.

In general, there are few risks associated with man-aging aviation services as a Service Center, but theyare worth noting: There can be a lack of accountabil-ity due to the power of the passengers. Consider itan unearned halo effect. Another risk is, few avia-tion managers are strategic thinkers or businessvisionaries. Without those skill sets, the manager isapt to make operational decisions that are not neces-sarily supportive of the strategic direction of thecompany. The obvious responses to these risks are

for the reporting executive to provide strategic guid-ance and cultural balance.

In closing, one of the most common complaintsvoiced by the executives to whom aviation servicesreport is that this one department takes more oftheir time to oversee than any of their other respon-sibilities, by a large margin. This may be a directreflection of trying to force-fit the department intoan inappropriate management model, like a CostCenter. The vast majority of companies would bebest served if their Aviation Department was man-aged as a Service Center. The results can haveenduring positive impacts, strategically, operational-ly and organizationally.


“I want fivethings from our

aviationservices: Safety,

Safety andSafety. I thenwant service

that is inkeeping withour business

objectives andour corporate

culture. Finally, Iwill treasureevery nickel

they savemaking that

happen.”




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Charlie Bravo July 18/06/2012 16:49 Page 1

Are concerns about public perception toward BusinessAviation still clouding your judgment about the long-term benefits of this mode of travel? They should not,advises Jay Mesinger.

Celebrate Business AircraftShout It From The Boardroom Rooftops

Jay Mesinger is the CEO and Founderof J. Mesinger Corporate Jet Sales,Inc. Additionally, Jay is a Member ofthe Board of the National BusinessAviation Association (NBAA), and theChairman of the Associate MemberAdvisory Council (AMAC). He also sitson the Jet Aviation CustomerAdvisory Board. Mr. Mesinger can becontacted at [email protected]


�


e have discussed ‘Optics’ and the asso-ciated negative perceptions surround-ing use of business aircraft by today’smajor corporations. At times recently

the mere idea of embracing Business Aviationwould force many Boards to sell their business air-craft or put off buying these productive assets toavoid being seen as excessive. Against the back-drop of the worst economic conditions in severalgenerations, anything that even appeared to be anexcess was at risk of being rejected by the verypeople who understood the high value of theassets they were shunning. Concern over short-term optics was overshadowing the opportunityfor long-term growth and efficiency.

There is no question that excess may have beenone of the catalysts for the economic woes of thispast downturn. I would challenge everyone, how-ever, to step back and evaluate what was genuine-ly excessive and what may have just appearedexcessive to outside viewers.

Conducting such an evaluation, the Board canmake better business decisions based on the reali-ty, and not just the perception of ‘optics’. Recallthat the Board discussions that originally resultedin acquiring a business aircraft were focused onreturn on investment and economic growth oppor-tunity for the company rather than any notion ofexuberant overspending and opulence.

Originally, the Board may have focused on opticsfor a moment, but more than likely Directorsreserved the most attention for discussions of cost,the purchase of the right aircraft for the expectedmissions, and whether the right travel solutionwas being implemented with or without the needfor whole aircraft ownership. Instead of consider-ing only 100 percent ownership, the choices of

chartering, fractional, commercial travel or ahybrid arrangement of these options were evaluat-ed as a way to accomplish the company’s growingbusiness needs.

W


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The idea of getting in front of your customer andahead of the competition was the prime topic. TheBoard was already certain that making these proac-tive trips were needed, and Directors desired thebenefits that business aircraft would bring toshareholders.

BUSINESS AVIATION VALUE NOWThe need for Board Members to communicate thevalue of Business Aviation is now, when negativeoptics are swirling around. Citing examples,Directors must share why Business Aviation is impor-tant and why this unique form of transportation isbeneficial for the company. Be bold in telling ‘non-believers’ how business aircraft enable employees toreach new customers and maintain personal andpositive relationships with existing ones.

If a company is benefiting from use of business air-craft, that fact should be proudly articulated to theBoard as well as to their shareholders.Communicating the ‘good news’ of Business Aviationat Board meetings establishes a mindset that recog-nizes and accepts business aircraft as tools of produc-tivity.

Boards that discount business aircraft because of neg-ative stereotypes or fear of bad optics are doing theirshareholders a disservice. Companies need efficientand effective transportation for their employees;Business Aviation provides the resources, rangingfrom charter, block charter, fractional programs, time-sharing, interchange agreements, joint ownership andfull ownership, to provide such transportation.

If we as a community are to keep business aircraftworking successfully for shareholders and receivingreasonable access to airspace and airports, we mustcollectively spread the positive word to those whofail to see the advantages of Business Aviation.

CARRY THE MESSAGE FORWARDBoard members must join with their shareholdersto be sure this important message—that BusinessAviation brings benefits to American’s economy—gets out and has traction in the halls of city, stateand national government. We must help govern-ment policy makers expand their understandingand remove this category of business tool from theperception of excess.

It is up to us, the recipients of good business deci-sions involving business aircraft, to carry this criti-cal message to those who are operating under amisconception.

Business Aviation is not excess: It is a foundation ofsuccess in American business.

How should a Board with limited time and manyissues to address, support Business Aviation? Seekinformation that helps fellow Directors advocatetheir company’s use of business aircraft. Be proudof the Business Aviation community, which bringsgood jobs to rural America by providing US corpo-rations with efficient access to areas where skilledlabor is available and opportunities abound. Also,spread the word that the manufacture, mainte-nance and servicing of business aircraft accountfor many thousands of good jobs, and that theexport of business jets contribute to our nation’sbalance of trade.

Business Aviation is a proud and important indus-try, and our nation needs this capability moretoday than ever before. So please, shout out youradvocacy for business aircraft and their criticalrole in your business world.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

“ Be bold intelling

‘non-believers’how business

aircraft enableemployees to

reach newcustomers and

maintainpersonal and

positiverelationshipswith existing

ones.”




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n our private lives, we routinely assign avalue to our time and act in ways wethink reflects that value. Do we cook athome or order takeout? Should we mowthe lawn or hire a lawn service? Shall I

take the bus to work or drive?

In our business lives, we need to assess alterna-tives, particularly regarding transportation. Theuse of Business Aviation should be an extension ofthe same decision-making process we use in ourprivate lives: given our limited time, how do wespend it wisely?

In business, we have three critical resources inlimited quantity:• Time• People• MoneyFor a business to be successful, we must make thebest use of those three resources. The business air-craft is a tool that enables your company tobecome successful as well as to expand upon itssuccess. It is not just something to acquire onceyou’ve made it. To utilize Business Aviation fully,you need an understanding and acceptance ofwhat the business aircraft can do.

A wise man once observed that we cannot save time, wecan only spend it wisely. David Wyndham offers hisperspective on this element of advice as it applies toBusiness Aviation.

I

The Value of TimeSupplementing time with transport alternatives

David Wyndham is an owner ofConklin & de Decker where the focusof his activities is on aircraft costand performance analyses, fleetplanning, and life cycle costing forclients. Mr. Wyndham can be con-tacted at [email protected]

�



Boardroom Guide June12_FinanceSept 19/06/2012 15:00 Page 1

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“ The businessaircraft is a toolthat turns long-

distance travelfrom a ‘time

drain’ to aproductive or

restfulexperience. The

business aircraftreduces stressors

and allowspeople to

function moreefficiently and

effectively.“



Business aircraft enable an efficient use of time.Consider these typical scenarios we see whenadvising clients:

The VP of Manufacturing for a major corporationspends about 250 days per year on the road. Thisperson is responsible for maintaining a globalgroup of companies all of which are involved injust-in-time manufacturing. His is a rough travelschedule to maintain. He’d love to grill out aftermowing the lawn, but he’s in such demand that heis fortunate to get home two weekends per month.The business aircraft enables him to be in theoffice more, to work effectively while traveling viaair, to attend his son’s graduation and to feel rest-ed and refreshed when he arrives at his next desti-nation. In return, his company gets the full benefitof his management and leadership skills.

Few argue about the time ‘saved’ by business air-craft. But it is the use of time that is important.

Consider another client who visits prospects withhis sales and engineering team. Using the compa-ny’s business aircraft, the client and his teamreview their proposal and refine their presentationen route to the prospect. The sales and engineeringteam has the privacy on the aircraft it needs aswell as the uninterrupted meeting time that is sohard to get at the office. In this scenario, not onlydoes the business aircraft reduce travel time but itmakes that travel time productive.

GETTING THE BEST, KEEPING THE BESTCompanies all like to hire ‘the best’. But if wedon’t make good use of the best peoples’ skillsand attributes, we lose them. The business aircraftis a tool that the best people can use to stay attheir best. Business travel is necessary because ashumans, we need to be in personal contact with

each other in order to communicate the mostefficiently and effectively. Emails and video con-ferences do not close major deals.

Yes, the business aircraft is very comfortable, quietand some can be quite luxurious—there is nothingwrong with that picture. You take care of thethings that you value the most, such as your bestand most productive employees. The business air-craft is a tool that turns long-distance travel from a‘time drain’ to a productive or restful experience.The business aircraft reduces stressors and allowspeople to function more efficiently and effectively.

For an individual or team that generates millionsin orders, an investment in Business Aviation ispaid back several times over.

I asked a small company owner how he could jus-tify spending the money on his airplane. He jok-ingly said it was far cheaper than a divorce. Heused that machine to fly to his business connec-tions over a multi-state region. Driving was achore, and with traffic, he never could be sure ofhis arrival time. The aircraft gave him peace ofmind, time to think, and it allowed him to manage10 major projects instead of three. Thus, he wasable to employ more people. And yes, the airplanegot him home to his family most nights.

The cost of the business aircraft should be meas-ured against the benefit of enabling our most valu-able employees to be their most productive andeffective. The wise and proper use of aircraft issomething that can enable a company to be suc-cessful, sooner and to a greater degree thanotherwise possible.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Boardroom Guide June12_FinanceSept 19/06/2012 15:02 Page 2

xpenses associated with Business Aviationare generally deductible for federal incometax purposes provided the aircraft are usedin an active trade or business, and the

expenses are ordinary, necessary and reasonable. Anexpense is considered to be ordinary, necessary andreasonable if:• The expense is “appropriate” and “helpful” in

carrying on the taxpayer’s trade or business;• The expenditure is a common and accepted

practice in the taxpayer’s trade or business; and• The expense is reasonable in amount.

Existing court precedents recognize that use of acorporate aircraft for executive transportation is acommon and accepted practice in many industries.

However, when those same executives also use theircorporate aircraft for personal or recreational travel,the tax rules get murky.

Expenses incurred by an executive for personal,non-business transportation are generally notdeductible. However, expenses incurred by corpora-tions and other business entities to compensateexecutives for services rendered are generallydeductible as long as such expenses meet the ordi-nary, necessary and reasonable standard.Consequently, when an executive’s compensationpackage includes use of his or her employer’s cor-porate jet for non-business travel, the expensesincurred by the employer arguably may be consid-ered compensation expenses.

Expenses that are ordinary, necessary and reasonable forthe conduct of business are deductible as appropriatecosts, but those three conditions have proscribed limits,cautions Attorney Troy Rolf.

E

Board Of Directors Briefing:Tax implications of using the companyaircraft for personal and recreational purposes.

Troy A. Rolf, a business aviation andtax attorney, manages the Minnesotaoffice of GKG Law, P.C. Contact himvia email at [email protected].



�

TAX RULES BECOME MURKY WHEN JET USE MIXES BUSINESS AND PLEASURE

BG6 July12_FinanceSept 20/06/2012 09:02 Page 1

Year Model Serial No.1988 Astra 1125 012

1983 Challenger 601-1A 3010

1990 Challenger 601-3A 5066

1995 Citation Jet 525-0122



2008 Citation CJ3 525B-0263

1994 Citation V 560-0252

2005 Citation Sovereign 680-0015

1995 Falcon 900B 153

2003 Global Express 9085

2001 Gulfstream G200 015

1987 Gulfstream GIV 1006

1988 Gulfstream GIV 1057

2000 Gulfstream GIV/SP 1433

2004 Hawker 400XP RK-370

1997 Hawker 800XP 258313

1999 King Air 350 FL-226

2006 Lancair LIV 566

1998 Learjet 31A 143

1981 Learjet 35A 392

1999 Learjet 45 052

1996 Learjet 60 085

2002 Learjet 60 244

2007 Learjet 60XR 320

2002 Piaggio Avanti P180 1050

1996 Pilatus PC-12/45 156

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Jeteffect Inventory July 20/06/2012 10:11 Page 1

In order for the employer to deduct expenses associ-ated with an executive’s non-business travel,however, IRS regulations require that the executiveeither reimburse the employer for the fair value ofusing the aircraft or that the employer impute to theexecutive the fringe benefit income in an amountequal to the value of the transportation. Suchimputed income is a liability on the executive’spersonal tax return.

Federal tax law and FAA regulations are not fullycoordinated, however. FAA regulations typicallyprohibit executives from reimbursing their employ-ers for the use of the aircraft for non-business travelunless the aircraft is operated under Part 135 of theFARs or pursuant to a time-sharing agreement.Consequently, most corporations impute the valueof non-business travel to their executives as fringebenefit income.

CALCULATING THE COSTIRS Regulations provide employers a choice of twomethods for determining the value of using anemployer’s aircraft for fringe benefit taxation pur-poses. The first method, known as the fair chartervalue method, requires that income be imputed inan amount equal to the cost that would have beenincurred to charter a similar flight from a third-party commercial charter operator.

The second method, commonly known as the stan-dard industry fare level (SIFL) method, relies on afixed mathematical formula that includes factorsrelated to a flight, such as the distance flown, theweight class of the aircraft, the status of the execu-tive as a “Control Employee” or a “Non-ControlEmployee,” and the number of family members andguests who accompany the executive on the flight.

Of these two methods, the SIFL method is far andaway the most popular for several reasons. The SIFLformula usually (but not always) results in a smalleramount of income being imputed to the executivethan the fair charter value method. Furthermore, theadministrative burden of calculating values underthe SIFL method is far less than determining the faircharter value of the flight.

ENTERTAINMENT, AMUSEMENT OR RECREATIONALUnfortunately, imputing income to an executive fora personal flight does not always result in theexpenses associated with operating the flight beingdeductible by the employer. Under the InternalRevenue Code, even when the values of personalflights have been properly imputed to executives,the employer’s ability to deduct the expenses, aswell as the tax depreciation attributable to the flight,will be limited when:

• The flight was for an ‘Entertainment’, ‘Amusement’ or ‘Recreational’ purpose, and

• The executive is a ‘Specified Individual’.

The terms ‘Entertainment’, ‘Amusement’ and‘Recreation’ mean any activity of a type generallyconsidered to constitute entertainment, amusementor recreation. The term ‘Specified Individuals’means any person who is the direct or indirectowner of more than 10% of any class of equity orsecurity of the taxpayer, and any officer or directorof the taxpayer.

For such flights, the employer’s expense and taxdepreciation deductions attributable to the flightwill be limited to an amount equal to the amountthat was imputed to the executive as income for theflight, even though the operating and depreciationcosts of the aircraft for the hours flown might behigher.

The IRS has established alternative passenger-by-passenger, and flight-by-flight methods for calculat-ing the amount of expenses and tax depreciation tobe allocated to business travel vs. Entertainment,Amusement and Recreational travel. While anexplanation of the nuts and bolts of each of the vari-ous methods is beyond the scope of this presenta-tion, for purposes of this article it will suffice to saythat the rules are byzantine in nature.

This article provides only a very brief introductionto the topic of federal taxation of personal and recre-ational use of corporate aircraft by executives. Thetax rules governing personal use are very complex,and Boards of Directors should consult experiencedaviation tax counsel before establishing any corpo-rate policy concerning personal use of corporateaircraft by executives.




“...for purposesof this

article it will suffice to say that

the rules are byzantine

in nature.“

BG6 July12_FinanceSept 19/06/2012 15:08 Page 2

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Corporate Concepts June 22/05/2012 15:26 Page 1

friend who is CEO of a small medicalservices firm recently shared with me oneof those “horrible insurance company”stories that we all seem to fear. A financial

audit discovered that the firm’s CFO had embezzledclose to $3 million dollars from the company over afive year period. My friend submitted the claim tohis insurance broker who in turn forwarded it to theinsurance company for action.

The carrier reported back there was no coverage forembezzlement since the medical firm had not pur-chased an employee dishonesty liability policy.Fortunately for my friend, however, 50% of his firmwas owned by a much larger company that didhave employee dishonesty coverage. Their brokerhad taken the time to properly structure the NamedInsured clause to cover not only the parent compa-ny, but subsidiary companies as well. Coverage wassubsequently granted under the parent company’sinsurance policy.

SPECIFY THE NAMED INSUREDLet’s look at what you can do to attack this weak-ness in the insurance defense system. The first thingyou need to do is specify the Named Insured. Therealways seems to be confusion over the differencebetween a Named Insured and an AdditionalInsured.

Without going into a great amount of detail, in lay-man’s terms the Named Insured is the owner of thepolicy, and as such is entitled to all coverage as wellas the right to cancel, add or change coverage. Thepolicy owner also has the right - and responsibility -to coordinate with the insurer on any claim as wellas receive claim checks, return-premium checks andcancellation notices.

An Additional Insured, on the other hand, simplyshares certain parts of your liability coverage, anddoes not have any other rights under the policy.

Many owners make the mistake of simply listing theregistered owner (often a sole-asset LLC) as the only"Named Insured" and possibly listing the true oper-ating company or principal owner as additionalinsureds.

‘PUNC’ (Pilots, Use, Named Insured and Contracts) isan acronym capturing the four most important areasof aviation insurance that result in the largestpercentage of claims denials, asserts Stuart Hope.This month, we consider the Named Insured clause.

A

‘PUNC’: Your Checklist For Insurance Coverage

Stuart Hope is a co-owner of HopeAviation Insurance. His career as anaviation insurance broker began in1979, and today he is a frequentspeaker/author on insurance & riskmanagement topics. He also serveson the NBAA Tax, Insurance and RiskManagement Committee. Mr. Hopecan be contacted at [email protected]



�

Boardroom guide HOPE June12_FinanceSept 19/06/2012 15:11 Page 1

General Aviation July 18/06/2012 17:08 Page 1


PROPERLY STRUCTURE YOUR NAMED INSUREDIf your policy does not already have it, add thebroad form Named Insured clause. A sampleclause might read: N123SH LLC, Maxwell SmithManufacturing Inc., Maxwell M. Smith, and anywholly owned subsidiary company, including sub-sidiaries thereof, of the Named Insured and any othercompany coming under the Named Insured’s controland of which it assumes active management or has afinancial interest. Subsidiary and affiliated compa-nies appearing above means any company or enti-ty of which at least fifty percent (50%) of the stockor, if a partnership, fifty percent (50%) interest inthe partnership, is owned by the Named Insuredor for which the Named Insured has assumedactive management control.

Properly structuring the Named Insured is crucialbecause the entities or persons who truly need theprotection may not have it if the policy isn't writ-ten properly. Why? Because many of the ancillarycoverages (including the use of non-owned air-craft) apply only to the Named Insured.

For example, let’s imagine the owner's aircraft ison a flight and another executive of the companymust therefore use charter. If the flight is charteredunder the actual operating company's name, thecoverage for use of non-owned aircraft would notapply, leaving the operating company exposed toa lawsuit in the event of an accident.

You might think you need not worry about that sit-uation and that your company could not be sued if

all you did was charter an aircraft. As a matter offact, if an accident occurs typically everyoneinvolved in the loop of commerce for that flight willbe brought into a lawsuit. Keep in mind that one ofthe great benefits of your liability policy is that itprovides an attorney to defend you, even against asuit that is groundless.

Examine the following clause from an insurancepolicy granting liability coverage for damage to anon-owned aircraft. Coverage D – Liability for Damageto Aircraft that are not owned - Notwithstanding theprovisions of Exclusion (d) (APPLICABLE TO ALLPART I COVERAGES), the insurance afforded byCoverages B, C and G is extended to apply to propertydamage to any aircraft while in the care, custody or con-trol of the Named Insured.

Notice the coverage only applies for the benefit ofthe Named Insured. If the entity being sued is not aNamed Insured, that party has no coverage underthe policy. I trust you get it.

Because the wording of aviation insurance policiesis unique from one aviation insurance company tothe next, it is critical you review your unique riskprofile in depth with your aviation insurance brokerso that he or she can help you properly structureyour policy’s Named Insured clause before theevent of a loss. The penalty for failing to do so couldbe your financial ruin. Take action now.


“ Properlystructuring theNamed Insured

is crucialbecause the

entities orpersons who

truly need theprotection may

not have it if the policy isn't

writtenproperly.”


Boardroom guide HOPE June12_FinanceSept 19/06/2012 15:11 Page 2

Please allow us to match you with the perfect aircraft for your needs

and budget. We look forward to your phone call or email inquiry.

1982 FALCON 50 S/N 1072014 BBJ S/N TBD

2008 LEARJET 60XR S/N 60-342 2008 LEARJET 60XR S/N 60-335

1999 Learjet 45BR S/N 45-0322007 Hawker 850XP S/N 258836

Specifications and/or descriptions are provided as introductory information. They do not constitute repre-sentations or warranties of The Jet Collection. You should rely on your own inspection of the aircraft.

Please allow us to craftthe perfect air

match you with t for your needscraft the perfect air

e land budget. WWeyour phone call o

t for your needs d to look forwar

.or email inquiryy.

2014 BBJ S/N TBD AL1982 FFALCON 50 S/N 107

2008 LEARJET 60XXR S/N 60-342 2008 LEAARJET 60XR S/N 60-335

2007 Hawker 850XP S/N 258836 1999 Learjet 45BR S/N 45-032

Specifications and/or sentations or warrantie

ovided as inte prdescriptions arou shes of The Jet Collection. YYo

oductory information. They dotrely on your own inspectiohould r

eepro not constitute r -craft.on of the air

Jet Collection July 18/06/2012 17:12 Page 1

ou’ll likely notice a pattern if you spenda little time perusing the marketingmaterials promoting Business Aviation:As business jets increase in size fromlight jets to the low end of the large-

cabin purpose-built models, the stated seatingcapacity tends to vary only slightly; six to eightseats dominates the standard configurations ofmany of the offerings across size-category lines.

It’s true that as aircraft increase in size, headroomand leg-room similarly increase, even if availableseating does not. It’s also true that for many mod-els, full-fuel payload doesn’t seem to grow propor-tionally – although a model here and there doesdefy this typically true generality. Additionally,still-air range also seems to increase as you moveup the categories - but ultimately, steps up in sizeand range also tend to reduce flexibility in animportant, not-to-be-overlooked way: airportaccess.

As jets get bigger and heavier their runway needsincrease – often dramatically – with no appreciablegain in how many people can fly or how muchequipment the jet can carry. Does that make biggerbetter? Not where value and flexibility rule.

THE VALUE QUOTIENTWe know many feel an emotional aversion to air-craft too small for their sensibilities; people want toequate “bigger” with “safer” in a way that thephysics belie.

The realities of the physics aside, however, the nextstep up in size seldom results in a major improve-ment in seating capacity, let alone in full-fuel cabinload. In reality, the larger jets need more powerwhich means more fuel to cover the same ground

at about the same speed – so cabin capacitychanges minimally where maximum-range tripsare concerned. That returns us to that maximum-range leg fixation:

Why do we so covet range capabilities seldom,even rarely, needed?

BUSINESS AVIATION REAL-WORLD STYLEA light jet fully-fueled and flying a typical BusinessAviation mission departs with fuel for the mission,including reserves – in some cases sufficient fuel toreturn home without adding more. And that maxi-mum-fuel jet can often barely carry the typical pas-senger load of three persons making the trip –unless one or two of them also doubles as a crewmember.

With the average mission length under 750 milesand the nominal maximum-range of light jetsaround 1,200 miles, the crew enjoys the option of fly-ing lighter, saving fuel. (Note: The lower the totalweight of the aircraft, the less fuel it consumes on themission, all other factors being equal).

Fueling for the mission, with NBAA reserves,allows a larger cabin load – making three or four,plus crew, possible.

In most cases where a fuel stop is not required, thespeed difference between a light, a mid-cabin and alarge-cabin jet results in a leg taking only slightlylonger to fly – but at the trade-off of higher directoperating costs of the larger jets.

Any time gained – we’re talking a few minutes inmost cases – is certainly insufficient to offset oper-ating costs running 50 percent to 100 percent high-er, or more.

Light Jets only in name, ultimately, where performance andvalue reign as dominant factors it is worth rememberingthere’s nothing lightweight about the value and flexibilityof this category of corporate aircraft.

Y

Light Jets:Value leaders for their highest flexibility and lowest costs.


�


Boardroom Guide 8 July 12.e$S_FinanceSept 20/06/2012 11:15 Page 1

STATUS AS OF MAY 24, 2012Registered Operator: KaiserAir, Inc.Aircraft Home Base: Oakland Int’l Airport (KOAK)Tail Number: N619ASerial Number: 1123Total Time on Aircraft: 8,544 HoursTotal Cycles: 6,221 LandingsDate of Manufacture: 1989Maintained on MSG-3 Schedule

ROLLS-ROYCE TAY ENGINES 611-SER

Left RightTotal Time 8267 hours 8450 hoursTotal Cycles 6119 6193Overhaul Completed May 2008 Dec. 200710 Year Due May 2018 Dec. 2017Total Time Since Overhaul 212.4 hours 479.7 hours

INTERIORNewly Remodeled 2006: Beige interior with European Beach Wood withGold Trim

EXTERIORNewly painted 2006: Basic White with Blue Stripes

AVIONICSHoneywell FZ-820 Flight Director3 Collins VHF-422C VHF CommsDual Collins VIR-432 NavsDual Collins ADF-462 ADFDual Collins TDR-94D TranspondersDual HF CommMotorola SelcalThree Honeywell NZ-2000Two Honeywell FMS CDU Model 820Honeywell FMS Data Loader 950Dual Honeywell Radio AltimeterHeads-Up Display HUD 2020Dual Honeywell 12 Channel GPSIridium SAT Phone (Wireless Handset Cabin and

Cockpit) ICS 200Dual Collins DME-442Allied Signal EGPWSHoneywell SATCOM MCS 3000Fairchild A 100 CVRHoneywell TCAS w/Change 7Honeywell Cabin Management System CMSThree Honeywell IRU LaserefsHoneywell GP-820 AutopilotHoneywell 880 RadarRVSM CertifiedHoneywell ISDU

MISCELLANEOUS16 Pax Custom Executive Interior. Forward Galley. Fwd CabinConference Table. Mid Cabin Divan and Two Chairs Aft Cabin.Forward and AFT Lavatory. Airshow w/Color Monitor. FullEntertainment Center. Apple Mini Mac Computer w/WirelessMouse & Keyboard. Dual Coffee Makers. Toaster. High Temp Oven.Microwave. Apple iPod. Dual Honeywell DVD Players. SingleHoneywell CD Player

Specifications subject to verification upon inspection.Subject to prior sale or removal from the market without notice.

P.O. BOX 2626, AIRPORT STATION, OAKLAND, CA, 94614PHONE: 510.569.9622, FAX: 510.635.3173WWW.KAISERAIR.COM

N619A (S/N 1123)Make offer

1989 GULFSTREAM GIV1989 GULFSTREAM GIV

2 Kaiser Air July 18/06/2012 17:16 Page 1

So for most people, the question comes down to this:is a bit of headroom for a 100-minute typical missionreally cost-justifiable? That brings us to the aspect oflight jets in which they not only excel but cannot bebeaten on: accomplishing the needed mission at thelowest overall cost.

SIZE COSTSFive hundred to 750 miles at a maximum cruisespeed of around 400 knots while carrying four pas-sengers will generally cost less in a light jet than mak-ing the same trip in a mid-size jet at a 480-knot maxi-mum cruise; even more so than a large-cabin jet.

The time difference between heavy and light businessjets on a typical mission is small – about 10 to 12 min-utes, overall - and is not a large time saving for coststhat may be considerably higher for the larger air-craft. Further; beyond these speed-range-payloadoperational basics, airport fees tend to be larger forheavier aircraft.

With airports and FBOs increasingly turning toweight-based ramp fees for revenue, a larger jetincurs a higher ramp fee; and even if a large-enoughfuel purchase can bring a waiver of the fee, you’restill buying far more fuel.

Additionally, the light jet crew will have the option offar more airports – often closer, more convenient andless expensive than what’s needed for the mid- andlarge-cabin jets. It’s hard to escape the heavyweightvalue edge of light jets.

It should be noted, however, that ride qualities areimpacted by the aircraft’s wing loading (the aircraft’sweight per square foot of wing area). The higher thewing loading, the smoother the ride in turbulence, allother factors such as the aircraft’s inherent stabilitybeing equal. Light jets achieve their lower take-offand landing distances, compared with heavy jets, byvirtue of their lower wing loading.

Workspace while traveling is another consideration.Decisions related to aircraft size are impacted by theneeds of passengers to use their travel time produc-tively.

WHAT MAKES A “LIGHT” JET?Today we consider a jet “light” when it’s MaximumTake-off Weight falls between 10,000 and 20,000pounds. Up to about a decade back the Light seg-ment represented the bottom rung of the business jetladder… that was before the Entry Level Jets enteredthe market, differentiated by weights below almosteverything ever built at less than 10,000 pounds.

Ultimately, where performance and value reign asdominant factors, remember this: there’s nothinglightweight about the value and flexibility of theselight jets.

LIGHT JET PRICE GUIDEThe following Light Jets Retail Price Guide represents cur-rent values published in the Aircraft Bluebook – PriceDigest. The study spans model years from 1993 throughSummer 2012. Values reported are in USD millions.

Each reporting point represents the current retail valuepublished in the Aircraft Bluebook by its correspondingcalendar year. For example, the Citation Jet CJ1 valuesreported in the Summer 2012 edition of Bluebook show$2.0 million USD for a 2002 model, $2.1 million USD fora 2003 model and so forth.

Aircraft are listed alphabetically. With the reader’s knowl-edge of aircraft, equipment, range and performance, the fol-lowing Guide allows the reader to determine the best valuerange for consideration.


“Five hundred to 750 miles

at a maximumcruise speed

of around 400knots while

carrying fourpassengers willgenerally cost

less in a light jet than

making thesame trip in a

mid-size jet at a480-knot

maximumcruise.”



Boardroom Guide 8 July 12.e$S_FinanceSept 20/06/2012 11:15 Page 2

Sentinel Aviation June 21/05/2012 17:25 Page 1


LIGHT JETS AVERAGE RETAIL PRICE GUIDE - SUMMER 2012-1993What your money buys today


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

MODELS

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

2003US$M

YEAR OF MANUFACTURE

BEECHCRAFT PREMIER 1A 7.106 6.00 4.8 3.8 3.0 2.6 2.250

BEECHCRAFT PREMIER 1 1.950 1.850 1.750

BOMBARDIER LEARJET 45XR 13.209 12.0 9.3 7.8 7.0 6.4 5.7 5.4 4.9 4.3

BOMBARDIER LEARJET 45 5.3 4.8 4.5 4.2 3.8

BOMBARDIER LEARJET 40XR 10.838 9.5 7.3 5.6 5.1 4.5 4.1 3.7

BOMBARDIER LEARJET 40 4.0 3.7 3.3 3.0

BOMBARDIER LEARJET 31A 2.2

CESSNA CITATION V ULTRA 560

CESSNA CITATION V 560

CESSNA CITATION ENCORE +560 6.2 5.3 4.6

CESSNA CITATION V ENCORE 560 4.3 4.0 3.8 3.6

CESSNA CITATION EXCEL 560-XL 4.7 4.3

CESSNA CITATION BRAVO 550 3.1 2.9 2.7 2.5

CESSNA CITATION CJ4 525C 8.923 8.3 7.8

CESSNA CITATION CJ3 525B 8.174 7.4 6.6 6.0 5.4 5.0 4.8 4.6 4.4

CESSNA CITATION CJ2+ 525A 7.040 6.5 5.8 5.1 4.8 4.5 4.1 3.7

CESSNA CITATION CJ2 525A 3.5 3.4 3.2 3.0

CESSNA CITATION CJ1+ 525 4.8 4.3 3.7 3.3 3.1 2.9 2.7

CESSNA CITATION CJ1 525 2.3 2.2 2.1

CESSNA CITATIONJET 525

EMBRAER PHENOM 300 8.920 8.0 7.0 6.5

EMBRAER PHENOM 100 4.055 3.6 3.1 2.6 2.3

HAWKER 400XP 4.7 3.7 3.0 2.5 2.2 2.0 1.8

HAWKER BEECHJET 400A 1.540

NEXTANT 400XT 4.154 4.0

Retail Price Guide 8 July 12_PerfspecDecember06 19/06/2012 15:18 Page 1

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

MODELS

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

1993US$M

YEAR OF MANUFACTURE

LIGHT JETS AVERAGE RETAIL PRICE GUIDE - SUMMER 2012-1993What your money buys today

BEECHCRAFT PREMIER 1A

BEECHCRAFT PREMIER 1 1.650 1.550

BOMBARDIER LEARJET 45XR

BOMBARDIER LEARJET 45 3.4 3.2 3.1 3.0 2.9

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 40

BOMBARDIER LEARJET 31A 2.1 2.0 1.9 1.7 1.6 1.5 1.450 1.4 1.350 1.3

CESSNA CITATION V ULTRA 560 2.3 2.2 2.1 2.0 1.9 1.8

CESSNA CITATION V 560 1.550 1.450

CESSNA CITATION ENCORE +560

CESSNA CITATION V ENCORE 560 3.3 3.1 3.0

CESSNA CITATION EXCEL 560-XL 4.1 3.8 3.5 3.2 2.9

CESSNA CITATION BRAVO 550 2.3 2.1 2.0 1.8 1.7 1.6

CESSNA CITATION CJ4 525C

CESSNA CITATION CJ3 525B

CESSNA CITATION CJ2+ 525A

CESSNA CITATION CJ2 525A 2.9 2.8 2.7

CESSNA CITATION CJ1+ 525

CESSNA CITATION CJ1 525 2.0 1.9 1.8

CESSNA CITATIONJET 525 1.450 1.350 1.3 1.250 1.2 1.1 1.050

EMBRAER PHENOM 300

EMBRAER PHENOM 100

HAWKER 400XP

HAWKER BEECHJET 400A 1.450 1.350 1.250 1.2 1.150 1.1 1.050 1.0 0.9 0.850

NEXTANT 400XT



Retail Price Guide 8 July 12_PerfspecDecember06 19/06/2012 15:18 Page 2

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The aviation lenders at 1st Source – experts in aircraft financing

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Project1_Layout 1 21/02/2012 11:33 Page 1

2007 Citation Sovereign. S/N: 680-0120, N621CS. Total time, 2,829, landings 1,866. Aircraft is enrolledon Pro-Parts, ESP and Aux Advantage. Currently managed by CitationAir and operated FAR 135.Turnkey management options available.

Available Immediately135 Ready/Management Programs Available

Impeccably MaintainedTwo Owner Aircraft

William J. QuinnManaging DirectorCharleston Aviation Partners LLC103 Palm Boulevard, Suite 2-BIsle of Palms, SC 29451+1 843 886-3313 (office)+1 843 743-6500 (mobile)+1 843 410-5698 (Fax)[email protected]

About Us...‘Charleston AviationPartners was establishedto promote a betterunderstanding of theoverall needs andrequirements of aircraftowners. The services weoffer go well beyond thebasic concepts ofmarketing and selling youraircraft or helicopter”commented Bill Quinn,Managing Director ofCharleston AviationPartners.

Let us help youmarket and sellyour aircraft.We know what ittakes to get thejob done.

1983 Challenger 601-1A. S/N: 3005. Total time, 12,655, landings, 7,215. Aircraft has only had twoOwners. No known damage. Impeccably maintained. Thirteen place executive interior. US Registeredand operated under FAR Part 91

Business Aircraft Transaction Specialists

Trades

Considere

d

CAP July 18/06/2012 17:36 Page 1


❯

he World Aircraft SalesMagazine Guide to AircraftPerformance and TechnicalSpecification Data is updated byConklin & de Decker on a regu-

lar basis. The Guide is much more comprehen-sive and informative, providing more aircrafttypes and models and including variable cost

numbers for all models.This month’s category of aircraft Medium

Jets – appears overleaf, to be followed by SmallJets next month. Please note that this datashould be used as a guide only, and not as thebasis on which buying decisions are taken. Thedata presents aircraft aged below 20 years ofage only.

If there are any other ways in which we canimprove the content or presentation of thisinformation, please let us know.❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 2554300; Email: [email protected]. © 2011 Conklin& de Decker Associates, Inc., P.O. Box 1142, Orleans,Massachusetts, 02653, Tel. 508-255-5975,www.conklindd.com

T

DESCRIPTION OFCOST ELEMENTSThe following describes the content of eachcost element used in The Aircraft CostEvaluator. There are no sales taxes includedin these costs.

VARIABLE COST PER HOUR Includes fuel,maintenance reserves for routine maintenance,engine/ propeller/APU reserves, and miscella-neous expenses.

SPECIFICATIONS - GENERAL:CABIN 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 distance isfrom the cockpit firewall to the aft bulkhead.Height and width are the maximum withinthat cabin space. Cabin Volume is the interiorvolume, with headliner in place, without chairsor other furnishings. Cabin Door Height andWidth are the measurements of the main pas-senger 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 is the

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 numbersmay vary for different operations (Corporate,Commercial, EMS, etc.).

WEIGHTS:• Maximum Take-Off Weight and MaximumLanding Weight are specified during aircraftcertification. • Basic Operating Weight is the empty weight,typically equipped, plus unusable fuel and liq-uids, flight crew @ 200 pounds each and theirsupplies.• Useable fuel is the useable fuel in gallons x6.7 pounds per gallon (Jet fuel) or 6 poundsper gallon (AVGAS).• Payload with Full Fuel is the useful loadminus the useable fuel. The useful load isbased on the maximum ramp weight minusthe basic operating weight.• Maximum Payload is the maximum zero fuelweight minus the basic operating weight.

SPECIFICATIONS - PERFORMANCE RANGE:• Range - Seats Full is the maximum IFRrange of the aircraft with all passenger seats

occupied. This uses the NBAA IFR alternate fuelreserve calculation for a 200 N.Mi. alternate.This is used for jet and turboprop aircraft.• Ferry Range - is the maximum IFR range ofthe aircraft with the maximum fuel on boardand no passenger seats occupied. This uses theNBAA IFR alternate fuel reserve calculation fora 200 N.Mi. alternate. This is used for jet andturboprop aircraft.• VFR Range - Seats Full is the maximum VFRrange of the aircraft with all passenger seatsoccupied. This is used for all helicopters andpiston fixed-wing aircraft.• VFR Ferry Range - is the maximum VFRrange of the aircraft with the maximum fuelon board and no passenger seats occupied.This is used for all helicopters and 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 maximumfuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, thisdistance represents the take-off field length atMaximum 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 Reserve onboard. For fixed-wing piston aircraft, this fig-ure is the landing distance over a 50 footobstacle.

RATE OF CLIMB (Ft/Min)The rate of climb, given in feet per minute, isfor all engines operating, at MTOW, ISAconditions. One Engine Out rate of climb is forone engine inoperative rate of climb at MTOW,ISA.

CRUISE SPEED (Knots True Air Speed - KTAS)Max Cruise Speed - is the maximum cruisespeed at maximum continuous power. Thismay also be commonly referred to as HighSpeed Cruise. Normal cruise speed is the rec-ommended cruise speed established by themanufacturer. This speed may also be the sameas Maximum Cruise Speed. Long Range Cruiseis the manufacturer’s recommended cruisespeed for maximum range.

ENGINESThe number of engines, manufacturer andmodel are shown.

AircraftPerformance &Specifications

AIRCRAFT SPECIFICATIONS: MEDIUM JETS

❯ August Issue: Small Jets

❯ September Issue: Turboprops

❯ October Issue: Ultra Long Range & Large Cabin

❯ November Issue: Long Range JetsAircraft

Performance &Specifications

ACSpecs IntroJuly12_AC Specs Intronov06 19/06/2012 14:19 Page 1

2008 Gulfstream G200 • s/n 187 • VP-BPH740 TT, 400 TC, Engines on ESP Gold, Autothrottles, FDR, Jumpseat, SATCOM , Airshow, No

Damage, One Owner Since New, Motivated Owner Seeks Offers

2007 Gulfstream G150 • s/n 227545 TT, 263 TC, Airframe / Engines / APU enrolled on JSSI Tip to Tail, Stunning Cosmetics,

FDR, Loaded w Options, Motivated Owner seeks Offers

2000 Hawker 800XP • s/n 258464 • N810SC4400 TT, MSP, Full Jar Ops, New Paint, New Interior, Fresh 48 Month,

X-Rays and Landing Gear c/w 6/2012. Motivated Owner

2001 Learjet 454,100 TT, 3,700 TC, MSP, Dual FMS, FDR, Airshow, No Damage.

Motivated Owner Seeks Offers or Trades

2010 King Air 350i • s/n FL-726 • N8126LONLY 80 Hrs TTS, Raisbeck Wing Lockers & Dual Aft Body Strakes, Collins Proline 21 Avionics Suite, TCAS II,

Tracked on CAMP, Warranties Include: Airframe-24 Months or 1200 Hours by Hawker Beech,

Full factory warranties and transferable to Buyer

Aircraft Brokerage

Aircraft Acquisitions

Aircraft Sales

Parts Sales

Excess Inventory/Surplus Sales

MRO Services

Southern Cross AviationFort Lauderdale, Florida

Charlotte, North Carolina

Sao Paulo, Brazil

Contact:

Pat Hosmann, Jr.

Offi ce: +1 (704) 990 7090

Cell: +1 (954) 591 4490

[email protected]

Peter Hosmann

Offi ce: +1 (954) 377 0320

Cell: +1 (954) 328 0935

[email protected]

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

ALSO AVAILABLE:

1996 King Air C90B Blackhawk - 3,500

TT, 2,760 TC, 800/800 Since New - 135A

engines, Good Cosmetics & Pedigree

1981 King Air B200 - 6,900 TT, 5,700 TC,

1100 / 1100 SOH -42 engines, HF Gear,

Ram Air, Body Strakes, No Damage

1993 Learjet 35A, s/n 674 -7,480 TT,

Engines on MSP Gold, No Damage, 12 Year

Inspection c/w 2004. Motivated Owner.

Southern Cross July 18/06/2012 17:40 Page 1

BOMBA

RDIER

LEAR

JET 40

$2,173.48

4.92

5.12

17.67

368

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

BOMBA

RDIER

LEAR

JET 40

XR

$2,089.10

4.92

5.12

17.67

363

4.8

2.5

15

50

2

6

21000

19200

13950

5375

1925

2050

1547

1684

4680

4060

2820

394

465

436

433

2

TFE 731-20BR

BOMBA

RDIER

LEAR

JET 45

$2,223.75

4.92

5.12

19.75

410

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

BOMBA

RDIER

LEAR

JET 45

XR

$2,132.89

4.92

5.12

19.75

410

4.8

2.5

15

50

2

8

21500

19200

14144

6062

1544

1856

1679

1939

5040

4105

2630

589

465

436

436

2

TFE 731-20BR

BOMBA

RDIER

LEAR

JET 60

$2,394.85

5.71

5.92

17.67

453

5.3

2

24

24

2

7

23500

19500

14772

7910

1068

2228

2186

2418

5450

5208

4500

714

465

436

423

2

PW305A

BOMBA

RDIER

LEAR

JET 60

XR

$2,371.94

5.71

5.92

17.67

453

5.3

2

24

24

2

7

23500

19500

14902

7910

938

2098

2044

2400

5450

5317

4500

718

465

436

423

2

PW305A

CESS

NA CITA

TION EX

CEL

$2,484.50

5.7

5.5

18.5

461

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545C

CESS

NA CITA

TION SO

VERE

IGN

$2,755.79

5.7

5.5

25.25

620

4.58

2.5

35

100

2

9

30300

27100

18150

11223

1177

2650

2620

3010

3750

3867

4016

1237

459

459

388

2

PW306C

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

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.

M E D I U M J E T S

�



AircraftPer&SpecJuly12_PerfspecDecember06 19/06/2012 14:22 Page 1

Toll Free 866.983.9009 | Local [email protected]

LOS ANGELES | SARASOTA

Jet Black May 25/04/2012 11:52 Page 1


CESS

NA CITA

TION VI

I

$3,203.64

5.7

5.5

18.4

438

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

CESS

NA CITA

TION XL

S

$2,403.60

5.7

5.5

18.5

461

4.54

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3940

4738

3500

800

433

433

373

2

PW545B

CESS

NA CITA

TION XL

S+

$2,373.43

5.7

5.5

18.5

461

4.54

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3940

4738

3500

800

440

440

373

2

PW545C

GULF

STRE

AM G1

00

$2,479.34

5.6

4.75

17.1

375

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

GULF

STRE

AM G1

50

$2,333.56

5.75

5.75

17.7

465

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

HAW

KER B

EECH

CRAF

T HAW

KER 1

000

$2,945.58

5.75

6

24.4

680

4.25

2.25

50

22

2

8

31100

25000

18150

11440

1510

2150

2970

3150

6000

3917

3577

797

470

440

400

2

PW305B

HAW

KER B

EECH

CRAF

T HAW

KER 7

50

$2,865.41

5.75

6

21.3

604

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


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


M E D I U M J E T S


$3,189.09

5.7

5.5

18.4

438

5

2

-

61

2

7

22000

20000

13800

7329

1071

1600

1770

2000

5630

4208

3699

805

427

427

418

2

TFE 731-3B

CESS

NA CITA

TION VI

�


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presentsFALCON 2000LXSerial Number 83

1800 TTFalcon CareDelivered with a fresh C checkImpeccable condition

Aviation Consulting ServiceQueenstown, Maryland USATel: +1 443 262 9182 Fax: +1 443 262 [email protected]

MPLANESGeneva, SwitzerlandTel: +41 22 557 62 47 Cell: +41 76 381 36 [email protected]

ACS July 18/06/2012 17:44 Page 1

HAW

KER B

EECH

CRAF

T HAW

KER 8

00SP

$2,696.89

5.6

4.75

17.1

375

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


HAW

KER B

EECH

CRAF

T HAW

KER 8

00XP

$2,862.21

5.75

6

21.3

604

4.3

2.25

48

-

2

8

27400

23350

16000

10000

1520

2000

2560

2740

6300

3787

3500

532

442

429

389

2

TFE 731-5R

HAW

KER B

EECH

CRAF

T HAW

KER 8

00XP

i

$2,938.48

5.75

6

21.3

604

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

HAW

KER B

EECH

CRAF

T HAW

KER 8

00XP

R

$2,938.48

5.75

6

21.3

604

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

HAW

KER B

EECH

CRAF

T HAW

KER 8

50XP

$2,875.37

5.75

6

21.3

604

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

HAW

KER B

EECH

CRAF

T HAW

KER 9

00XP

$2,951.52

5.75

6

21.3

604

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

IAI AS

TRA S

P

$2,653.55

5.75

6

21.3

604

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


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


M E D I U M J E T S


$2,930.81

5.75

6

21.3

604

4.3

2.25

48

-

2

8

27400

23350

16000

10000

1520

2000

2390

2570

6300

3787

3500

532

442

429

389

2

TFE 731-5R

HAW

KER B

EECH

CRAF

T HAW

KER 8

00

�


PPhone 1.301.869.4600 • Fax 1.301.869.2700 [email protected] • www.Wentworth.Aero

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VVIP BOEING Super 27VVIP BOEING Super 27VVIP BOEING Super 27---100 100 100 SERIALSERIALSERIAL NUMBERNUMBERNUMBER 205332053320533

NEW PRICE! Last -100 Built, - 200 Landing Gear with 0 SMOH, Fresh C, EFIS, Winglets, -200 Wing/Fuel Tanks, Re-Eng Mod.

HAWKER 800SP HAWKER 800SP HAWKER 800SP SERIALSERIALSERIAL NUMBERNUMBERNUMBER 258050258050258050

7134 H, MSP Gold, Blended Winglets, Paint and 10-Pass. Interior New 2010 with New CMS/Entertainment/Sat Phone.

VIP BOEING 727VIP BOEING 727VIP BOEING 727---100 100 100 SERIALSERIALSERIAL NUMBERNUMBERNUMBER 203712037120371

Fresh C of A, -9A Engines 31-Pass. Interior, Great Layout. Master Stateroom + Convertible Sitting Room/2nd Bedroom.

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VVIP BOEING Super 27VVIP BOEING Super 27VVIP BOEING Super 27---200REW 200REW 200REW SERIALSERIALSERIAL NUMBERNUMBERNUMBER 228252282522825

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Wentworth July 21/06/2012 10:06 Page 1


Ports of call for aviation are an at-risk commodity.

by Dave Higdon

ithout a viable airport, munici-palities stand cut off from aglobal air transportation sys-tem that transcends national,political and geographic barri-

ers like no other mode of travel. You’dthink that was fairly basic knowledge,wouldn’t you? Perhaps it’s not so basic toeveryone. Airports seem as misunderstoodby the masses as Einstein’s General Theoryof Relativity – yet airports are much sim-pler to decipher than Einstein.

The FAA offered some significant helptowards understanding with a new reportreleased in May examining and categoriz-ing General Aviation airports and at thesame time stressing their importance to thecountry, the users and the communities thathost them.

And lest there be any doubt, the FAAheralds what anyone who uses private air-craft should already know: “GeneralAviation Airports: A National Asset.”

The study groups the nation’s airportsinto four main categories: National,Regional, Local and Basic, using activitylevel of the airport and the number andtype of based aircraft as the main factors.(Due to the wide variety of other availablefactors the agency ignored those such as thenumber and lengths of runways or whetherthe field hosts an Air Traffic Control tower.

Unstated is one factor of constant inter-est to business aircraft operators andBusiness Aviation proponents: for the vastmajority of Business Aviation flights thesenon-commercial airports serve as thelaunch points, the landing points, and oftenboth.

TIME WARPBefore the FAA released the May report onits latest, 18-month study of GeneralAviation airports, the agency hadn’tfocused on them in four decades. In thattime thousands of small, medium andsometimes large General Aviation airportsdisappeared.

Too much time has passed costing us toomany runways between assessments. But in“General Aviation Airports: A NationalAsset,” the FAA seems to be renewing its

GA Airports:

GA AIRPORTS

W

❯

GA Airports_Gil WolinNov06 19/06/2012 11:25 Page 1

COMES WITH WARRANTIES, TRAINING, FIELD SUPPORT AND THAT NEW JET SMELL.

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to OEM standards. You can even customize your paint and interior package. So, it’s not pre-owned. It’s totally re-owned.

All yours. All Bombardier original, with a program full of warranties, training, factory re-delivery and support that makes

buying from the OEM the only way to fly. (Things a broker can’t provide.) Take a look at the full line of pre-owned aircraft

on our website. Then call us for a closer look at just how much more than a jet you get with our pre-owned program.

Put the Bombardier back in your business plan. www.bombardierpre-ownedaircraft.com • 972-960-3810

interest in preserving, promoting andexpanding airports. That’s one critical tothe future of private aviation…and far moreso than to the outlook for commercialflying.

Why so? Commercial-service airports –which today number fewer than 380 – enjoyconstituencies that General Aviation air-ports often lack: airline passengers, forexample, and the commercial carriers them-selves - plus the support-service providersand the hotels, restaurants and other busi-nesses that tend to gravitate to commercialairports.

Almost anybody, in any town, anywherewith one such commercial-service airportcan tell you at least a little about it. Thisseems true whether it’s one of the best-known in the nation or otherwise. GeneralAviation airports provide similar services toa broader strata of users, and often broaderservices and connections to all those otherairports that aren’t among that approxi-mately 380-commercial airports.

For more than 4,600 locales, the GeneralAviation airport is the main, primary oronly access to the nation’s air-transporta-tion network, meaning in the main no air-port, no skyway off-ramp or on-ramp.

PUBLIC BENEFITLet’s not neglect the ‘public benefit’, aphrase 30 years ago that was strongly dis-puted by the White House Administration.Today the argument seems to never ariseand the public benefit of General Aviationenjoys widespread acknowledgement – atleast from a cadre of savvy public officials,

if not the general public itself.General Aviation airports are centers of

commerce for their communities – eventhose places that don’t readily recognize theeconomic impact because they know little-to-nothing about their local airport’sfunctions.

According to the FAA’s report, GeneralAviation contributed $38.8 billion in eco-nomic output in 2009. Factor in manufac-turing and visitor expenditures andGeneral Aviation accounted for an econom-ic contribution of $76.5 billion. Consider themany ways those benefits manifest them-selves – and the fact that most of themrequire an airport at some point.

THE “IMPORTANT SOCIETALNEEDS” GA SERVESGeneral Aviation carries its definition well:It includes ‘all of aviation’ except militaryor commercial. That’s ‘all of aviation’except two narrow specialties: flying goodsand people for hire, and protecting thecountry’s security.

Those General Aviation airports alsosupport other public-service activities: lawenforcement, aerial fire-fighting, agricultur-al functions, border control, emergencymedical services, flight training, maritimesecurity, time-sensitive air cargo services,non-scheduled charter services and, ofcourse, business and personal travel.

Only relatively few of those approxi-mately 380 commercial service airports pro-vide the full breadth of these services alongwith the many others left unmentioned.Interestingly, the size of the airports, traffic

level and runway length have less influenceon what airports can provide than they doover what aircraft can use them.

But thanks to the extreme variation inGeneral Aviation aircraft, machines areavailable for almost any runway length –and in some cases, useable where norunways exist.

As FAA’s report notes, “Having a well-developed system of General Aviation air-ports throughout the country supportscommerce while also providing a safety netof airports to support emergency aircraftdiversions when necessary due to mechani-cal problems, medical emergencies, deterio-rating weather conditions or other unfore-seen circumstances. The rationale for con-tinued Federal involvement in the system isthat these General Aviation airports assistcommunities and their residents in meetingthe needs that would otherwise be toocostly or impossible to provide.”

You have to love a sentence like the sec-ond one in that preceding graph. Anacknowledgement of the public value ofGeneral Aviation decades after the ReaganAdministration sought to end a publiclysourced share of FAA funding on the basisthat “aviation provided no public benefit”to the country.

To help planners and airport managers,local municipalities and FAA staff, thereport categorized General Aviation air-ports into one of four groups with variousfunctions in all four. These are:

• National, which number 84;• Regional, numbering 467; ❯

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Action Aviation July 21/06/2012 15:02 Page 1

• Local, the largest group at 1,236; and• Basic, the second-largest group with

668.A fifth category of “uncharacterized”

holds almost 500 facilities that didn’t nicelyfit into the prior four.

THE BAD NEWS/GOOD NEWS EQUATIONAccording to the FAA, the United Statesboast more than 19,000 airports, heliports,conventional landing facilities, seaplanebases and back-country airstrips, privateairpark runways, private fields open to thepublic and public airports.

About 3,300 of those made the list, all ofthem on the FAA’s National Plan ofIntegrated Airport Systems (NPIAS), adecades-old document that attempts toorganize the public-use, typically publicly-owned airports into a true network – anintegrated airport system.

Funding to help communities underwriteimprovements and expansion largely comesfrom the Airport Improvement Program(AIP), a trust fund fed by the excise taxespaid on General Aviation and airline fuels,airline passenger tickets and cargo waybillvalues.

Here’s the good news: a decades-longdecline in airport numbers seems to haveslowed considerably. More and more com-munities today protect their airports fromthreats such as incompatible growth aroundthe airport, to investing in improvements, toworking to create buffers between airportsand later-arriving neighbors – neighborswho too often demand that neighboring air-

ports close because they now live nearby. Inother areas communities are working tobuild new airports or replace constrainedfacilities.

But, the bad news remains: Pressures onairports continue – from businesses whichcovet the real estates, developers who seekthe same, and NIMBY neighbors who feelthat irrespective of their history within thecommunity, the local airport should not beallowed to exist next to them.

Thirty years ago the number of airportson the NPIAS list was far larger, by a couplethousand. Pressures like those mentionedabove brought about the demise of most; inother instances, public-access, privately-owned fields went away because the familystopped supporting what their forbearersbuilt. There’s no question though - doingaway with an airport is far easier thancreating a new one.

To that end, however, the dozens ofendorsements of General and BusinessAviation served up by various governors,mayors and county officials indicate tomany that the public’s support of GeneralAviation airports is on an upswing. Sowhere does this all lead?

TAKING THE NEXT STEPSAccording to FAA sources, their report, 18months in the making and requested bymembers of the General Aviation Caucus ofthe Congress, the new General Aviation cat-egorization provides a baseline from whichto gauge changes in airport operations andairport needs.

The FAA wants to encourage state and

local governments to help guide future sys-tem and airport planning decisions usingthose categories. While those GeneralAviation airports that meet statutory defini-tions of commercial and reliever airportswill continue to be classified as such – with-in the four new categories and the agencyplans to periodically review and adjustthose airports in the NPIAS according totheir changing levels of activity.

Additionally, the agency plans to contin-ue identifying General Aviation airports thatare important to the national transportationsystem through the formulation of theNPIAS. According to the report, the FAAwill do this “in concert with state aviationagencies, airport sponsors and local plan-ning organizations.” And starting with the2013-2017 NPIAS report to Congress theFAA will incorporate the new GeneralAviation airport categories developed in thisreport. The FAA will:

1. Incorporate these categories into the process for identifying the national airport system’s 5-year development and funding needs;

2. Work with airports and state agencies to assess the 497 General Aviation airports not classified that could not be placed into one of the four new categories;

3. Update the existing FAA guidance to reflect these new categories;

4. Re-evaluate the General Aviation airports biennially, in conjunction with the FAA’s report to Congress to capturechanging conditions, needs and roles;


❯

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5. Review policies related to providing Federal money to privately-owned airports (included in the NPIAS); the role they play in the national trans-portation system; and the types of protections necessary to safeguard public investment in these airports overthe long-term; and

6. Continue to work with aviation stakeholders to address investment and regulatory questions concerning Part 139 certification, grant assurances, airport requirements, funding eligibilityand entitlement programs, and revenueuse and diversion.

In addition, as required by the FAAModernization and Reform Act of 2012, theFAA will evaluate the formulation of theNPIAS and provide Congress with a reporton the findings.

SO WHAT GOOD COMES OF THIS?For the first time in decades the FAAacknowledged both the importance of, andpublic benefit from General Aviation - andthrough the window of this report, thevalue of the airports serving GeneralAviation, from national to community level.

After years of fighting to stay noticed,the FAA’s legacy of Randy Babbitt’s all-too-brief tenure as Administrator continues inthe added awareness he had for GeneralAviation issues. And as a basis for buildingmore support, local, state and federal, forthe majority of our airports – the non-airlineairports – the FAA’s report serves as a solidlaunch point for reversing the decades ofdecline in airport numbers.

With the economy a prime issue this yearand for years to come, who can argue withthe prospect of more jobs and added eco-nomic growth that would come from arobust program to rebuild and renewAmerica’s air connections to the world?

The hometown airport: It could be on acomeback trail. Now, let’s talk about pullingdown these ill-advised security fences thatserve largely to keep out honest peopleinterested in flying…

❯ More information on The FAA Report:http://www.faa.gov/airports/planning_capacity/ga_study/media/2012AssetReport.pdf

❯ More information on Categorization:

http://www.faa.gov/airports/planning_capacity/ga_study/

❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


AIC Title February 23/01/2012 16:05 Page 1

ETHICS & AIRCRAFT SALES


Aircraft Sales:The Importance of Ethics.

by Lori Johnson

usiness ethics has been a topicof discussion - and controversy- for decades. Companies findthemselves in the worldwidespotlight when something goes

wrong because someone acted on their behalfin an unethical manner. Whether it is harass-ment charges, creative book and ledgerentries, or secret telephone audiotaping,unethical behavior is more common than welike to admit.

Unfortunately, the aircraft sales professionis no different. Following, a selection of indus-try professionals discuss the importance ofethical behavior, how ethical behavior isdefined in aircraft sales, and how to be confi-dent that your representative is on the up andup.

In his capacity as Chairman of NationalAircraft Resale Association, Paul Kirby,Managing Partner of Cerretani AviationGroup, LLC insists members commit to, andabide by a Code of Ethics that provide stan-dards of business conduct regarding aircrafttransactions. Aircraft brokers and dealers buyand sell very expensive business tools that can

significantly affect the productivity, bottomline and employee safety of major businesses.

Aircraft are highly complex and there arevirtually no two in the market that are com-pletely alike. Their values are based on theirflight history, maintenance history, ownershiphistory, equipment, their care and their use.

Determining the real value of an aircraftcan be difficult, especially when certain itemsare valued more by some than by others. Inaddition to guiding clients as they sift throughinformation or representing a client’s aircraftwhen it is up for sale, the typical broker regu-larly works with millions of dollars. They alsohandle and direct large sums of money allover the world.

“One of the most important roles of a deal-er/broker is the management of a client’sexpectations in the fulfillment of their objec-tives,” Kirby says. “Without honesty and com-plete transparency, this becomes almostimpossible.”

Rick Smith, Vice President of BusinessAircraft Leasing, Inc. (BALI) agrees, addingthat an ethical broker will disclose all perti-nent facts about an aircraft, including (but not

limited to) any damage history or question-able incident in the aircraft’s past as well asthe broker’s relationship with the buyer orseller”. An unethical broker, he says, maywithhold information, leaving it to the buyerto investigate for themselves in hopes thatthey will not discover something that mayreduce the aircraft’s value or the buyer’s deci-sion to purchase the aircraft. Deliberate omis-sions can be as devastating to a client or trans-action as outright misrepresentation of an air-craft. Both need to be avoided at all costs.

“On a number of occasions,” Smith contin-ues, “I have had to defend myself and theindustry in general due to the actions of a few.If a customer discovers or catches their bro-ker/dealer in a lie, then they automaticallybegin to question everything thatbroker/dealer has said. That is really too badbecause we believe we have a fiduciaryresponsibility to our clients. Giving false ormisleading information to clients orcustomers is ultimately contrary to thisrelationship.”

Michael O’Keeffe, Senior Vice President ofBanyan Air Service, elaborates that because of

B

Ethics&Trust_Gil WolinNov06 19/06/2012 12:14 Page 1

the highly specialized nature of a turbine-powered aircraft, owners/operators canbecome easy prey for an unscrupulous broker.It’s imperative that entities considering theacquisition or sale of an aircraft retain a rep-utable and experienced agent to assist them inavoiding the pitfalls associated with a less eth-ical agent.

ENSURING YOUR TRANSACTIONIS HANDLED ETHICALLYAs we’ve already stated, aviation is no differ-ent than every other industry and there aresome who are less than ethical in their busi-ness dealings. So just how do you ensure thatyou do not become part of such a transaction?

• Demand transparency in the transaction:“Determine the transparency and the readyavailability of information,” advises Kirby.“Generally speaking, a prospective aircraftbuyer or seller should know who is buying orselling the airplane, the price of the transac-tion, and all commissions being paid to facili-tate the transaction. The engagement of anethical broker/dealer to exclusively representone party in a transaction provides a level ofclarity and value not necessarily found in alldeals.

“Full disclosure should be a given in anaircraft transaction, and in the dealings lead-ing up to that transaction. Granted, there aretimes when a confidentiality agreement isunderstandable and warranted, but accurateand full information about an aircraft shouldbe required.”

• Trust your “gut” instinct: Do your home-work and follow your gut, says BALI’s Smith.“Watch out for false advertisements, ‘bait andswitch’ tactics and any advertisement thatdoes not include the serial number or otheridentifying feature of a specific aircraft. Areputable and ethical broker can be a big helpin weeding through muddy listings.”

• Determine a broker’s reputation and check references: Banyan Air’s O’Keeffe saysthe only real tool an aircraft broker has to con-vey his level of trustworthiness is his reputa-tion. “We encourage our clients to review ourlist of references and to take the time to speakto our clients.”

• Ask questions (and don’t be afraid to askyour broker specifically about ethics):“Ethics play a significant role in every aircrafttransaction,” O’Keeffe says. “The purchase or

sale of an aircraft is a complicated transactionconducted on an even more complex piece ofmachinery. In many cases, the actual purchas-ing or selling entities lack a complete under-standing of the mechanical condition of theaircraft and must rely on sound counsel fromprofessional, ethical representatives to ensurea smooth transaction where the needs of bothparties are met.”

THE GOLDEN RULEJust as it has been taught to children andadults alike for hundreds of years, ethics canbest be summed up by one Golden Rule: Dounto others as you would have them do unto you.

� Lori Johnson hasnearly 20 years ofexperience in BusinessAviation and is current-ly the MarketingCommunications andPrograms Manager withDuncan Aviation, thelargest family-ownedMRO provider in the world. She also works closelywith the National Aircraft Resale Association, anorganization of turbine aircraft brokers, dealers andsupport service providers.

ETHICS & AIRCRAFT SALES


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Business Aviation

Ethics&Trust_Gil WolinNov06 19/06/2012 12:15 Page 2

here’s no way around it, ageand mileage take their toll onthe airplanes we fly. Hoursflown, cycles completed, yearssince rolling out of the factory

– they all factor into the aging of our aircraftand, by extension, the TLC required to keepthem airworthy and ready to fly.

These facts warrant remembering in thesedays when a plethora of older (albeit wellmaintained) business jets beckon operatorseager to find cost-conscious solutions to liftrequirements (and in some cases get morespace for the money).

When it comes to popular appeal andaura those jets carrying the ‘Gulfstream’badge garner more than their share.Gulfstream Aerospace continues to supportall its jets from the first, the GII through thecompany’s game-changing GIV, the globe-

trotting GV and all the non-Roman-numeral-designated models to the newest,the advanced and highly sophisticatedG650.

These days’ pre-GV airframes oftenappear commanding bargains to the poten-tial buyer who sees an opportunity to buyinto a cabin-size comparatively unaffordableif made this side of the GV’s 1995introduction.

The GII, GIII, GIV and GV (that last oneamong the original world-class distance trav-elers) still ply the skies, and represent thefoundation on which the company built itscurrent, expansive line of jets – all character-ized by their cabin sizes and oval windows.The potential for the older aircraft remainsgood for the operator undeterred by theincreased demands of maintaining andfueling the older models.

IT ISN’T THE AGE, IT’S THE MILEAGE…When looking at any older aircraft – in thiscase let’s say two decades and older – theprospective owner should consider the manyways age and use are measured.

The calendar alone impacts aircraft lesswhen cared and tended for, and stored inwarm, dry hangars when not in use. AGulfstream that sits more than it flies incurslittle wear and tear, although even whenproperly sheltered its seals, bearings and gas-kets can in time deteriorate to the point ofbecoming non-functional.

Flight hours alone will incur wear, partic-ularly for engines and avionics but also onairframes in relation to the time spent aloft.Flight cycles, however, impact all the systems– airframe in particular, as the pressure ves-sel that is the fuselage/cabin swells underpressure when climbing to cruise altitude


T

INSIDE MAINTENANCE - OLDER GULFSTREAMS

Weighing older Gulfstreams and the maintenance to keep them flying. by Dave Higdon

Wisdom Of The Ages

❯

Inside Maintenance July12_FinanceSept 19/06/2012 12:40 Page 1

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Banyan June 21/05/2012 17:39 Page 1

before shrinking back to normal upon relieffrom the pressure differential of high-altitudepressurization. Flight cycles are related toengine cycles, which, in turn, invoke somewear issues with each starting process andshut-down cycle.

More than any others, these are the areasof interest when maintaining any aircraft –and cycles, as well as hours, can trigger spe-cific maintenance requirements. Given thatthe youngest GIVs are pushing 20 years oldtoday, it’s worth considering the aggregate offlight hours, flight and engine cycles andage.

CYCLICAL INSPECTIONSThe engineers at Gulfstream Aerospace inSavannah, Georgia know the airplanes betterthan anyone – as you’d expect from the peo-ple who had a hand in the creation of aspecific aircraft.

One way to deal with known problemsand cut off new ones before they becomeactual issues is the major inspection – andGulfstream has a program for period inspec-tions that carries well in the fight againstaging aircraft and the aeronautical infirmitiesthey contract.

Thankfully, the popularity and utility ofthe Gulfstream line helps support a large net-work of shops capable of handling the needs.For example, Duncan Aviation and KaiserAir both offer ranges of inspections andmaintenance services.

And examining their individual menus ofservices provides worthy insight into theissues facing owners of older Gulfstreams,whether specific to the airfoil surfaces – fromthe load wear of vertical and horizontal sta-bilizer surfaces - to the corrosion issues infuel tanks and other areas of the airframe.Periodic inspections, phase inspections andlevel checks all come with type-specific andinspection-specific agendas and items offocus. Specialists are worthwhile.

POWER BY THE DECIBELThe early Gulfstreams through part of theproduction run of the GIII sported whattoday are called Stage II engines; the shortway around that would be “loud”, and theworld was already moving toward quieterStage III powerplants about the time thatGulfstream introduced the GIV in 1987.Though many Stage II aircraft fly still todaytheir window of existence was narrowedwith legal language decreed for Stage II toleave the aviation stage.

Retrofits, hush kits and alternatives existto bring older Gulfstreams into Stage IIInoise compliance. Those avenues are bestpursued - say maintenance experts - whenthe existing engines are due to be pulled forsome other reason such as teardown, inspec-

tion or an airframe Phase inspection thatrequires removing the nacelles.

Any consideration of older aircraft shouldfactor the options to make powerplantchanges. In many instances none will exist.All the while, the long-term expectations forfuel costs and future maintenance needsshould be kept in mind. An aircraft mayseem a reasonable cost-solution to yourdesire to utilize a large-cabin jet, but howclose is it to an overhaul, or how near is anoff-airplane inspection for those two Rolls-Royce powerplants?

How about the costs of the inspection, theteardown, or any other remove-and-replaceprocess? Don’t forget to investigate the timeinvolved for any of the above: Will the air-plane be down for a day, several days orlonger? (Weeks are not unusual.)

TIME IS NOT ON YOUR SIDEWhen the page of your calendar flips tocertain months, it matters little how manyhours the airplane flew since its last specialinspection. Such months come along relent-lessly, and not always in 12-month intervals:9 month, 12, 18, 24, 72, 96 month inspections- they are cumulative as well as progressive,and each one takes downtime.

Perhaps a 5,000 landings inspection is onthe cards, and during this detailed projectmay be a good time to consider enhance-ments to the airplane. Specialty needs andany Airworthiness Directives are worthy ofconsideration for inclusion in these phaseand periodic inspections to minimize furtherdowntime and further expense.

REFURBISH TO NEW IF YOU CHOOSEAside from the more-demanding physicalmaintenance of older airplanes, the livingand flying spaces within the fuselages areeasily upgraded to standards closer to today.For example, avionics facelifts with digital,all-electronic hardware can get the flightcrew much of the same functionality and

utility as today’s new aircraft. Packages withElectronic Flight Instrument System (EFIS)functionality can transform more and moreaircraft today.

Ditto for the back cabin, where everythingfrom the seat surfaces to the entire interiorpackage can be removed, refurbished andreplaced to better-than-new condition. NewLED lighting, new computer-system connec-tivity and in-flight entertainment – again, ittakes vendors familiar with the work andspecialized in the aircraft type, but it’spossible to keep these work packages asreasonable as possible.

Let’s not neglect the part of the airplanethat always gives passengers their firstimpression: the exterior accoutrements, paintand windows. Windows can be replaced orrefurbished, something best done when therest of the interior is coming out.

Some options exist to install improvedwindows with new functionality – like elec-tronic dimming control, but again, whatevercombination of these jobs you pick, down-time will be involved. Again it is work thatcan be piggybacked on other work needs –say a C- or D-Phase check that alreadyremoves the interior and carpeting.

WHEN IT’S ALL DONE…Keeping up with required maintenance willdemand a lot of time, effort and familiaritywith the asset. Specialty expertise is absolute-ly the best approach to assure yourself ofboth the best advice and the best-qualityoutcome.

Corrosion, wear and tear, pressurizationcycles, landing-gear cycles, engine cycles, theloads of takeoff, the higher loads of landings– these issue all apply to all otheraircraft…they’re universal, but keeping upwith them in any given aircraft requires cer-tain expertise, a specific background, just tobe able to recognize bad from good.

The older the plane in general, the moreexpensive the work required to keep it




airworthy and up-to-date on required main-tenance, inspections and AirworthinessDirectives will be. Older engines, unlessthey can be swapped out for somethingnewer, will always be somewhere short oftheir peak efficiency; always less efficientthan newer engines; and usually will belouder – and more expensive to overhaul orinspect.

But the fact that the older generation

Gulfstreams continue to fly stands as graph-ic testimony to the quality of the airplane,the appeal they have with many people,and the belief that older and more expen-sive-to-fly aircraft can result in lower flyingcosts – overlooking the higher maintenanceneeds, perpetually higher fuel demands andunrelenting assault of the calendar.

With a knowledgeable crew, a savvydirector of maintenance, and a relaxed

approach to fuel costs, however, an olderGulfstream does have the benefit of costingless to start and - just maybe - balancing outover several years, until it’s time to acquirea slightly newer-old Gulfstream arrives.

❯ Do you have any questions or opinions on theabove topic? Get them answered/published in WorldAircraft Sales Magazine. Email feedback to:[email protected]



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Security No.

July 2012


was preparing to make a speechin early June in Teterboro, NJabout aircraft transactions in anevolving market and the stepsfor success. It was to be given at

the NBAA Regional Forum. The event wasstanding room only, and although I am not sosure I can claim to be a Rock Star, I do believethe topic was so important, given what stilllooks like a rocky road ahead. The crowd wasclearly topic-driven.

In preparing for this speech, I was not onlyable to draw on my own company experi-ences but the experiences of other key playersin our industry - including this very publica-tion. By having World Aircraft Sales Magazineaggregate such great writers, I could just flipthrough the publication and find all I neededto begin to weave the industry tapestrytogether. Amstat and JETNET are both verysolid inventory reporting publications, BrianFoley a respected industry trend spotter, andARGUS one of the finest industry trackers ofoperations by individual operators and char-ter providers, and all have prominent views ofour industry from which to draw.

So now let’s slice, dice and reassemblewhat I read in preparation for the speech.Amstat and JETNET reported on availableinventory and they both looked at it on thebasis of year-over-year as well as month- andyear-to-date. Both companies reported inter-esting findings. It seems that available inven-tory by category is down; however the corre-sponding transactions for those categories arenot up, indicating that inventory is beingremoved from the market rather than selling.The root cause of this phenomenon could be avery positive sign, and most likely means thatthe individuals who had placed this inventoryfor sale are now perhaps finding the healthand strength of their own companies improv-ing, and the solid foundation for the reason tohave purchased aircraft originally is being feltagain. The business tool is back in play!

The other reason aircraft were on the mar-ket for sale may have been due to purelyopportunistic sellers thinking they could sellfor a higher price than was possible. Withtoday’s market conditions not allowing for

overpriced listings, those offerings have beenpulled from the market.

The reason could, of course, be a combina-tion of the two. “If I cannot sell for that price,let’s put the asset back to work.” Both reasonsresult in less available inventory for sale.

Now let’s discuss the segmentation of theglobal inventory. Europe is just starting toacknowledge what we in the United Statesacknowledged in 2008. Too much debt, too lit-tle growth, and companies that were the pillarof the business foundation have eroded possi-bly beyond salvation. This is a terrible combi-nation of circumstances.

One in five aircraft registered in Europe arefor sale with a “for sale” inventory amount bycategory in excess of 19%. There is no way somuch excess capacity can be re-absorbed intothat single region of the world, and so somegreat buying opportunities may present them-selves for us in this part of the world.

The danger here is that anytime you havean abundant amount of inventory it all suffersprice wise. So let’s discuss the effect of all thisinventory, and its resulting effect on price.Luckily for the Europeans they will most like-ly not see a value reduction like we did in2008 because that reduction has already beenaccounted for in a global adjustment of price.Exceptions would be for those owners whopurchased prior to 2005 through 2007. With allthat being said, I am still seeing price fluctua-tions and reductions every day. These are min-imal by comparison to 2008-2009, however.

I get emails daily that say, “Drastic PriceReduction”, “Must Sell”, “Next to Sell”!Typically, these fall on deaf ears. Usually ittakes more than an announcement of a pricereduction, or a statement of desiring to be thenext to sell to get the needed attention of themarket. If it were that easy everyone wouldcome to the market on day one and proclaimtheir airplane will be the next to sell. The oldfashioned hard work of marketing and aware-ness must still be an overriding factor above aprice reduction alone. We regularly pick upthe phone and call a list of about 85 dealersand brokers around the world to discuss ingreat detail our offerings. (We must help thesales partners we have in the market differen-

tiate our offeringfrom the myriad ofother offerings.)

So often the air-craft on the marketstart to all look thesame. Only modelyear and hours sep-arate most fromeach other. That, ofcourse, is a hugemarketing mistakeif anyone selling leaves the unique features ofan aircraft up to the buying side of the trans-action to discover. There are so many factorsthat one should use to try to positively sepa-rate a listing from all the others. The problemfor us all is the large amount of availableinventory for sale and the correspondingsmaller market to sell into, coupled with afluid pricing platform.

The solution is harder work and greatereffort if you are to get your particular aircraftsold. I do not mean to minimize price in theequation, but price alone or a simple “Next toSell” statement is not enough. Hard work,constant calls to the buying brokers and deal-ers, and clear marketing makes sales happen.

Don’t be discouraged by our market, beencouraged to get out ahead of your competi-tion and set the stage for success. ‘Robust’would be an exaggeration if used to describeour market, but ‘Alive’ is not a big enoughword.❯ Jay Mesinger is the CEO and Founder ofJ. Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman of AMAC.He served on the Duncan Aviation Customer AdvisoryBoard for two terms and is now on the Jet AviationCustomer Advisory Board. Jay is also a member ofEBAA and the Colorado Airport Business Association(CABA). If you would like to join in on conversationsrelating to trends in Business Aviation, share yourcomments on Jay’s blog www.jetsales.com/blog, Twitterand LinkedIn. More information visit www.jetsales.com

Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


Not Just Another Article About The Market...

THE AVIATION LEADERSHIP ROUNDTABLE

I

JMesingerJuly12_JMesingerNov06 19/06/2012 11:05 Page 1

Boutsen July 19/06/2012 10:24 Page 1


efore you turn the page thinkingthis is yet another self-servingarticle in defense of brokerswritten by a broker, consider thefollowing. Choosing a broker in-

and-of itself isn’t nearly as important aschoosing the correct broker.

We all know the value of having a brokerassist in the complex process of purchasing orselling a multi-million dollar asset. With theincreasing complexity of transactions in theseuncertain economic times and the emergenceof cross-border, cross-country and even cross-continent transactions, having professionalrepresentation is a no-brainer. With that beingsaid, we have all run into situations where theclient is extremely satisfied with the actualtransaction process only to be dissatisfied

months later after finding the aircraft is notmeeting their requirements, or possibly upontheir realization that another aircraft typewould have met the requirement at a lowerprice.

AIRCRAFT LOST OFF THE RADARI’ve had the distinct privilege over the pastfew years to get both myself and my clientsacquainted with several aircraft that are oftenoverlooked, or in some cases are virtuallyunknown in the marketplace. These includeprimarily Gulfstream variants (the G300,G350, and G400/G500 to name the mostprevalent), the Legacy 600 and Falcon 900Cand to a much lesser extent Bombardier’sGlobal 5000.

All of these fill certain “niche” markets and

sometimes come close to matching nearly 95%of what the buyer/operator is looking for, butat a large discount to the more popular/betterknown variants. In some cases they mayexactly match the buyer’s mission profile.Many of these lesser known, overlooked mod-els trade at large discounts relative to themore popular variants.

A defining characteristic of many of these‘forgotten models’ is that many were pro-duced for a very short period of time and invery limited quantities. According to JETNETonly 13 G300s were produced, followed by 11G350s, 23 G400s and only nine G500s.

Dassault’s Falcon 900C, based on the pop-ular Falcon 900 platform (of which more than489 have been produced), only 25 Falcon 900Cmodels are in service and you’d be hard ❯

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S/N 239 1,675 Hours TTSN. Equipped with 2-Tube Bendix EFIS, Dual Garmin 530’swith WAAS, Garmin GMX-200 MFD with Chartview, Skywatch HP, Garmin GDL-69 RealTime Weather, and No Damage History. Aircraft located in Europe.

S/N LA-121 6,893 Total Time Since New, 3404/3404 SMOH, 231/231 SHS by Pratt& Whitney, 428/428 SPOH, EFIS-50, Dual Raisbeck Lower Aft Body Strakes, Frakes ExhaustStacks, and No Damage History. Owner Motivated!!!

S/N BY-48 Only 195 Hours Total Time Since New. Aircraft loaded with $275K inoptions including BLR Winglets, Raisbeck Crown Wing Lockers, HF with Selcal, Aircell ST-3100 Flite Phone, and Aft Jump Seat.

S/N 200 1,595 TTSN, 718 SHS, 405 SPOH, Honeywell/ Garmin Avionics incl. 2-TubeEFIS, Dual Garmin 530’s, KGP-560 EGPWS, Sandel SN 3308 EHSI, WX-1000E Stormscope,Annual and 10-Year Inspection c/w January 2012 and NDH.

S/N 003 Only Two Owners and 3430 hours Total Time Since New, 350 Hours SMOH,Garmin 530/430, Sandel EHSI, Gear on Long Life Program, NEW Windshields and De-iceBoots Fitted March 2012, Gear Actuators Overhauled March 2012, Located in Belgium,always Hangared, and No Damage History.



pressed to find someone to explain exactlywhat differentiates the 900C from an older900B or a newer 900EX. Thus, one can easilysee why these aircraft are rarely on anyone’sradar.

The second defining characteristic of theseaircraft is that they usually trade at a largediscount relative to their more popularbrethren. In many cases these aircraft mightbe able to match 95% of the mission profile ofthe more popular model but trade at 5-15%discount when compared to the more popularmodel variant.

IT’S ALL ABOUT PERCEPTIONTake, for example the recent sale of aGulfstream G400: The airplane is essentially acontinuation of the legendary G-IVSP, but re-badged starting at S/N 1500. The most com-mon mistake made about this model is wherepeople believe it to be a “detuned” or “de-optioned” G450 – a confusion that stems fromthe larger G500/G550 product. The G500 isindeed a “de-optioned” G550, but the G400was not a “de-optioned” G450, but rather aG-IVSP.

After a few months of weak activity, thesubject G400 was remarketed as “a very latemodel G-IVSP” and very quickly afterwardswas placed under contract.

The point of this example is that the G400designation meant many people didn’t givethe aircraft a second look, confusing it for aless desirable G450 variant rather than thenewest, fully-loaded late model G-IVSP. The

eventual buyer of the aircraft flew away witha newer G-IVSP (2003 model), and paidapproximately $2 million less relative to a1400-series late model G-IVSP!

Likewise, turning to the G300, this airplaneis in essence a G-IVSP with a slightly reducedrange of 3,600 nautical miles according toGulfstream’s website, but operators of this air-craft often know from experience that thesenumbers are very conservative. Again, mis-conceptions exist – but the reality is thatthe G300 can do almost 95% of what aG-IVSP/G400 can do and can often come bet-ter equipped (most G300s have HUD/EVS,BBML and/or some form of SAT TV and are ayear newer).

Another reality is that a low-time G400will run somewhere in the neighborhood ofUS$17-19 million, a slightly older, late-model

G-IVSP with a fair amount of options will runsomewhere in the neighborhood of US$16+million, while a late model G300 can be had insome cases for between US$14.5-15.5 million.Simply put, if your mission profile doesn’textend up to 4,000 nautical miles and you’vedone your homework to include the ‘off-the-radar airplanes, your chances of buying a per-fect fit for your mission at a very attractiveprice will increase significantly.

The Gulfstream G350 and G500 are otherexamples representing strong value whencompared to their better known sister shipsthe G450 and G550. Both the G350 and theG500 have less options and slightly less rangebut in some cases under the right market con-ditions sell for millions less than the G450 andG550. They are rarely on anyone’s radar,though.

OTHER OEM “NICHE”ALTERNATIVESOf course, this article isn’t exclusive toGulfstream’s niche models. Some that initiallycan fail to garner much attention or marketexposure don’t always fit the mold of beingthe “in-between” or “detuned” OEM variantof another, more popular model. A perfectcase in point is the Embraer Legacy 600, basedon the popular ERJ 135 regional jet model.

Fairly recently, a jet owner decided theywanted to move up into a G450, leaving ajust-delivered Legacy 600 (capable of carrying16 passengers over 3,300nm) in need of a newowner.

The second definingcharacteristic of these

aircraft is that they usuallytrade at a large discount

relative to their morepopular brethren.


Typically when prospective buyers are tar-geted for an aircraft, they will be flying an air-craft that is a natural step-down from theaircraft being marketed. For example, G-IVprospects tend to come from the older GIIImarket, or historically G450 owners havetended to upgrade to a G550 or a competingBombardier Global XRS.

The Legacy 600 is somewhat unique in thisregard… it has a very large cabin relative toits operating cost. It has the range of a G200but can seat nearly twice as many occupantsand more importantly has nearly the sameoperating cost as the much smaller G200. Itwas interesting, then, that when several G200operators were contacted regarding the avail-ability of a Legacy 600, the common questionsraised were “what is a Legacy 600” or “whywould I upgrade to a Legacy 600?”

Interest grew as knowledge of an aircraftpreviously not on the radar screens of theprospects grew – not least the fact that aLegacy 600 with less than 100 hours of totaltime could be purchased for somewhere in theregion of US$20 million. Many late-modelG200 owners had paid close to US$17-18 mil-lion for their airplanes before the financial cri-sis took a chunk out of those price points.

Needless to say that as understanding of alesser known airplane on the market grew, itdidn’t stay there for long.

KEEPING AN OPEN, INQUISITIVE MINDAs stated previously other lesser known andless well understood models include theFalcon 900C, Bombardier Global 5000, andseveral less popular variants of the HawkerBeechcraft line (such as the Hawker 750).Many more exist too – and hopefully readersand prospective buyers don’t overlook thevaluable points raised by the case samplesabove. There are models at good values thatmay more closely match your mission profilewhile saving you millions of dollars over themore popular models if you enter the marketwith an inquisitive and open approach.

Ultimately, a good broker or consultantgranting professional representation shouldconsider all of these models in the course ofan in depth financial and operational evalua-tion of a client’s mission profile.

These “niche” aircraft are not for everyone,and many will point out that the discountsaved may very well be given back when sell-ing - but why shell out more money than one

needs to for either range, size or options thatexceed the mission requirement and may noteven get used. In today’s economy where weall have to justify both our existence and thatof the aircraft we operate, seeking educationon every option available is just commonsense.

❯ Andrew C. Bradley issenior vice president,Global Sales &Acquisitions at AvjetCorporation, an international provider of aircraft charter andmanagement solutions.The company is head-quartered in Burbank,California, and main-tains a global presencein Washington D.C., Seoul, Dubai, Abu Dhabi,Moscow and other locations around the globe. Tolearn more about the company, visit www.avjet.com

❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


Attorneys for business aviation.

Purchase, sale, lease and finance contract support for owners and operators.

Tax structuring and compliance.

Federal regulatory compliance.

Dispute resolution.

Wiley Rein LLP Washington, DC Northern Virginia

www.wileyrein.com/aviation



April 2012

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proudly presentsGulfstream GIVSPSerial Number 1433See page 19 for further details


his column is the fourth install-ment in the fourth annual seriesof quarterly columns describingrecent changes to aviation-relat-

ed state sales and use tax issues and, wherepertinent, other aviation related tax issues invarious regions of the United States.

As was the case with the last series of quar-terly columns, we focus on a particular regionof the United States each quarter – namely theNortheastern, Southeastern, Mid-Western orWestern States. In this column, we review anyrecent changes to state sales and use taxes inthe states located in the western region of theUnited States - namely Alaska, Arizona,California, Colorado, Hawaii, Idaho, Montana,Nevada, New Mexico, Oregon, Texas, Utah,Washington and Wyoming.

Additionally, we will discuss whether ornot each state has an exemption from its salesand use tax for casual, isolated or occasionalsales of aircraft. An exemption for casual, iso-lated or occasional sales of aircraft typicallypermits a buyer of a used aircraft to take deliv-ery and/or use such aircraft in a state withsuch an exemption without paying that state’ssales or use tax provided that the specific con-ditions of the exemption are met.

Those conditions, which vary from state-to-

state, typically require that either or both of theseller and buyer not be habitually engaged inthe sale of aircraft or - in some instances - ofany tangible personal property; that the sellerand buyer be affiliated business entities; or, inthe case of individual buyers and sellers, thatthey have a certain family relationship withone another.

Following is a summary of aviation relatedsales and use taxes within the individual statesand any changes introduced, or due, withinsaid state.

ALASKAAlaska does not have state sales and use tax.However, some local jurisdictions impose localsales tax. Municipal sales tax rates typicallyrange from a low of 3% to a high of 6%.

ARIZONAArizona has a state sales tax, which is referredto as the transaction privilege tax. The transac-tion privilege tax is not a true sales tax becauseit is not imposed on each sale of tangible per-sonal property; its base is generally the grossreceipts from such sales.

The statewide transaction privilege tax rateis 6.6% from June 1, 2010 through May 31,2013. After May 31, 2013, the rate is scheduled

to decrease to 5.6% and, effective July 1, 2021the rate is scheduled to decrease to 5%. Certaincounties also impose additional countywidesales tax.

Casual sales of aircraft are exempt fromArizona transaction privilege tax. A “casualsale” is defined as an occasional transaction ofan isolated nature made by a person who isnot engaged in the business of selling, withinor without Arizona, the same type or characterof property as that which was sold.

CALIFORNIACalifornia has a state sales and use tax imposedat a rate of 7.25%. In addition, California hasmany special taxing jurisdictions that are fund-ed by sales and use tax at a rate of up to 2.5%that is added to the new 7.25% rate. Sales ofaircraft are specifically excluded from theCalifornia exemption for occasional or isolatedsales of tangible personal property.

COLORADOColorado has a state sales and use tax imposedat a rate of 2.9%. In addition, Colorado locali-ties may impose additional sales and use tax atrates between 1% and 6%. Colorado does notprovide a sales tax exemption for casual salesof aircraft.


T

REGIONAL SALES & USE TAX FORUM

Regional Sales And Use Tax Forum

Regional update on the Mid-Western United States. by Christopher B. Younger

Regional Sales Tax July12_FinanceSept 19/06/2012 16:22 Page 1


HAWAIIHawaii has a state sales tax (which is referredto as the general excise tax and is actually atax on a seller’s gross receipts from sales oftangible personal property), and a state usetax. Each tax is imposed at a rate of 4% (4.5%in Oahu).

A casual sale is not subject to Hawaii gen-eral excise tax. A "casual sale" is an occasional,isolated, irregular, infrequent, or incidentalsale or transaction involving tangible personalproperty that is sold by a person who is notrequired to obtain a general excise tax licenseor that is not ordinarily sold in the businessof a person who is regularly engaged inbusiness.

IDAHOIdaho has a state sales and use tax imposed ata rate of 6% plus a local sales tax (at rates upto 3%) that is imposed by certain resort cities.Sales of aircraft are specifically excluded fromthe Idaho exemption for occasional or isolatedsales of tangible personal property.

MONTANAMontana does not have state sales anduse tax.

NEVADANevada has a state sales and use tax. The gen-eral statewide Nevada sales and use tax rate is

6.85%. Additional local sales tax may beimposed at a rate up to 1.25% in addition tothe statewide sales and use tax rate.

An isolated or occasional sale of aircraftnot held or used by the seller in a mannerwhich requires a seller's permit is exemptfrom Nevada sales and use tax provided suchsale is not one of a series of sales which wouldrequire a seller's permit. A person makingmore than two retail sales within any 12-month period is a retailer and is thus notentitled to this exemption.

NEW MEXICOIn New Mexico, the sales tax is referred to asthe “Gross Receipts Tax” (GRT) and the usetax is referred to as the “Compensating Tax”(CT). The GRT rate is 5.125% to 8.6875% andthe CT rate is 5.125%.

Isolated or occasional sales of aircraft areexempt from the GRT and CT provided thatthe seller is not engaged, and does not holditself out as being engaged, in the business ofselling or leasing aircraft.

OREGONOregon does not have state sales and use tax.

TEXASTexas has a state sales and use tax imposed ata rate of 6.25%. In addition, Texas countiesand localities may impose additional sales

and use tax at rates not to exceed 2%.Texas exempts occasional sales of aircraft

from its sales and use tax. An “occasionalsale” is one made by a person who does nothabitually engage in the business of sellingtaxable items and who sells no more than twotaxable items during a twelve-month period.

UTAHUtah has a state sales and use tax imposed ata rate of 4.7% plus additional local sales anduse tax of up to 3.65%. Isolated or occasionalsales of aircraft are specifically excluded fromthe Utah exemption for isolated or occasionalsales of tangible personal property exceptwhere the transfer is of less than 20% of theownership of the aircraft.

WASHINGTONThe statewide sales and use tax rate inWashington is 6.5%. Washington also has awide variety of local sales and use tax. As aresult, notwithstanding the 6.5% statewiderate, actual rates vary from 7.0% to 9.5%depending on location.

Casual and isolated sales of aircraft areexempt from Washington retail sales taxunless made by a person who is engaged in abusiness activity that is taxable under thebusiness and occupation tax, or the publicutility tax. However, casual and isolated salesare subject to use tax unless another exemp-tion applies under the use tax law. “Casual orisolated sale” means a sale made by a personwho is not engaged in the business of sellingthe type of property involved.

WYOMINGWyoming imposes a statewide sales/use taxat a rate of 4% plus local sales/use tax at ratesbetween 0.5% and 2%. Wyoming does notprovide a general sales tax exemption forcasual sales of aircraft.

❯ Christopher B. Younger isa member of the BusinessAircraft Group at GKGLaw, P.C. He is a tax andFAA specialist concentrat-ing in the areas of corpo-rate aircraft transactionsand aviation taxation.

❯ Mr. Younger can bereached at the firm’sWashington, DC office, 1054 31st Street, NW,Suite 200, Washington, DC 20007, telephone:(202) 342-5295, facsimile: (202) 342-5203, e-mail: [email protected].

Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]

REGIONAL SALES & USE TAX FORUM

Regional Sales Tax July12_FinanceSept 19/06/2012 16:24 Page 2


Pre-Owned Aircraft Sales Trends

PRE-OWNED A/C SALES TRENDS

What doesn’t kill you makes you stronger... by Fletcher Aldredge

s the aviation market ‘Still crazyafter all these years?’ We don’tthink so. This marketplace, per-haps even the larger economy,looks about as normal as possi-

ble considering the lack of unbridled lendingand unbridled spending. Yes, we are alsotired of hearing the term, but this may be thereal new normal.

We (and lots of others) were wrong whenwe said it was the new normal back in 1993,then again in 2003. This could be what nor-mal looks like with responsible lending andcareful spending – except for the nearly $16trillion of National Debt. That’s not too re-sponsible or careful, but probably better thanEuropean-style austerity.

There is a bright side to all of this. Theprolonged downturn coupled with a paltryrecovery has forced change in the industry –closing the door on the old ways forever.As a former baseball coach used to say, ‘If itdoesn’t kill you it makes you stronger.’We’ll expound later.

PISTON SINGLES & TWINSThese have exhibited remarkable price stabil-ity quarter after quarter. That is not to imply

that everything is selling - nor is it easy tosell. There is no shortage of airplanes on themarket, and it is estimated we can see onlyabout half of them.

Much like the unemployed, many sellershave given up and stopped advertising. Thethought of taking less than the loan amountor the amount they have invested is too hardto swallow. Activity is limited to the betterairplanes and the better prices...and the own-ers who really want to sell.

The proverbial sweet spot seems to be inthe $100k-200k airplanes. Demand is good forBonanzas, 210s, Senecas, or just about any-thing if it’s priced right and squawk-free.As one buyer puts it, “Where are you goingto put your money? The stock market?” Nowthat’s a scary thought.

TURBOPROPSWe wouldn’t dare lump this category in withthe piston market. However, King Airs, Con-quests and Twin Commanders share some-thing in common with Cessna Cardinals andPiper Archers – namely their long-term pricestability.

It might even be safe to say the averageturboprop has reached the bottom. This equi-

librium is probably due to perceived value.No airplane is cheap, but just look at whatyou can get for $1m+/- in the turboprop mar-ket: early model King Air B200s and 300s;not-so-early-model C90Bs, F90s and PiperMeridians; and most Conquest Is, Cheyennesand Twin Commanders.

Obviously times and condition have a lotto do with value, but there is a lot of opportu-nity in this segment.

JETSActivity comes at a price – literally. Almostevery broker we spoke to over the last quar-ter was, and is very busy. Sure, the DogDays of Summer started in January for someof the older, needier airplanes – but later-model and realistically-priced jets are mov-ing. Nevertheless, it is a little disconcertingthat prices continue to slip for many (if notmost) jets. The Vref Light Jet Index fell 2.5%in the past quarter, Mid-Size Jets were off8%, and Large Jets lost 3.8% in value. Seemore details at VrefOnline.com.

There is indeed some momentum build-ing in the late model (2008 and newer) largecabin market. Some dealers are optimisticthis could spread to other markets.

I

Pre-OwnedJuly12_Pre-Owned Sales Jan06 19/06/2012 11:52 Page 1

This may be one of the most prolongeddownturns and probably the sketchiest re-covery in memory. It might be time to re-think the 10% rule – ‘it’s more of a guidelineactually.’ In a normal market, defined by anadequate supply of willing buyers, sellersand lenders, we’ve often thought when in-ventory falls below about 10%, prices tendto move up. However, in this new normalworld it all depends on demand. If there isonly one airplane available and there are nobuyers, the market is flooded. Most impor-tantly in this market, every time prices fall,new demand is created.

ANOTHER VICTORY FOR THE FREE MARKETWhen the market collapsed at the end of2008, there was a lot of concern about theinformation that buyers seemed to have. Ba-sically, they thought the market was floodedand prices were tumbling. If that was so ob-vious to buyers (and every other person onthe planet), why did sellers seem soconflicted?

As recently as the mid-1990s, aircraftprice guides were kept out of the hands ofretail customers. Some of you might remem-ber the days when wholesale pricing infor-

mation was actually printed backwards –just in case it ‘fell into the wrong hands.’

It’s easy to understand how some bro-kers and manufacturers had some anxietyrelated to the modern day information over-load. Thanks to the Internet and 24/7 cablenews, there are no secrets. That is not to saythat all information is correct information –far from it, actually.

Consumers are much better informedthan ever before. Has this helped or hurt theindustry? Clearly, it has helped. Five yearsinto a persistently soft marketplace we arehappy to say the industry has thoroughlyadapted.

With an open exchange of informationand no artificial tampering (or help from thegovernment) airplanes are selling. Buyersand sellers have come to terms and aredoing business. Even in very tough times,airplanes are wanted and needed. The reces-sion didn’t kill us, it made us stronger. Thiscapitalism/free market thing appears to bea good idea after all.❯ More information from www.vrefonline.comDo you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to:[email protected]

Five years into a

persistently soft

marketplace we

are happy to say

the industry has

thoroughly adapted.

PRE-OWNED A/C SALES TRENDS

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▲

device so popular that it’s movedfrom cockpits into panels, the iPadserves many masters with a myriadof functions and applications – or

“apps” as Apple calls them. Apps have

become increasingly popular in aviation. One

company, built the Cub-like Zlin Savage iCub

aircraft around it (http://icub.aero/?p=21), but

most aviation users take their iPad into their

cockpits, apps loaded and ready to work in a

myriad of ways.Apps serve as flight planners and record

keepers, weather resources and more. Go on-

line to the Apple iTunes store or Google the

Internet: aviation apps are a growing seg-

ment of the iPad marketplace, and pilots up

and down the scale are embracing thetouch-screen tablet.

With the standard caveats about not try-

ing to learn to use new tools in the airborne

cockpit, following is a run-down of what (by

a non-scientific consensus) seems to be the

top ten must-have products for the iPad for

pilots – all available through Apple’s iTunes

store.

104 WORLD AIRCRAFT SALES MAGAZINE – June 2012Aircraft Index see Page 4www.AvBuyer.com

Plane Sen

se on

Paperless C

ockp

its

Top Ten AppsFor The Cockpit:

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ust a few years ago, anyone couldwalk through a General Aviationairport FBO lobby and see corporatepilots passing the time as they wait-ed for the return of their passengers with astack of little brown binders and large pilesof papers in front of them. One pile wasmade up of the sheets that had been rippedout of the binders and the other pile was apristine, neat, new stack, ready to repopulatethe little brown binder. Anyone from theindustry knows that these were Jeppesennavigation charts, and the updating processfor the pilots was time consuming andnever-ending.

Now, with new digital systems, it can allbe done by hitting the download button. Ijust wonder what pilots are doing now to filltheir day while sitting in a remote FBO,without any Jeppesen charts to update.There are several Advisory Circularsissued by the FAA to help explain and pro-

vide guidance on the Paperless Cockpit,which is now commonly known as the

100 WORLD AIRCRAFT SALES MAGAZINE – June 2012

Aircraft Index see Page 4

www.AvBuyer.com

Plane Sen

se on

Paperless C

ockp

its

(From a maintenance point of view. )by Steve Watkins

The PaperlessCockpit

J

ake delivery of a new business

aircraft this year and the odds

favor that the package includes a

couple of bonuses: The unparal-

leled gratitude of the successful sales

team…and an Electronic Flight Bag loaded

with the digitized copies of all the salient

documents (save for the pieces of hard copy

still required - namely the airworthiness cer-

tificate and aircraft registration).Whether your EFB solution meshes with

the governing Federal Air Regulations and

others depends to some extent on the opera-

tional rule under which you generally fly

the aircraft. But the increasingly ubiquitous

iPad is at the head of the pack when it

comes to winning approval for use in opera-

tions covered by commercial rules – FAR

94 WORLD AIRCRAFT SALES MAGAZINE – June 2012

Aircraft Index see Page 4

www.AvBuyer.com

Plane Sen

se on Pap

erless Cockp

its

They’re more than weight-savers -

EFBs save time.by Dave Higdon

The EFBWait-LossProgram:

They’re more than weight-savers,

EFBs save time.

T

94

100

104

The Paperless Cockpit - Froma maintenance point of view.

Top Ten Apps for the Cockpit

Three articles focused on Refurbishments:

1. Planning for a Major Refurb Project

2. Ten Common Refurb FAQs

3. Investing Appropriately with Resale In Mind

Copy required by 11th July 2012


Pre-OwnedJuly12_Pre-Owned Sales Jan06 19/06/2012 16:11 Page 2


❯

Asia PacificIndustry Round-Up

GLOBAL MARKETS - ASIA PACIFIC

CESSNA TO BE THE FIRST WESTERN OEM TO SET UP ASSEMBLY LINES IN CHINA ?

China continues to

dominate region’s

activity. by Mike Vines

he People’s Republic of Chinacontinues to dominate BusinessAviation activity in the AsiaPacific region. Cessna through aplethora of partnerships looks

likely to become the first western country toset up business aircraft assembly lines inChina. Meanwhile, a new dedicated BusinessAviation airport is to be built at Beijing andOEMs are increasing their visibility in thecountry and across the Asia Pacific regiongenerally so as to be closer to their customers.

CHINAChina’s first dedicated Business Aviation andflight training airport is being developed froma green field site at Ping Gu, just half anhour’s drive due east of Beijing CapitalAirport. Work on the eleven-square-kilometersite is being developed by Beijing GeneralAviation (BGA) which is wholly owned by theBeijing Government. The airport will proba-bly be known as Beijing General AviationAirport.

The first phase of development calls for a1,800 meter long runway which is expected totake around six months to complete, accord-ing to David Tang who is acting as a consult-ant to the new airport. Tang is hopeful thatpermission will be granted to extend the run-way to 2,000 meters making it better suited tothe operation of Gulfstream/Global Express-sized aircraft from the start.

Phase two calls for the runway to beextended to 2,600 meters. BGA’s traffic won’tconflict with Beijing Capital’s, Tang outlined.The authorities want to find a suitable west-ern FBO operator and also to attract OEMs toset up MROs there.

“The FBO will probably be an exclusivedeal,” Tang outlined.

T

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Over the last few months Cessna hasunfolded plans to prosper in China with newsthat it is to build Caravans, CitationSovereigns and eventually Latitudes there.Cessna and Aviation Industry Corporation ofChina (AVIC) signed two strategic agreementsto jointly develop General and BusinessAviation in the PRC, paving the way for arange of business jets, utility single-engineturboprops and single-engine piston aircraftto be manufactured and certified in China.

Cessna has also signed with AVIC AviationTechniques Co. and the ChengduGovernment to establish a joint venture toproduce mid-size Cessna business jet models,as well as a potential new product for thebusiness jet market. Whether this will includethe EBACE-unveiled Longitude remains to beseen.

The Cessna Caravan assembly deal is inconjunction with the China Aviation IndustryGeneral Aircraft Company Ltd., and theShijiazhuang Municipal Government. Thecooperation framework for this eventual jointventure includes aircraft sales and customersupport for Caravans in China and for theChinese market.

“Not only does this continue Cessna’sinvolvement in the development of GeneralAviation in China, but it also paves the wayfor aircraft sales to which we would not haveotherwise had access,” Mike Shih, vice presi-dent, China Strategy and Business develop-ment at Cessna remarked. “These aircraft willbe manufactured in Kansas, and sent toShijiazhuang, China, to undergo final assem-bly and then be sold in China.”

Furthermore, Cessna has appointed BeijingDINGSHI GA Tech Service Center (CFIC) as a

Citation authorized service facility. It will pro-vide maintenance services on the CitationXLS+ family, Citation Sovereign and CitationX aircraft throughout northern Asia, andCessna has also signed a preliminary agree-ment to appoint Shanghai Hawker Pacific asan authorized service facility to cover supportfor Citation Sovereigns operating in northernAsia.

Dassault Falcon is also setting up a newoperation in Shanghai to support its growingChinese fleet. Dassault Falcon AircraftServices (China) will be established by the endof the second quarter in partnership withShanghai Hawker Pacific at the ShanghaiHawker Pacific complex at HongqiaoInternational Airport, and will play a key rolein supporting the Falcon fleet that is expectedto triple there by the end of 2012.

The Civil Aviation Administration of China(CAAC) recently granted a Part 145 repair cer-tificate for Hawker Pacific as well as a Part145 approval for the Falcon 7X. Approvals forthe Falcon 900LX and Falcon 2000LX modelsare expected within six months.

And CAE has become the first independ-ent training provider to be qualified as aCAAC approved training organization (ATO)for maintenance training for Dassault Falconaircraft under China's CCAR-147 regulation.The approval enables CAE to deploy mainte-nance training courses in China for all in-pro-duction Dassault Falcon aircraft. The CCAR-147 is part of the CAAC’s policy to acceleratethe development of civil aviation maintenancemechanics there.

Meanwhile, Embraer and China’s ICBCFinancial Leasing Co., Ltd. have signed aMoU for both commercial and business jet air-craft financing and leasing. Under the MoUtotal program support could amount to asmuch as $2.5 billion over the next five years.

China’s Minsheng Financial Leasing Co.,Ltd. (MSFL) recently took delivery of its firstof 13 Legacy 650s from Embraer. The mile-stone follows the July 2011 MoU betweenMinsheng and Embraer, covering the fullrange of Embraer’s executive jets which wasshortly followed by MSFL’s 13-aircraft Legacy650 order. At the 2012 Singapore Airshow,Embraer and Minsheng announced an addi-tional agreement for three Lineage 1000s.

Finally, Greenwich AeroGroup andExecuJet have expanded their relationship toinclude ExecuJet Haite Aviation Services(based at Tianjin). The renewed agreementenables ExecuJet to represent GreenwichAeroGroup parts distribution, repair andoverall services at all of its locations.Company officials say access to these newlyadded Greenwich AeroGroup services, as wellas incentive-based discounts will result inadded benefits for customers.

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HONG KONGA new pan-Asian aviation consultancy grouphas been formed and it’s definitely not a oneman, one country brokerage shop. NamedAsian Sky Group, it is backed by SEACORCapital (Asia) Ltd and Avion Pacific Ltd., andrecently signed a Strategic PartnershipAgreement with Avpro allowing for crossreferrals; joint marketing and promotions ofboth company's services and exclusive aircraftlistings to clients and prospects; and the place-ment of employees in Asia and the US towork alongside each other.

Capitalizing on SEACOR Capital’s andAvion Pacific’s considerable investments andbusiness development initiatives in AsiaPacific and its partnership with Avpro, AsianSky is offering new or pre-owned aircraftsales and acquisitions; aircraft managementand flight planning services; aircraft comple-tions and refurbishments; MRO/FBO usage;financial solutions; flight crew/ maintenancetraining; and supplemental lift and aircraftcharter.

(Asian Sky’s Managing Director Jay Shawis also the co-founder of Business AviationAsia (BAA) in Hong Kong and Asia UnitedBusiness Aviation (AUBA), a fully integratedbusiness aircraft services company.)

Gama Group, meanwhile, is to open aHong Kong operating base that offers com-plete turn-key facilities to existing and poten-tial customers. Mirroring operations inEurope, USA and the Middle East, Gama isnow able to offer its clients aircraft manage-ment and charter services throughout Asia. Inworking together with Gama Charters Inc.,Gama Asia provides operations through its in-house FAA Part 135 Approval.

Futher, Jet Aviation Hong Kong hasopened a new interior shop in Tsuen Wan inthe Kowloon area of Hong Kong. The 5,200sq. ft. shop will add comprehensive interiorrefurbishment capabilities to the company’smaintenance facility with broad support forupholstery, carpeting, faux finishing andspray-painting.

And Hong Kong-based Metrojet is open-ing its first overseas venture, MetrojetEngineering Clark Ltd, an MRO facility at theDiosdado Macapagal International Airport(DMIA) 40 miles north of Manila in thePhilippines. The company says this marks thebeginning of an international expansion pro-gram designed for heavy and business jetline-maintenance capabilities.

Metrojet has also become the first Rolls-Royce Authorized Service Centre for BR710engines in Asia, providing full line mainte-nance support for engine and componentinstallation and removal of Rolls-RoyceBR710s. This includes Gulfstream GV andBombardier Global Express series aircraft.Later this year the line maintenance support

will be extended to cover the Rolls-Royce Tayseries engine that powers the Gulfstream GIV,and the BR725 engine that powers the G650.

Additionally, a strategic alliance betweenUS-based Solairus Aviation and Metrojet hasbeen formed to offer both aircraft manage-ment services and comprehensive aircraftcharter service solutions for clients in Asia.The partnership will capitalize on Solairus’extensive experience in aircraft management,as well as Metrojet’s respected name andbrand.

INDIAEmbraer has signed an MoU with Air WorksIndia Engineering Pvt Ltd to create a partshub for all its in-service executive jets there.This covers Phenom 100, Legacy 600/650 andLineage 1000 parts to be housed at Air Works’facility in Bangalore. Parts will be dispatchedto Embraer’s eight Authorized Service

Centers across the country.A third of all Asia Pacific Embraer execu-

tive jets are based on the sub-continent andEmbraer says the Bangalore move comple-ments the role of Embraer’s SingaporeRegional Distribution Center, where a masterstock of parts for all of Embraer’s executivejets are held.

In addition, Bell Helicopter has opened anew office in New Delhi to cover its opera-tions in India. Currently there are two BellHelicopter Customer Service Facilities in theregion: Deccan Aviation in Bangalore and AirWorks in Mumbai. Bell Helicopter also hasfull-time Customer Service representationthere.

JAPANAirbus has won its first corporate jet sale inJapan, for an Airbus ACJ318 which has beenordered by an undisclosed customer. Back inMarch Airbus demonstrated an ACJ318 at theopening of Tokyo Narita’s Premier Gate FBO,the first dedicated business jet terminal inTokyo.

AUSTRALIAMahindra GippsAero successfully completedthe first flight of its ten seat GA10 250shp tur-boprop utility aircraft from Latrobe Airport,Victoria, on May 1. They’re not exactly VIPaircraft, but these rugged machines will havethe capability to fly customers into remoteareas. The multi-role aircraft will eventuallybe introduced to the Indian market saysHermant Luthra, President Mahindra SystechAviation (owner of GippsAero).❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


JEFFREY LOWE, ASIAN SKY GROUP’S GM

EMBRAER SIGNS A DEAL IN INDIA TO CREATE A ‘PARTS HUB’ THERE


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Brig. Geneal Ali Algazlan -Air Attache (contact in UK)Saudi Embassy LondonTelephone No.: +44 (0)20 7581 7070 Ext. 210 E-mail: [email protected]

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RASF WAS July 19/06/2012 10:29 Page 1

SAFETY MATTERS - PILOT FATIGUE

Avoid Nodding Off:Managing Fatigue Risk In Private Aviation. by Dave Higdon

or pilots flying scheduled air-lines the debate about fatigueremains a controversial topic –but largely from the regulatoryperspective, debating whether

the FAA’s new rules provide the guidanceconsidered scientifically justified.

The agency tacitly acknowledged theimpact of cost-benefit consideration whendeciding to exempt cargo carriers. Similarly,most professionals in aviation know thatongoing debate about leaving cargo outprompted the FAA to review the issue forcargo crews’ rest and duty rules.

Safety and fatigue experts concur:Fatigue in safety-critical jobs applies regard-less of what’s carried - cargo or people.

They also note that the issue remains animportant one in General Aviation, whetherit’s the on-demand charter commercial ele-ment, the private pilot flying a piston air-plane, or a professional pilot flying a privatejet under FAR 23.

As one safety inspector explained, “Itmakes no difference, a tired body andfatigued mind make for a dangerous combi-nation…behind the wheel of a truck, in thehospital operating room and most certainlyat the controls of an airplane.”

Yet exactly how companies and crewmanage their rest and work cycles isn’t reg-ulated like it is for airline crew. It’s mostly amatter of recognizing the problems thatoccur when crew fly exhausted, and then

self-imposing limits to prevent those issuesfrom impacting operations.

The major Aviation Organizations offermaterials and courses to members to helpthem to understand and manage flying timeand rest time, but it’s still ultimately up tooperators to recognize and act on fatigue.That can sometimes be a difficult call forsmaller flight departments and single-plane,single-pilot Business Aviation operators.And that’s where concerns arise.

A cooperative study of CorporateAviation by NASA, the Flight SafetyFoundation and the National BusinessAviation Association (NBAA) gives us somesolid insights into the pervasive, insidiousnature of fatigue as a flight-safety issue.

F


❯

Safety Matters June12_Gil WolinNov06 19/06/2012 14:29 Page 1

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• Within a population of corporate pilots predominantly flying in Part 91 opera-tions, 90 percent name fatigue as a moderate or serious safety issue from their experience.

• A telling 75 percent of those pilots admitted involuntarily nodding offwhile flying a business flight previously.

Anecdotal evidence from the piston-pilotcommunity (many of them regular businessflyers making 500-miles-plus flights hints atmore than half struggling to stay awake, orinvoluntarily napping in-flight to the pointof missing a radio call.

Reports from the NTSB contain numer-ous instances in which fatigue was in evi-dence as a factor in accidents and incidents– several of them high-profile, many lessprominent because thankfully no accidentoccurred or the incidents didn’t rise to thelevel of making the headlines.

A WIDESPREAD PROBLEM, ON AND OFFFatigue - we know it even when we don’t

recognize it or its cause. As one definitionnotes, causes vary. The Free Dictionary’sMedical Section defines the phenomenonthis way: “Fatigue is physical and/or men-tal exhaustion that can be triggered bystress, medication, overwork, or mental andphysical illness or disease.”

That’s six causal factors. All appear regu-larly in accident and incident reports in allmodes of transportation; aviation, however,stands alone as the only mode for which theoperations effected occur in four dimension– with time, the fourth dimension, itself acontributing factor.

We usually attribute inadequate rest asthe most-common environmental factor infatigue, but in reality the problem frequent-ly results from other environmental causes,among them work and home stress, poordietary habits, poor physical condition, oras a symptom of other chronic medical con-ditions or disease processes we suffer. Heartdisease, low blood pressure, diabetes, end-stage renal disease, iron-deficiency anemia,narcolepsy and cancer, for example,may contribute to long-term, ongoing

fatigue symptoms.Ditto for acute illnesses (viral or bacterial

infections) which may spur temporary sen-sations of exhaustion. A common symptomof depression is fatigue. And don’t forgetthat various common, over-the-countermedications produce the effects of fatigue,among them antibiotics and medications forhypertension, antihistamine-based hay-fever and cold medications.

Allow fatigue to go unresolved for longenough, say six or more months, and othersymptoms may emerge as an indicator ofsomething called chronic fatigue syndrome,characterized by many of the symptoms ofinfluenza – soar throat, muscle weakness,pain, and swollen lymph nodes.

Yet if identifying fatigue seems easy fromthe above, think again: we often do our mostto deny being at our worst and in the processwe often defeat our need to simply rest.

THE CUMULATIVE EFFECTFatigue happens subtly, insidiously…but notwithout warning. By the time we’re sofatigued that we show obvious symptomswe’ve passed the point where even a “goodeight-hour sleep” is sufficient. In fact, we’vebeen accumulating a rest deficit for somewhile, maybe even weeks.

But as little as sleep cycles being disruptedfor two to three days allows us to begin accu-mulating a rest deficit – and “rest” versus“sleep” is the operative word, because not allsleep is restful, and time needed to feel restedoften takes more than sleep time alone. Thinkof rest as an account that must ultimately bebalanced – and ultimately will balanceitself - time, place or our will to sleepnotwithstanding.

In even mild instances, the most-commonmanifestation of fatigue comes by way of lackof focus, inability to execute known tasks,short-term memory issues, up to and includ-ing spontaneous nodding off at inappropriatetimes – say in the cockpit of a business jet asinappropriate a time for a pilot as the operat-ing room for a surgeon.

That’s when lives are most at stake. Andit’s to prevent crew from ever reaching thatpoint that most fatigue countermeasures arestructured.

FATIGUE IGNORED CAN COST YOU DEARLYDo you think the idea of managing flightcrews to avoid fatigue issues too expensivefor your operation? Think of the costs of apreventable accident – particularly one inwhich human factors such as fatigue play arole. Then consider the simplicity of making amindset change, as well as the benefits toother aspects of our lives.

Life and dietary changes to habits that are




more fatigue resistant serves as one form ofanti-tiredness strategy; living and workingmore regular hours and eating smarter takesonly individual commitment to put intoaction. And we live healthier. Corporate poli-cy also helps – particularly in operations withestablished flight departments, safety man-agement systems and other support mecha-nisms less common to single-plane/single-pilot and owner-pilot operations.

Conversely, constraints exist on pilots’ andmechanics’ abilities to limit other factors. Forexample, long, odd hours are something of astaple in Business Aviation; it’s unlikely theycan be managed away completely. Likewisefor some of the stresses of serving as flightcrew on business aircraft. And for the owner-flown business aircraft operation, the issuescan be compounded by the dual responsibili-ties of running a business and piloting anaircraft.

That doesn’t mean that fatigue can’t beeffectively managed or mitigated. The firststep amounts to nothing more than simplerecognition of the issue; that’s all it takes. StepTwo comes about with the solid commitmentto manage flight operations to avoid fatiguefrom becoming an issue and/or a commitmentto take the steps necessary to mitigate theproblem once manifested. But it doesn’t stopwith the boss telling the pilot to go home,catch up on sleep and come back tomorrow.

Sometimes fatigue comes into play by fitsand starts, a little at a time; losing an hour’ssleep one night, starting early the next day,ending the flying day early, but then continu-ing in a work mode on whatever, with the pat-tern continued over the course of as few asthree or four days – that’s enough to seriouslydisrupt rest cycles and start an accumulatingrest deficit.

Throwing in more variables makes the pic-ture more complicated, and the solution morecomplex (for example, a week of out-of-sync-with-sleep-patterns trips marked by a coupleof time-zone changes), and the crew can bewell on its way to a rest deficit requiring morethan a mere weekend to counter it. Square thepotential for problems if that weekend lacksactual rest on normal cycles or the pilot has totravel a time zone or two just to get to thehomestead.

Savvy operators who acknowledge and actdo so out of their own desire to maintain asafe flight operation – arguably the best andmost-effective motivation there can be. Help isout there for private operators who haven’t yetrecognized the potential for fatigue problems,however.

PART 91: SELF-MITIGATIONEFFORTS ABOUNDNBAA offers guidance, and notes that morethan 300 flight departments apply fatigue-

management recommendations in theInternational Standard for Business AircraftOperations (IS-BAO), a compendium ofindustry best practices and a focus on self-reg-ulation. Self-regulating issues addressed byagencies in Commercial Aviation helps count-er pressures to regulate private operations andassists flight departments worldwide in reach-ing levels of safety and professionalism on parwith more-regulated operations.

IS-BAO offers general insights on fatiguemanagement and gives operators latitude toestablish practices and policies suitable fortheir particular operation – and we all under-stand that Business Aviation operations are asdiverse in their make-ups as there host com-panies are in their types of business. But evenat more than 300 flight departments, thatleaves a lot of other operators either whistlingpast the graveyard or, alternately, using otherways to manage their fatigue risks.

For some operations that means limitingwork days for crews starting earlier than nor-mal; for others it means pre-positioning crewto relieve pilots pushing the company’s work-,flight- and travel-time limits, themselves self-imposed. And many flight-department man-agement packages and safety managementsystems, such as Jeppesen’s Fatigue RiskManagement Portfolio, provide guidance andtips business-aviation-using companies cantailor to their needs.

The bottom line, according to safetyexperts, is to recognize and act on the poten-tial as a regular part of flight operations –right on a par with annual and 100-hourinspections, recurrent training, and keepingsoftware, charts and plates up-to-date.

Think of fatigue management as anothercost of business with the payback of saferoperations, healthier crew and the lowerinsurance costs of going years without an inci-dent or reportable accident. Safest practices inaviation are something of which we shouldnever grow tired.

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – July 2012 121


HOW THE OTHER HALF FLIES:Although the FAA doesn’t mandate work andrest hours, weekly, monthly or annual flight-time limits, some of what the FAA adoptedlast December may have application in somePart 91 flight departments. For reference,take a look at the “science-based” standardsset by the FAA in its revised work/fly/restrequirements for airline pilots published lastDecember.http://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdf

AMONG THE PROVISIONS AREREQUIREMENTS STATING:

• Pilots must be allowed a minimum of 10 hours of rest every day, up from the old rule’s eight-hour requirements;

• Pilots must get a minimum of 30 consecutive hours each week free from work duties, up from the old rule’s 24-hour standard;

• Depending on when the duty day begins, pilots are limited to eight or nine hours of flight-time each day – and there are more limits on the lengthof the duty day, which includes non-flying work time.

Although the FAA initially demurred fromapplying these same standards to the cargoairlines, the agency since has started areview of the decision, and is reconsideringwhether the rules should apply to carriersflying goods rather than people. Regardlessof views on that, there’s no escaping thatthe science has become clearer on the causeand effect of fatigue – and it’s seldom, ifever good.


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Priority Code: PM10XP12

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Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]

• Extended Range Fuel

Serial Number: 45-2083Registration: N412ETAirframe TT: 2134Landings: 1827

AirframeFactory Warranty Through Sept. 2012Smart Parts

EnginesBoth Engines 2134 hours TT \1827 CyclesEnrolled on MSP

Avionics• Honeywell Primus 1000 Integrated Flight• Director & Autopilot System• 4-tube 8x7” EFIS,• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder

• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Black and PlatinumStripes.

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Elm Burl gloss inlays in thecenter club. Seating is finished in Balsam leatherwith Milkweed lower sidewalls, and finished ElmBurl wood gloss laminate.

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

2007 Learjet 40XR

Northern Air N412ET June 19/06/2012 12:17 Page 1

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Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]


Serial Number: 40-2100Registration: N959RPAirframe TT: 1895Landings: 1538


AirframeFactory Warranty Smart Parts

EnginesLeft Engine 1907 / Right Engine 1899 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Imbuia gloss inlays in thecenter club. Seating is finished in Almond Crunchleather with Surfside lower sidewalls and finishedImbuia wood gloss laminate

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

2008 Learjet 40XR

Northern Air N959RP June 19/06/2012 12:20 Page 1

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Japat AGDaniel Stieger

E-mail: [email protected]

Serial Number: 9067Registration: N67RXAirframe TT: 7160Landings: 2125

As owner, Japat AG offers for sale its2000 Bombardier Global Express,Serial Number 9067.This aircraft features:

• Honeywell Avionics• 8C-Check and Landing Gear Overhauljust completed

• New soft goods and white paint

AirframeEmpty Weight: 49,696 Lbs, Max Gross Weight:96,000 Lbs, Max. Landing: 78,600 Lbs. . NoKnown Damage History.EnginesBR710A2-20 on Corporate Care.Left: S/N-12235, TT: 7160.1 Hrs, TC: 2,125Cycles.Right: S/N-12246, TT: 7160.1 Hrs, TC: 2,125.All Inspections Current.APU: RE-220(GX). On MSPAvionicsDU-870 EFIS, Honeywell FMS, HoneywellIC800 Flight Director & Autopilot,GPS-550 GPS, RNZ-850 NAV, ADF, & DME,RCZ-833K VHF, HF-9000/Selcal HF,RCZ-833 Mode S Enhanced Transponder,Primus-880 Radad, TCAS, FDR, CVR, ELT

InteriorOriginal, 14 seat interior. Baker CabinManagement System. Electric WindowShades. 4 Club Seats in Forward Cabin, 2 ClubSeats plus 4-Seat Dining Group in Mid Cabin,2-Seat Divan plus 2 Club Seats in Aft Cabin.Fwd and Aft Magair Toilets. DVD, CD, & VCR.6-6.5” Seat Monitors. Crew Rest has built-inPMAT plus 10” Monitor. Fax. TIA Oven. Freezer.Chiller. Microwave. Aircraft will be deliveredwith fresh soft goods in June 2012. Color canstill be decided by buyer.ExteriorIt is coming out of 8C with fresh soft goods.Aircraft has an all new white paint

Aircraft Located in Morristown, New Jersey

Price: Please Inquire

2000 Bombardier Global Express


2000 Global Express July 19/06/2012 12:22 Page 1

SHOWCASE

Serial Number: 9086Registration: M-MNAAAirframe TT: 6370Landings: 2229

As owner, Japat AG offers for sale its2001 Bombardier Global Express,Serial Number 9086.This aircraft features:

• Honeywell Avionics• 8C-Check and Landing Gear Overhaul inOctober 2012

• Buyers Choice of new Interior and PaintColors

AirframeEmpty Weight: 49,545 Lbs, Max Gross Weight:96,000 Lbs, Max. Landing: 78,600 Lbs.EnginesBR710A2-20 on Corporate Care.Left: S/N-12287, TT: 6370.19 Hrs,TC: 2,229 Cycles.Right: S/N-12286, TT: 6370.19 Hrs,TC: 2,229. All Inspections Current.APU: RE-220(GX). On MSPAvionicsDU-870 EFIS, Honeywell FMS, HoneywellIC800 Flight Director & Autopilot,GPS-550 GPS, RNZ-850 NAV, ADF, & DME,RCZ-833K VHF, HF-9000/Selcal HF,RCZ-833 Mode S Enhanced Transponder,Primus-880 Radad, TCAS, FDR, CVR, ELT.InteriorOriginal, 14 seat interior. Baker CabinManagement System. Electric Window

Shades. 4 Club Seats in Forward Cabin, 2 ClubSeats plus 4-Seat Dining Group in Mid Cabin,2-Seat Divan plus 2 Club Seats in Aft Cabin.Fwd and Aft Magair Toilets. DVD, CD, & VCR.6-6.5” Seat Monitors. Crew Rest has built-inPMAT plus 10” Monitor. Fax. TIA Oven. Freezer.Chiller. Microwave. Aircraft will be deliveredwith fresh soft goods in October 2012. Colorcan still be decided by buyer.ExteriorJuly 2002 Paint. Overall White with Blue andGold Stripes. Aircraft will be delivered with new,October 2012 Paint. Color can still be decidedby buyer.

Aircraft Located at Basel-Airport, Switzerland

Price: Please Inquire

2001 Bombardier Global Express


Japat AGDaniel Stieger

E-mail: [email protected]

2001 Global Express March 19/06/2012 12:30 Page 1

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1991 Hawker 1000B


Remo Investments Tel: +44 (0) 7860 307638Email: [email protected]

Serial Number: 259004Registration: M-ACPTAirframe TT: 3946Landings: 2328

• 8.33 VHF• FN Immune Navs• RVSM approved• MNPS approved• 3000 nm with 8 Pax• One owner since factory

EngineEngines Hours/Cyc:Left: 3374 TTSN. 1968 TCSN.Right: 3109 TTSN. 1809 TCSNEngines – ESP Silver

APUSolar T-62T-40C8D-1 Total Hours: 1355

AvionicsDual Honeywell SPZ-8000. Dual Honeywell EDZ-818 Dual Honeywell DFZ-800 Nav (RNZ850/ADZ 810/RCZ 850 Mode S.)Dual Honeywell SRZ-850 Corn.Dual Honeywell Laseref III / with GPS.EGPWS Honeywell Mk VTCAS 2000Dual Honeywell FMZ-900 FMSHoneywell Primus 870 W/RadarHoneywell AA-300 Rad/Alt.Racal H690/4 Pax/Crew TelephoneFairchild CVRDual King KHF-950 HF with S/CAL.FDR – ProvisionsNZ 2000

Interior8 place with 5 individual chairs, including fwd. club4, aft 3 place divan all in leather. Dual fwd. galleywith cooking oven, 'fridge, hot water/coffee potand sink unit. Aft toilet. Baggage hold aft of toilet. Aft slimline wardrobe, Fwd wardrobe/baggage with tambour door & 3rd crew jump seat stowage.Light veneers & gold plated fittings. New Headand Window liner to dado in Ultra Leather in 09

ExteriorOverall white, silver & red scheme. 2008

WeightsMax. Ramp 31300 lbsMax. Take off 31100 lbs Max. Landing 25000 lbsZero Fuel 20300 lbsOp. Empty 17734 lbs

OptionsRohr Thrust reversersExterior toilet servicing.Exterior access to aft baggage hold. Engines onPratt & Whitney ESP

NotesMNPS approved.Factory Mods have been incorporated to lateproduction aircraft status

Remo Investments July 21/06/2012 14:59 Page 1

SHOWCASE

1988 Gulfstream IV

HEEREN AVIATION CONSULTANTS620 Newport Center Drive,

Suite 1100Newport Beach, CA 92660

Tel: (949) 830-1961Email: Virginia Barton: [email protected] Edward Heeren: [email protected]

Serial Number: 1062Registration: N619MLAirframe TT: 6688Landings: 2878

EnginesRolls Royce TAY 611-8. Total Times:Engine #1: 6580 Cycles: 2836 TSO: 1084Engine #2: 6580 Cycles: 2836 TSO: 1084

APUHoneywell GTCP 36-100Total Time:4406

AvionicsAre protected under the Honeywell HAPPAvionics Exchange ProgramCommunications Transceivers: Dual Collins VHF-422 w/ 8.33 SpacingNavigation Receivers: Dual Collins VIR-432 w/FM ImmunityAuto Pilot: Honeywell SPZ-8000Transponder: Dual ACSS 7510700-951 Mode SAuto Direction Finder: Dual Collins ADF 462Distance Measuring Equip: Dual Collins DME-442Air Data Computer: Dual Honeywell AZ-810Flight Management System: Dual HoneywellFMZ-2000 Version 6.0AGlobal Positioning System: Dual HoneywellHG2021GD02Auto Flight Info Service: Global 400-045500-001SAT COM: ICS-200 IridiumHigh Frequency Com: Dual Collins HF-190

Flight Director: Dual Honeywell SPZ 8000Radar: Honeywell Primus-870Encoding Altimeter: YesRadio Altimeter: Dual Honeywell RT-300Terrain Collision Avoidance Sys: Honeywell TCASII, Change 7.0Enhanced Ground Prox. Warning: HoneywellMark 5 EGPWSLong Range Navigation: Allied Signal AD97-5-3GNS-XLSCockpit Voice Recorder: Fairchild Enhanced Flight ID: YesRadio Tuning Units: Dual Collins 822-0730-332Thumb Drive Data Loader: Honeywell 7016600-901Inertial Reference Units: Triple Honeywell AFIS: Honeywell Global AFIS Printer: TELPAR Satcom: ICS – 200 Irdium w/ two handwired handsets, and one wireless handsetRVSM Compliant: YesFM Immunity

Interior1/6/05. Tan/Beige. Two sets Four Club Seats withexecutive table: a three place divan; and two seatsfacing each other across from credenza. Metalhardware finished in gold. Aft Galley with ConvectionOven, Microwave, 2 coffee pots, and a ExpressoMachine . There are two lavs: one forward and oneaft. There is an entertainment center with 1400movies, DVD Player, CVR Player, 2 iPod docks,Airshow 4000. Three Rosen 14”monitors. Accessto baggage area through the aft lav

Exterior1/6/05. White with 4 thin burgundy stripes

1HONEYWELL EXCHANGE PROGRAM – Ineffect until July 12, 2012BRITE PARTS – in effect

Maintenance“C” Check and Corrosion inspections Completed3/2012. The ASC 469 waterline upgrade ispresently being completed

ASKING PRICE: $6,995,000 USD


Heeren GIV July_Heeren Cit Ultra sep 19/06/2012 12:37 Page 1

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Serial Number: 101 Registration: VP-CABAirframe TT: 3950Landings: 3480

• One owner since new (private owner)

• No damage history

• Maintenance by JetAviation Basel

• Perfect condition interior and exterior

• CAT II equipped and approved by CAA

• Complies with JAR OPS 1

• Cayman Island registration, formerly on

German registration

• CAMP access can be granted

• A/C delivered with fresh A check

EnginesEngines TFE731 5BR1C Honeywell(with MSP Gold Serviceplan)Consecutive serial numbers, enginessupplied with aircraft upon deliveryMPI/CZI due in 300HRS, costcovered by MSP.

APUGTCP 36-150 FHSI C/W in 2005

AvionicsFDRCVR

Tri- band ELTEGPWSSingle Rad AltMode STCASDual VHF 8,33khzRVSMBRNAVHFSelcalSingle GPSDual FMS/ IRSWeather Radar with Dual ControllerStormscopeCAT II certified.

InteriorHot air oven and coffeemaker. 14 Pax config.with fabric (wool) armrest and seatbaseleather. Cabin LED lighting. CD Player.

Special EquipmentCabin LED lightingIce detectorBattery chargerIridium sat phoneTowbar installationUSB data loaderThird flight deck crew seatN1 DEEC’s

Maintenance3C check C/W 2009

1991 Mystere-Falcon 900 B


ASW Air-Service WerkflugdienstGmbH & Co.KG

Flughafen, Gebäude 34722335 Hamburg, Germany

Tel: + 49-(0)40-59 88 46Fax: + 49-(0)40-59 64 09Cell: + 49-(0)170-8383330E-mail: [email protected]

Asking price 12.9Million US$

ASW Air-Service March 19/06/2012 12:39 Page 1

Serial Number: 0561Registration: SP-KOTAirframe TT: 300

• Immaculate and VIP configuration

• Lowest time on market

• One owner

• This as new beautiful Eurocopter EC135P2+has black paint with matching gold stripes.

• Since new it has one owner and was only forprivate use. The SPKOT has a dedicated hangarin which it is kept and taken care of.

• All inspections are to date and all SB arecomplied.

• This helicopter is configured for single pilot VFRday and night as also IFR Flights.

• There are 7 seats (5+2) in a VIP configuration.

• This EU registered helicopter is located in EPPO (Poznan, Poland)

Engines2x Pratt & Whitney

AvionicsGlass cockpitAutopilotStormscope WX5002xGarmin GNS430 NAV/COM/GPS10” copilot instrument panelGarmin GTX Mode S TransponderDME DMS44A

Other featuresBleed air heating, safe battery,450W landing and search light,copilot flight controls, windscreenwipers, standby horizon, AL804DCwith backup

Passenger comfortVIP InteriorAir conditioning7 Bose X HeadsetsEnhanced sound proofing

Other options includeGround power plug, Hydraulic handling

SHOWCASE


Jetsales Ltd Tel: +44 (0) 777 14 33 999Email: [email protected]

2007 Eurocopter 135P2+

Jetsales May 19/06/2012 12:44 Page 1

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Serial Number: 1085Registration: N423TTAirframe TT: 8312Landings: 3836

EnginesEngine Model: Rolls Royce TAY MK611-8Rolls Royce Corporate Care Program

Engine #1: Engine #2:TSOH: 1133 Hours 1133 HoursCSOH: 544 544

APUModel: Garrett GTCP36-100TSHSI: 1524 Hours: 6246

Maintenance12, 24, 72 month items complied with May 2012by General Dynamics PBIGulfstream Computerized Maintenance Program

Additional FeaturesRVMSAllied Signal EGPWSHoneywell TCAS II With Change 7Honeywell Sat AFISBaker Audio Control SystemXM RadioBaker Passenger Briefing SystemArtex C-406-1 ELTFairchild A-100 Cockpit Voice RecorderMotorola NA-135 SELCAL

Avionics• Dual Honeywell SPZ-8000 EFIS• Iridium Satphone• Triple Honeywell FMZ-2000

w/5.2 software• Dual Collins HF-190• Triple Collins VHF-422D Comms• Dual Collins VIR-432 Navs• Dual Collins ADF-462• Dual Collins DME-442• Dual Collins TDR-94D Transponders• Honeywell Primus 870 Color Radar• Triple Honeywell Laseref II IRU• Dual Honeywell GPS• Honeywell Lasertrak• 3rd Standby Nav/Comm CTL-23

ExteriorWhite with blue and silver stripesRe-striped January 2007

Interior and Cabin FeaturesRefurbished soft goods and wood January 2007Replaced carpet & recovered Divan May 201213-Passenger Executive SeatingForward crew only & Aft LavatoryAirshow 400Three 17" LCD Video Monitors


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

1988 Gulfstream IV

Florida Jet July 20/06/2012 15:06 Page 1

SHOWCASE


Serial Number: 650-7059Registration: N14DGAirframe TT: 4,456.4 Landings: 3,504

• LOW TOTAL TIME, 4,456.4 HOURS• MSP• XM RADIO• HERMISTATIC DOOR SEAL TO REDUCECABIN NOISE LEVEL

• 2 LARGE MONITORS & 5 INDIVIDUALSEAT MONITORS

Engines Garrett TFE - 731-4R-2SMSP GoldLeft: S/N: P102227. 4,220.5 Hours. 3,337 CyclesRight: S/N: P102228. 4,267 Hours. 3,329 Cycles

APUHoneywell S/N: 36-150. 2,459 HoursOn MSPAvionics• Honeywell SPZ-8000 Avionics Suite• Honeywell SPZ-8000 IFCS• Honeywell Primus 670• Dual Collins VHF 22A• Dual Collins DME 42• Dual Collins ADF 452• Collins TDR -94• Collins ALT-55• Honeywell TCAS-II• Fairchild GA-100 Cockpit Voice Rec.• Dual Honeywell NZ-2000• King KTR-953 with SeCal• Honeywell Mark VIII

AirCell 3100T with dual handsets. Airshow 400. RVSMCompliant. VHS and CD player. Hermistatic Door SealInteriorSix passenger configuration features a forward four placeclub with two fold out executive tables and two forwardfacing aft seats. The aircraft features a belted aft lavatory.Soft Goods Refurbished November 2008; New CarpetNovember 2008ExteriorNew Paint November 2008, by Jim Miller Additional Features5 Individual monitors. XM Radio IPod docking station. Camera14" Monitor in the forward right cabin10" Monitor in the forward left cabin Hermistatic Door Seal to reduce cabin noise level

1995 Citation VII

2001 Falcon 2000

Two Corporate Owners Since New

Mente Group, LLC15303 North Dallas Parkway

Suite 1320, Addison, TX 75001

Serial Number: 131Registration: N707MMAirframe TT: 5,187Landings: 3,010

• Exterior Paint in January 2011• Engine Program: 100% JSSI• One Owner• Fortune 500 Owned & OperatedAirframe Camp Maintenance & Tracking ProgramEngines CFE 738-1-1B 100% JSSILeft: S/N P105379, 5,068 Hours, 3,010 CyclesRight: S/N P105387, 5,066 Hours, 3,010 CyclesAPUS/N P-243. 2,679 Hours. APU is not on a Program

Avionics• Four Tube Collins 4000 EFIS• Dual Collins VHF-422C Comm• Dual Collins VIR-432 NAV• Dual Collins ADF-462 ADF• Dual Collins DME-442 DME• Dual Collins TDR-94D Mode S TDR• One Collins TWR-850/2 Cntrls Radar• Dual Collins FMS-6000/CDU-6100 FMS• Dual Collins 4000 GPS• Dual Honeywell Laseref IV• Dual Collins 9000 w/ Selcal HF• Dual Collins ALT-55B Rad Alt• Meggitt LCD Secondary Flight Display • Collins 4000 w/ Chng 7 TCAS II• Collins APS-4000 Autopilot• Socata 97 Tri Band Elt

InteriorEight passenger interior consisting of a four place aftcabin package including left hand dining/coffee table andtwo sets of dual passenger seats, two individual 18” widepassenger seats. Jumpseat (ERDA). Crew seatsheepskin inserts. Aircraft flight/performance box. Aircraftlogbook holder. Forward right hand galley annex (15”).Right hand galley(46”) with pop-out work surface, hightemp oven, Tia coffee maker, and Tia microwave oven.Forward left hand entryway closet/entertainment cabinetwith 15” LCD monitor on cabin side. Headliner lightingsystem. Galley pocket/sliding doorExteriorLast Painted: January 2011. By: Duncan AviationWhite (Jetglo snow white) with blue (Jetglo light blue) andblack (Jetglo gloss black) stripes. Dry bay mod compliedwith prior to repaint

Kyle FoddrillTel: +1 (817) 372-4527E-mail: [email protected]

Mark PayneTel: +1 972-897-3246E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

Mente Citation VII & Falcon 2000 July 19/06/2012 12:47 Page 1

Serial Number: 1366Registration: N404XTAirframe TT: 6,899Landings: 4,558

EngineRolls-Royce Tay 611-8 on MSG-3 Schedule#1 - 6,747 Hours Since New - 1,837 Hours SinceMidlife in 11/2007#2 - 6,812 Hours Since New - 3,359 HoursSince Midlife in 01/2005

APUGTCP 36-150G - 2,773 Time Since New - OnMSP

AvionicsHoneywell SPZ-8400 PackageTriple Collins VHF-422 Comm w/ 8.33 SpacingDual Collins VIR-432 Nav w/ FM ImmunityDual Collins ADF-462 ADFDual Collins DME-442 DMEDual Collins HF-822-0102-001Dual Collins TDR-94D Transponders w/Mode SFlight IDTriple Honeywell LaserRef II IRSDual Honeywell NZ-2000 FMSDual Honeywell RT-300 Radio AltimetersHoneywell Primus WU-880 Color RadarHoneywell LASERTRACKHoneywell TCAS II w/ Change 7Honeywell EGPWSHoneywell AFISIridium Aircell P-12023 SatcomL3 F-1000 Digital FDR S-800-2000-00Fairchild CVR 2100-1020-00Airtext ELT-406

FeaturesHoneywell HUDRVSM, RNP-5 & RNP-10Pulse Landing LightsWingtip Taxi LightsLED Nav Lights [ASC-466]

EntertainmentAirshow 400 • Three 14” Monitors • DVD andVCR Players • CD Player/Changer• Cabin Stereo Speakers • Cockpit & Cabin 110VAC Outlets

Interior12 Passenger with Aft Galley and Single Aft Lav• Fwd cabin - 4 place club configuration with dualfold-out tables • Mid cabin - 4 place conferencegroup with opposing credenza w/ non-belted seat• Aft cabin - 4 place club configuration with dualfold-out tables • Aft Full Galley • Aft Full Lav w/Belted Seat • Original 1999 w/ New Carpet

ExteriorOyster White with Blue and Gold stripes • NewNovember 2005

MaintenanceAircraft is maintained under the MSG-3 Schedule12, 48, 144 month inspections c/w 10/2011Honeywell Avionics covered under HAPP ProgramASC-469 Ribbon Heater c/w 11/2010ASC-485B APU Thermal Barrier c/w 02/2011

PriceMake Offer

SHOWCASE

1999 Gulfstream IVSP


Contact Robert HartTel: +1 (0) 912-964-7727Mob: +1 (0) 912-695-1555Email: [email protected]

A V I A T I O N

Since 1949

WELSCHWELSCH®

WELSWELSTV I AA

AAircraft Sales &

WELSWELSSCHSCHSince 1949

I O NAcquisitions

SCHSCH®

Welsch Avitaion July 19/06/2012 15:15 Page 1

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Serial Number: 239Airframe TT: 1,675EnginePRATT & WHITNEY PT6A-64 (3,500 Hr. TBO)322 Hours Since Hot SectionPropellerHARTZELL 230 SPOH - Nov. 2008AvionicsNAV/COMM: GARMIN GNS-530WAP/FD: KING KFC-325 (W/PRESELECT)DME: KING KN-63XPNDR: DUAL GARMIN GTX-327ALTIMETER: KING KEA-346R/ALT: KING KRA-405BEGPWS: KING KGP-560 (ON GMX-200)R/ALT: KING KRA-405BAUDIO: GARMIN GMA-340GPS: DUAL GARMIN GNS-530WEFIS: TWO-TUBE BENDIX EFS-40MFD: GARMIN GMX-200 W/CHARTVIEWRADAR: KING RDR-2000 (ON GMX-200)S/SCOPE: WX-500TCAD: SKYWATCH HPWx: GARMIN GDL-69 (DOWNLINK)FeaturesTHREE OWNERS SINCE NEW, GASEOUSOXYGEN SYSTEM, ROLL STEERINGUPGRADE FOR MORE PRECISE AUTOPILOTCONTROL FOR APPROACHES, UPGRADEDTHE EFIS 40 TO COUPLE WAAS VERTICAL(LPV) APPROACHES, ETM 700 ENGINETREND MONITOR, FULL COPILOT

INSTRUMENTS: KING KI-525 HSI, AIRSPEED& VERTICAL SPEED INDICATORS, ALTITUDEINDICATOR, ELECTRIC ARTIFICIAL HORIZON,ELECTRIC TRIM CONTROL, ALTIMETERAND AIRSPEED INDICATOR. KEITH FREONAIR, TRI BAND ELT, KNOWN ICING (DE-ICEBOOTS, ELECTRIC PROP, ELECTRICALLYHEATED RIGHT HAND SIDE WINDSHIELD,PITOT/STALL, INERTIAL SEPARATOR), ELT, OATGAUGE AND NO DAMAGE HISTORYMaintenanceANNUAL INSPECTION COMPLIED WITHFEBRUARY 2012 BY SOCATA AIRCRAFT,LANDING GEAR ON 10 YEAR LONG LIFEINSPECTION PROGRAM WHICH INVOLVEDREBUILDING THE ACTUATORS TO 10 YEARSPECS, REPLACING ALL THE TORQUE LINKPINS AND BUSHINGS IN ALL THREE GEARAND RESEALING THE GEAR, NEW WINGBOOTS NOVEMBER 2008.InteriorPLATINUM EDITION, HIGH COMFORT BEIGELEATHER SEATS, GOLD METAL FINISH FORREADLING LIGHTS, BEIGE ALCANTARAWALLS, WOOD OVERHEAD PANEL,EXECUTIVE WRITING TABLE, AND HIGHGLOSS CHERRY CABINETRY.ExteriorWHITE UPPER FUSELAGE AND WINGS,LOWER FUSELAGE BLUE WITH SILVER, BLUEAND RED ACCENTSThe aircraft is based in Europe

2002 TBM 700B


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com

CAI Socata TBM700B July 19/06/2012 15:19 Page 1

2008 Cessna Citationjet 2+

Tel: +41 (0) 22 306 1060Mob: +41 (0) 79 2005265E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND

Serial Number: 525A-0385Registration: HB-VOPAirframe TT: 1439Landings: 1409

Engines on TAP EliteWilliams International FJ-44- 3A-24 FADEC ControlledLH: S/N 216179 1439 TT / 1409 CSN RH: S/N 216178 1439 TT / 1409 CSN

AvionicsCollins Proline 21 Avionics System with 3 (8x10inc) color, active matrix liquid crystal displays. AHRS 2 Collins AHC-3050ADC 2 Collins ADC-3000 IFIS 1 Collins IFIS-5000 FMS 2 Collins FMS-.3000 (incl. DME II) GPS 1 Collins GPS-4000A w/12-ChannelRTU 2 Collins RTU-4200 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94 Mode S TCAS II 1 Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with RAAS Radar 1 Collins WXR-800 ESIS GH-3000 ESIS CVR Provisions for installation of L3 connection FA 2100 CVR ELT 1 Artex C406-N w/3 freq. ELT MDC 1 Collins Maintenance Diagnostic System

Additional EquipmentGnd Com Dispatch Switch (powers 1Radio, 1RTU and both audio panel)Pulselight System with interface to TCAS II Tail Log Lights Nose Landing Gear in/protection boot Installation Jeppesen Electronic Charts on MFDCrew Seat Sheepskin Slipcovers 110V Ac Universal Electrical Outlet w/500WInverterMonorail Sunvisors – Entry Step Upgrade to Airstair StyleSteep Approach Option

InteriorTwo (2) Cockpit, six (6) Cabin passengers seats.Four executive club chairs with two fold-outexecutive tables. RH Fwd Refreshment Center. Aft Divider Assembly with sliding door Aft Low Boy storage cabinet with drawer One Aft Potty Belted Seat. Townsend Leather Satin finished wood veneer – Australian Walnut Brushed Aluminium Hardware Finish.

ExteriorOverall white with dark grey stripes

JAR OPS 1

Asking Price: Make Offer


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Albinati Citationjet 2+ February 19/06/2012 15:22 Page 1

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AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell GNS-XLS FMSHoneywell 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

follow us on twitter@HopkinsonAssoc

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

John Hopkinson Ultras July 19/06/2012 15:28 Page 1

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Tel: +44 (0) 121 782 1700Fax: +44 (0) 121 782 1711Email: [email protected]

2000 Citation BravoSerial Number: 550B-0917Registration: G-IDABAirframe TT: 2780Landings: 2341

• On Power Advantage & ProParts• EU-Ops Compliant• Fresh Phase I through V just completed

EnginesEng 1 (L): 2,780 SNEW - 4,000 TBO - 2,341 CSNEng 2 (R): 2,780 SNEW - 4,000 TBO - 2,341 CSN

AvionicsAvionics Package: Honeywell P-1000Flight Director: Primus 1000Autopilot: Primus 1000FMS: Honeywell GNS-XLSCommunication Radios: Dual King With 8.33SpacingNavigation Radios: Dual KingDME: Dual KingADF: King CNI-5000Transponder: Honeywell MST-67A Mode SenhancedTCAS: Honeywell CAS-67A TCAS-IITAWS: Honeywell Mark VIII EGPWSHi Frequency: Bendix/King KHF-950Weather Radar: Collins RTA-800CVR: FairchildFDR: Fairchild

Additional Equipment and OptionsRosen Monorail sun visorsEROS Crew Masks50 Cubic Foot Oxygen BottleLarge SAFT 43 Amp BatteryOverwater Life VestsHoneywell Mark VIII EGPWSArtex ELT w/triple channelsCamino window inserts

ExteriorMatterhorn with navy blue & burgundy stripes

InteriorAttractive lightly appointed interior features greyleather seating with Elite style tailoring and highgloss laminate cabinetry.Full LH Galley with hot liquid and storage cabinetExecutive writing tables.Non belted flushing lavatory.Indirect lighting, and an aft divider.

Price Reduced

Current owners trading up

Excellent aircraft for either privateor charter purposes

In exceptional condition

Eurojet July 20/06/2012 15:04 Page 1

Serial Number: 141Registration: G-WLVSAirframe TT: 1325Landings: 695

New to marketEASA certified

Main features• 10 Seats• Delivered April 2008• 1275 hours only, 675 landings• No damage history• Engines on ESP• Immaculately maintained• Range 4000nm at MO.8 and 6 pax• Lowest DOCs in class• Full specifications

Cockpit• 3rd Honeywell TR866B VHF Voice and AFISData Comms System

• 3rd Honeywell AV-900 Audio System• Aircell ST3100 Iridium Satcom• Honeywell “EASy” Comms ManagementFunction

• Miltope Flightdeck printer• Honeywell DFDR Flight Data Recorder• KGS Electronics Auxiliary 115VAC 60Hz Power• Teleflex Tail Recognition Light System• Al Electroluminescent Entertainment Controls• Honeywell 20 inch monitor

• Rosen Plug-In 8.4 inch seat monitors• 3rd Flight Crew Seat

Cabin• Sony Stereo Headsets• Airshow 410 Cabin Display System andWorldwide maps

• Custom wood veneer side ledge• 30 inch LH entryway closet “rounded styling”• DASC increased height seating with hiddenheadsets and electrical lumbar

• 2 Recliner type leg rests

Galley• 46 inch galley “rounded styling”• 15 inch galley annex “rounded styling”• 3 Atlas Tray Carriers and 3 Storage Drawers• Extra-wide high temperature oven plus TIAmicrowave oven

• Ice drawer, trash drawer, cold storage drawer• Galley pocket sliding door

Other• 115 cubic feet oxygen bottle• Telescopic towbar

PriceUS$23.75m

Subject to contract / Subject to prior orwithdrawal from sale

SHOWCASE


JetFlight Ltd Tel: +44 (0) 1353 661636 or+44 (0) 7785 245400

Email: [email protected]

2008 Falcon 2000LXPhoto: Natalie Bruggemann

JetFlight Ltd July 19/06/2012 15:29 Page 1

SAVE THE DATE!NBAA Regional Forums: Supporting Business Aviation at the Local Level

NBAA Business Aviation Regional Forums bring an array of business aircraft owners, operators, manufacturers and customers together for a one-day event at the most esteemed airports and FBOs in the nation.

Let NBAA help you meet your business objectives on a regional basis. Plan now to exhibit at the 2012 NBAA Business Aviation Regional Forums.

Learn more at www.nbaa.org/forums

2012 Regional Forum Dates

February 2 – New Orleans, LA • Landmark Aviation

April 12 – Van Nuys, CA • TWC Aviation & Maguire Aviation

June 7 – Teterboro, NJ • First Aviation

September 20 – Seattle, WA • Clay Lacy Aviation

D e D i C A T e D T O h e L p i N g b u S i N e S S A C h i e V e i T S h i g h e S T g O A L S .


Marketplace

Dornier 328 EPSN Tel: +31 (0) 629 560 272

✈ Email: [email protected]

Year: 1998

S/N: 3095

TTAF: 2011

Reg: PH-EVY

Location: Netherlands

Aircraft in Executive lay-out 12 pax. Exceptionally widecorporate cabin arrangement with forward kitchen and aftWardrobe/Lavatory room (wider then e.g. G V or Falcon 900).Kitchen with oven, coffeemaker, wash bin, ample stowingcabinetry. Cabin with moving map display, video/audiosystem. Wardrobe / lavatory area with large wardrobe space.With access to the aft baggage compartment. Fresh Phase Vinspection, Fresh LG Overhaul. EASA JAR/OPS1 equipped.Dual S-Transponder. RVSM mod c/w. Price: Please call

Socata TBM 700B Avia Source, Inc. Tel: +1 626-584-8170


Year: 2001

S/N: 208

TTAF: 3939

Reg: LX-JFE

Location: Switzerland

Engines are 220 since overhaul. Take advantage of thebest value available in the 700Bs. This fine aircraft is oneowner since new, has updated Garmin avionics, Socatamaintained and Extensive 10 year inspection iscompleted. The interior and exterior are in excellentcondition. Price USD$1,200,000

Pilatus PC-12/47 Avia Source, Inc. Tel: +1 626-584-8170


Year: 2006

S/N: 732

TTAF: 1550

Reg: M-ZUMO

Location: United Kingdom

This excellent PC-12/47 is equipped with the SecondBattery, Large Oxy System and Additional AirConditioning. It has the 8 passenger interior with the 6seat BMW Platinum Upgrade and two additional standardseats. Price USD$2,675,000

Boeing 737-300 VIP European Skybus Ltd Tel: +44 (0) 1531 633 000


Year: 1990

S/N: 24570

TTAF: 53457

Reg: N470AC


This Boeing 737-300 has recently undergone extensivemaintenance and engineering work and has been convertedto a VIP configuration in February 2011. The aircraft hasbeen completely refurbished to the highest standards. Thenew owner will benefit from the millions of dollars andthousands of man hours that have gone into completing thisVIP conversion. Winglets have been fitted to improve theaircraft performance and range. Price: Please call

Cessna Conquest I King Aviation Dallas Tel: +1 (214) 352-2401


Year: 1981

S/N:

TTAF: 700

Reg:

Location: USA

700 SMOH / 700 SMOH. NEW PAINT & INTERIOR, BRAND NEWGLASS AVIONICS: Dual 750 Touch screens, G 600 Glass, Syn-Vision, Traffic, Sat-Weather, Charts, BonusTax Writeoff, fresh 2, 3 Dinspections, SID COMPLIED. Dry Country Based-no corrossionLast owner owned it 14 years-TOP condition and maintenancehistory-one of the best 425's flying today! ONLY 700 hours on3600TBO P & W -112 engines! Only 10 hours on new 4 blabe quietFan Props with new Hubs! 260 KNOTS FAST (300 MPH) thats 40KNOTS faster than a C90 and on 20% less fuel per hour than theC90! Lease or purchase

Marketplace July12 20/06/2012 13:58 Page 1

Marketplace


Hawker 800A Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 1995

S/N: 258273

TTAF: 6615.3

Reg: N337WR

Location: USA

Exceptional Hawker 800A "Built for the speed of business".Full true worldwide capability with NAT/MNPS, RNP-10Approval, 8.33MHz, dual KHF-950 w/SELCAL onboardMagnastar fax option, and galley. All this with a 2,600nautical mile range, offered at US $3,975,000.

jetphotos.net

Bell 206L4 Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 2002

S/N: TBD

TTAF: 1700

Reg:

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do not dojustice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both aBell/Edwards completion and maintenance withimmaculate records, of course no damage of incidents.1695 TTSN, Two corporate owners. US $1,975,000.

Bell 412 EMS Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 1981

S/N: 33017

TTAF: 15265

Reg: N554AL

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual / Export C of A. Price US $3,875,000

Bell 212 Leonard Hudson Drilling Tel: +1 806-662-5823


Year:

S/N:

TTAF:

Reg:

Location: USA

Seven, Late Model, Bell 212s In 'Off Shore Configuration'Now Available.Ask for pricing for one or all seven.

Cessna Citation CJ2 Klaus Union Tel: +49 (0) 234 4595119


Year: 2001

S/N: C525A-0043

TTAF: 2237

Reg: D-IEKU

Location: Germany

Pro Line 21 3 Tube EFIS, Dual DME, CNI5000 Nav, Com, ADF,8.33KHz Spacing and FM Immunity, Dual GTX330D diversityXPDR, WX-1000E Stormscope, RTA-800 WXRadar, HF Provision,ALT-55B Radio Altimeter, L-3 CVR, Mark VII EGPWS, UNS-1K withPermanent DTU, BF Goodrich TCAS, Garmin 400 WAASGPS/movingmap interfaced to ProLine 21, RVSM, Belted toilet,N1-Computer, ELT 406MHz, 3 110V outlets, B&C15000 cabindisplay, deluxe refreshment center, Pax advisory system, IridiumSatCom w 2 handsets, on ProParts,Protech, TAP-Elite,CescomPrice: USD 2,950,000



Marketplace

Bell 206B Apple International Tel: +44 (0) 1508 533 180

www.407bell.com ✈ Email: [email protected]

Year: 1973

S/N: 1153

TTAF: 10117.5

Reg: C-GBSP


This JetRanger has been carefully maintained, recently refurbishedinterior to include leather seats. Comes complete with Logs &Records. Ext: 8/10, Int: 8/10, Cream, Black & Tan quality leatherseats with Tan thick pile wool carpets. Exterior Gold metallic withBlack & Silver accents. Low skids, good avionics, particleseparator, dual controls, heater. Recently imported from Canada.Excellent condition, fresh annual inspection, new TT straps, freshContainment ring Mod. 100 to 1200 hour inspections completed.To be delivered with fresh British C of A. Export C of A is availableat additional cost. Price: Sterling £259,950

Eurocopter EC 135P2i Executive Europavia (Suisse) SA Tel: +41 (0) 31 310 41 13

www.europavia.ch ✈ Email: [email protected]

Year: 2011

S/N: 0938

TTAF:

Reg: HB-ZTJ


TT Ferry fly. BRAND NEW EC135P2i ExecutiveImmediately available, perfect configuration, ExceptionalPrice

Price: Make offer

Eurocopter AS 332C1 Europavia (Suisse) SA Tel: +41 (0) 31 310 41 13

www.europavia.ch ✈ Email: [email protected]

Year: 1982

S/N: 2033

TTAF: 13,595

Reg:


Beautiful as New, G-Inspection in 2011, number ofinspection on various equipment, completedocumentation and maintenance, new perfect paint,provided with large number of spare parts and equipment,Immediately available ready for Operation, TransferableTurbomeca Engine Service Support Agreement. Contactdirectly Swiss Official Eurocopter DistributionPrice: Make offer

Agusta/Westland A109S Grand Aerolineas Ejecutivas Tel: +521 55 4140 5052

www.aerolineasejecutivas.com ✈ Email: [email protected]

Year: 2007

S/N:

TTAF: 1,428

Reg:

Location:

Avionics Package: Garmin - Comm Radios: Garmin GNS -530 & GNS - 430 - DME: Bendix/King KMD - 706A - GPS:Garmin GNS - 530 & GNS - 430 - Navigation Radios:Garmin GNS - 530 & GNS - 430 - Transponder: Yes.Exterior: Overall Silver-Black stripe. Interior: 6 passengerconfig. No damage history. Excellent condition.Asking Price: Make Offer

Apple International Tel: +44 (0) 1508 533 180

www.407bell.com ✈ Email: [email protected]

Year:

S/N:

TTAF:

Reg:

Location:

Heli Mover in excellent condition, large enough for twinengine helicopters. Complete with Charger andAccessories. Located in UK.

Email for photos and full specification

£3,595.00 + VAT



Marketplace

Cessna 208 CAAD Inc. Tel: +1 305 593 9929

www.caadinc.com ✈ Email: [email protected]

Year: 2008

S/N: 2045

TTAF: 3,656.24

Reg:

Location: Costa Rica

Total Aircraft Cycles: 6,733. Configuration: 12 Pax Seats.Aircraft Status: OPERATIONAL Info. updated to: 31-Jan-12. Out of operations 31-Jan-12. Propellers Type & Model:3GFR34C703-B. Serial Number: 100940. Propeller TBO:4000. Time Since New: 1063.30. Time Since Overhaul:1068.30. Price: $1,650,000

Cessna 208 CAAD Inc. Tel: +1 305 593 9929

www.caadinc.com ✈ Email: [email protected]

Year: 2008

S/N: 2050

TTAF: 3,809.54

Reg:

Location: Costa Rica

Total Aircraft Cycles: 7,065. Configuration: 12 Pax Seats.Aircraft Status: OPERATIONAL Info. updated to: 31-Jan-12Out of operations 31-Jan-12. Propellers Type & Model:3GFR34C703-B. Serial Number: 110577. Propeller TBO:4000. Time Since New: 437.14. Time Since Overhaul:437.14. Price: $1,650,000

Socata TBM 700B JT Air Ltd Tel: +44 (0) 7957 106 952

www.jtair.net/n324js ✈ Email: [email protected]

Year: 2002

S/N: 230

TTAF: 1426

Reg: N324JS


An extremely well presented and cared for Example of a SocataTBM 700 B with recent Hot Section Inspection, Socata ServiceCentre Maintained, Annual Inspection Completed Dec 2011.Complete and Original Logs. No Exceedences. Always Hangared.VAT paid in Europe. Garmin 530, KMD 850 MFD, EFIS-40 EHSI &EADI, Annual 31 Dec 2012, Gear Inspection & Long Life Enrolled,Garmin 330 Mode S, Prop 260SN, Interior Flawless, 2 Drink/Storage Cabinets, 6 Place Bose, Crew/Pac Music. Full Detailwww.jtair.net/n324js. Price: Please Call

Learjet 60 XR Aviation Advisors Int'l, Inc. Tel: +1 (941) 351-5400


Year: 2008

S/N: 338

TTAF: 281

Reg: TBD

Location: USA

The Learjet* 60 XR easily outpaces the competition intime-to-climb performance and operating altitude withoutcompromising a class-leading low operating cost. With itscutting-edge cockpit technologies and stylishly redefinedcabin space, the Learjet 60 XR across distances of up to2,405 nm. with ease. A value at $7,5000,000

Challenger 601-3A/ER Aviation Advisors Int'l, Inc. Tel: +1 (941) 351-5400


Year: 1992

S/N: 5121

TTAF: 8,949

Reg: N328AM

Location: USA

A "no excuses" airplane. With all major inspections justaccomplished . Fresh 6/12/24/60 /120 & 240 Monthinspection c/w in 2011. Fresh HSI on left engine. Freshgear overhaul and interior refurbishment.

Priced to sell at $3,995,000



Advertiser’s Index1st Source Bank.........................................................78

21st Century Jet Corporation ...............................146

Action Aviation.....................................................91, 93

AeroSmith/Penny .......................................................40

AIC Title Services.......................................................95

Air 1st Aviation ..............................................................4

Aircraft Services Group............................................51

Albinati Aeronautics SA .........................................136

Aradian Aviation..........................................................39

Aviation Consulting....................................................85

Avjet Corporation .........................................FC, 12-15

Avpro ......................................................................18-20

Banyan..........................................................................99

Bauer Verlag .............................................................130

Bell Aviation...........................................................28-29

Bombardier..................................................................89

Boutsen Aviation......................................................103

Bristol Associates ......................................................11

Central Business Jets .............................................147

Charleston Aviation Partners ...................................79

Charlie Bravo Aviation...............................................55

Conklin & de Decker..................................................46

Corporate Aircraft Photography .............................46

Corporate AirSearch Int’l .............................105, 135

Corporate Concepts .................................................67

Dassault Falcon Jet Europe....................................2-3

Duncan Aviation..........................................................57

Eagle Aviation..............................................................33

EuroJet .......................................................................138

ExecuJet Aviation........................................................63

Florida Jet Sales.......................................................132

Freestream Aircraft USA ..........................................31

General Aviation Services........................................69

Gulfstream Pre-Owned.............................................27

Hawker Beechcraft ....................................................59

Heeren Aviation Consultants ................................129

Heliasset.com .............................................................30

Intellijet International .................................................6-7

Japat AG ...........................................................126-127

J. Mesinger Corporate Jet Sales ......................16-17

Jet Flight.....................................................................139

JetBlack Aviation ........................................................83

JetBrokers..............................................................34-35

Jetcraft Corporation....................................22-24, BC

Jeteffect ........................................................................65

JETFINA SA..............................................................113

JETNET......................................................................119

Jetsales Ltd ...............................................................131

John Hopkinson & Associates........................37, 137

Kaiser Air ......................................................................73

Leading Edge Aviation Solutions............................43

Lektro ............................................................................41

Mente Group ...........................................................133

NBAA Corporate .....................................................123

NBAA Business Aviation Forums ........................140

New Jet International .................................................25

Northern Air......................................................124-125

O’Gara Aviation Company .......................................21

Par Avion.........................................................................5

PremiAir Global Aircraft Sales..............................115

Remo Investments ...................................................128

Rolls-Royce .................................................................61

Royal Saudi Air Force .............................................117

Sentinel Aviation.........................................................75

Southern Cross Aviation...........................................81

Survival Products .......................................................41

The Jet Collection ......................................................71

VREF Aircraft Values ...................................................4

Welsch Aviation .......................................................134

Wentworth & Affilates................................................87

Wiley Rein..................................................................107

Wings of Hope.........................................................122

Wright Brothers Aircraft Title...................................47

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

Next Issue copy deadline: Wednesday 18th July

Marketplace

Cessna Citation CJ2 Aviation Advisors Int'l, Inc. Tel: +1 (941) 351-5400


Year: 2003

S/N: 144

TTAF: 4,112

Reg: N144YD

Location: USA

Great history and a factory visit to do all inspections andsquawks plus new paint and interior mean a greatpedigree It is maintained on TAP Elite .The owner ismoving up after spending the money to make it perfect.Flown less than 150 hours since this work you get thebenefit. Priced at $3,195,000


avbuyer.com/dealers


When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal AviationAdminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthyhandling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. Inaddition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than theGulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a morebeneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

Copyright of Leor Yudelowitz

21st Century May 19/06/2012 15:31 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

Vienna Office

Austria

TEL: +43 660 549 1099

FAX: +44 20 7900 2890

WEB: www.cbjets.com

EMAIL: [email protected]

2004 FALCON 2000 S/N 217US & EASA Certif ied, 10 PAX Interior, 100% JSSI, Less than 400 Hours

since C Inspection

FALCON 900EX EASy S/N 121Former Falcon Demo, Only 2400 Hours TT, Most Systems are Triple,

Satcom/HUD, Over $3M worth of Options, US & EASA Certif ied,Owners New 7X Has Arrived

FALCON 900EX EASY S/N 170Single US Owner Aircraft, 1175 Hours TT, MSP Gold, Honeywell EVS, Triple

IRS and FMS, 13 PAX with Fwd and AFT lav

1125 ASTRA SP S/N 493322.1 TT; Fresh C Check, new paint & refurbished interior by Astra

Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMSw/ GPS, Increased Weight Mod

2008 HAWKER 900XP S/N 033853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place

Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

CITATION EXCEL S/N 5220Single Owner, Fresh Engine Overhauls, Power Advantage Engine & APUProgram, Spectacular Cockpit including Dual NZ-2000’s and Honeywell

RAAS, Aircell Access, XM Sat Weather… 9 PAX Interior

CITATION ENCORE+ S/N 756Single US Owner Aircraft, Power Advantage Plus with Pro Parts,

No Damage History

CITATION ENCORE S/N 646Single US Owner Aircraft, Power Advantage with recent Engine

Overhauls, Pro Parts, No Damage History

SIKORSKY 76B S/N 344Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon

Air-conditioning

2009/2010 HAWKER 4000 S/N RC-35Upgrade and Enhancement Program Already C/W, HBC support plusprogram pre-paid up to 2000 Hours or 5 Yrs; Fully transferable 5 year

warranty expires 12/23/2014, no damage history

CBJ July_CBJ November06 19/06/2012 15:34 Page 1

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FEATURED INVENTORY

Just because you no longer have connecting flights

DOESN’T MEAN

you no longer need connections.The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots.

www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

2012 AIRbus ACJ - Aug 20122011 CHAllENgER 300 1988 CHAllENgER 601-3A 2006 CHAllENgER 604 2013 CHAllENgER 6052007 CHAllENgER 850 2005 CITATION CJ22003 CITATION ExCEl2001 CITATION x2003 CRJ-200xR

2008 FAlCON 2000Dx EAsY2003 FAlCON 2000Ex2010 FAlCON 7x2013 glObAl 50002012 glObAl 60002007 glObAl xRs2004 gulFsTREAm 5501998 gulFsTREAm gIVsP2005 HAWkER 400xP2008 lEgACY 600

2002 ChAllENgER 604 - sN 5546Impeccably maintained - Exceptionally EquippedRecent 96 month Inspection - Price Recently Reduced

2008 glObAl XRS - sN 9250Fully Programmed (JssI, smartParts, Honeywell msP)EAsA Compliant - 99,500 lbs mTOW service bulletin

2001 glObAl EXpRESS - sN 9076 Available for Immediate sale & DeliveryRsVm Compliant - EAsA/ JAR OPs1 Certified

2008 CiTATiON XlS+ - sN 560-6006 Pristine Condition Aircraft - One Private Owner since NewAll serious Offers Considered

2004 FAlCON 2000EX EASy - sN 0029Engines Enrolled on EsP gold - APu Enrolled on msPJAR-OPs Capable - Fresh ARCs & Inspections at gulfstream

WAS_07.2012_back cover_Connections.indd 1 6/13/12 2:11 PM

world aircraft sales magazine july-12

Documents

total time

new euops1 compliant

msp aero

fresh c check aero

global marketplace

ex easy2004 sn

falcon 2000lx2005 sn

aero h swift