AvBuyer Magazine September 2015

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

September 2015

™

GAMA Q2 Shipment Analysis

Aircraft Comparative Analysis: CJ4

Cockpit Avionics

AOG Solutions

THIS MONTH

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s a turbulent summer buffetedby Greek debt and Chinesedevaluation transitions into fall,perhaps the Business Aviation

community can take heart in signs that flightactivity is increasing, even if ever so slowly.

Maintenance support firm JSSI reportedthat hours flown by business aircraftincreased nearly five percent in the secondquarter of 2015 compared with the firstthree months of the year. Rollie Vincent’scomprehensive coverage in this month’sMarket Indicators buttresses the JSSI data.Usage is increasing among small-cabin air-craft, a segment that has been noticeablyeclipsed by large-cabin, long-range busi-ness jets in recent years.

More activity among light and mediumturbine aircraft is usually a positive sign.Activity in Europe and the Middle East alsogrew noticeably over 2015’s First Quarter.Yet now is no time to rejoice. Our communi-ty is operating at about 80-85 percent ofthe flight hours that peaked in 2008. Clearlythere are challenges ahead. Nevertheless,the potential for success is extant.

Business aircraft are tools of choice forcompanies that create business opportuni-ties rather than simply float along with theeconomic tide. Mobility—the ability to be atthe right place at the right time with theright people—enables aggressive and per-ceptive business leaders to find profitablesituations ahead of the crowd.

Rather than lament conditions over whichthey have no control, leading companiespay special attention to their existing cus-tomers and look for new opportunities togrow. They go where potential exists. Theyfill voids that others miss. They take charge.

When asked why he owned and operat-ed a business aircraft, a successful entrepre-

neur responded with one word: ‘Control’.His aircraft enabled him to control his trans-portation. In a greater sense, his aircraftallowed him to control his schedule andthus his time.

Successful people manage time wisely.They use Business Aviation. The need formobility is fundamental, thus our communitywill continue to grow.

In this IssueTime spent reading AvBuyer’s BizAvIntelligence provides readers with a particu-larly efficient view of market conditionswithin the Business Aviation community.The perspectives of Rollie Vincent andother researchers are captured in the pagesof this section, thereby providing anoverview that is comprehensive yet easilydigested. JETNET’s research gives cre-dence to their observations and analysis.GAMA’s quarterly report offers context.Knowledge is king.

AvBuyer this month also presents practi-cal guidance for handling the necessaryand often vexing subject of budgeting, atimely theme as flight department man-agers and Board members prepare for thenext fiscal year.

Several articles address equipageconcerns for a department’s existing aircraftas well as future acquisitions, and thismonth’s Boardroom section offers non-aviation executives a fuller understandingof why Business Aviation is an effectivebusiness tool.

Jack OlcottEditorial Director & Publisher

AvBuyer - your source for Business AviationIntelligence

ATaking Charge

4 AVBUYER MAGAZINE – September 2015 Aircraft Index see Page 161www.AVBUYER.com

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Editorial Focus

GAMA Q2 2015 Shipment Analysis:

Scratch below the surface and the airplaneshipment numbers reported by GAMA are not

as distressing as they appear, notes Mike Potts.Here’s why…

28


High Flyers Interview:Zane Lambert, Manager of Aircraft

Operations at Sanderson Farms highlights why his company finds Business Aviation

so indispensable, operating six jets.

Economic & FunctionalObsolescence? (Part 3 of 3):

Accredited Senior Aircraft Appraiser James’ Becker answers the question,

‘Can you fly away smiling with an older airplane purchase?’

Aircraft Comparative Analysis – Cessna Citation CJ4:

How does Cessna’s CJ4 square up against Bombardier’s Learjet 31A/ER? Find out

in this month’s Comparative Analysis!

58

108

128

Contents Layout Sept15.qxp 19/08/2015 16:38 Page 1

ContentsVolume 19, Issue 9September2015

❚ BizAv Intelligence18 Back to Business: Busy Q3 and

Q4 anticipated for BizAv -market analysis, reflections,trends and comment

38 GAMA Q2 2015 ShipmentReport: All the billings andshipment numbers, as reportedby GAMA for the previousquarter

44 Aircraft on Ground: AOG canhappen to any operator. It’show you prepare that counts.What are some solutions?

52 A Chain’s No Stronger than itsWeakest Link: Jay Mesingerconsiders the value of thereputable broker

❚ Boardroom62 Budgeting for the Flight

Department: It’s absolutelyessential – and easy when youknow how…

66 The World of Budgets: Living inan environment where planningand tracking costs are essential

68 Business Aircraft AcquisitionChecklist (Part 2 of 2): Theitems aircraft buyers shouldconsider carefully

70 Flight Department InsuranceBudgeting: A fresh look isrequired each year

74 Dassault History (Part 4 of 4):Generation three arrives fromDassault - the X-Planes!

❚ Flight Department80 Avionics Mandates (Part 9): An

update on Data Comm. What

are the advantages anddisadvantages?

86 Cockpit Displays Have Come ALong Way: Reflections from therear-view mirror...

90 Head-Up Displays Moving toHead-On: A look at Thales’futuristic head-mounteddisplay for pilots

94 Communicate for HigherReturns: Four tried and truestrategies for managing theflight department effectively

98 Creating a Flight Department:Taking your business plan, anddealing with the specifics…

104 Are You Ready for PBN?(1 of 3): What is it and howdoes it differ from traditionalnavigation?

112 Retail Price Guide: 20-yearUltra Long Range & LargeCabin aircraft price guide fromThe Aircraft Bluebook

116 Specifications: Ultra LongRange & Large Cabin aircraftperformance and specificationscomparisons

❚ Community153 BizAv Review: ‘Helicopters –

Adapt or Exit’, OEM Bitesand Arrivals

Next Month• Dealer Broker Market Update• Aircraft Comparative Analysis

– Learjet 45XR• Maintenance Program Review

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

Contents Layout Sept15.qxp 19/08/2015 15:17 Page 2

900 BESTGATE ROAD SUITE 412 ANNAPOLIS, MARYLAND 21401 (410) 573-1515

GULFSTREAM G550 SN 5115GLOBAL 5000 SN 9206

Aircraft Sales & Acquisitions

©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

GULFSTREAM G450 SN 4024

GULFSTREAM IV SN 1149







Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 1

FALCON 7X SN 130 FALCON 7X SN 50

FALCON 7X SN 11

I N F O @ A V P R O J E T S . C O M ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved

Aircraft Subject To Prior Sale or Withdrawal from Market.

GULFSTREAM IV SN 1176

FALCON 900B SN 93

FALCON 900B SN 94

FALCON 7X SN 172

FALCON 900EXY SN 181

W W W . A V P R O J E T S . C O M

VISIT WWW.AVPROJETS.COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

FALCON 7X SN 32

FALCON 2000EXY SN 50


FALCON 50EX SN 337

CITATION X SN 254

900 BESTGATE ROAD SUITE 412 ANNAPOLIS, MARYLAND 21401 (410) 573-1515©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved

Aircraft Subject To Prior Sale or Withdrawal from Market. A

I

CITATION ENCORE+ SN 765

CHALLENGER 604 SN 5402

CITATION X SN 143


CHALLENGER 604 SN 5539CHALLENGER 604 SN 5578

CITATION SOVEREIGN SN 322

FALCON 2000 SN 207

CHALLENGER 604 SN 5490


I N F O @ A V P R O J E T S . C O M W W W . A V P R O J E T S . C O M©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved


LEARJET 45 SN 265

HAWKER 800XP SN 258607

CITATION CJ2 SN 179

VISIT WWW.AVPROJETS.COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

CITATION CJ1 SN 431

LEARJET 45XR SN 317

CITATION MUSTANG SN 257

HAWKER 800XP SN 258575

CITATION CJ2 SN 185

PIPER MERIDIAN SN 538

LEARJET 60 SN 273


AGUSTA A109E POWER SN 11650AGUSTA A109E POWER SN 11770

EUROCOPTER EC155B1 SN 6847

EUROCOPTER EC135T2i SN 635

EUROCOPTER EC130B4 SN 4864

EUROCOPTER EC1350B SN 3764

900 BESTGATE ROAD SUITE 412 ANNAPOLIS, MARYLAND 21401 (410) 573-1515©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved



SIKORSKY S-76C++ SN 760781

EUROCOPTER AS350B2 SN 9072

EUROCOPTER EC145 SN 9570

EUROCOPTER EC145 SN 9087


Owning your own aircraft is the ultimate way toexperience the world. The destinations of yourdreams are literally at your fingertips.Let our wisdom and over 40 yearsof experience ensure a successful transaction so you canget on with livingyour dreams.

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2000 Global Express

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP, Smart Parts Plus

• Batch 3 Software Upgrade w/ FANS 1A+ CPDLC and SBAS w/ LPV Approach, ADS-B Out

• SwiftBroadband

Serial Number: 9026 Now Asking: $13,000,000Hours: 5,772 TTAF Landings: 2,133

FOR SALE: PRICE REDUCED

1994 Falcon 900B

• Engines enrolled on Honeywell MSP Gold, APU enrolled on Honeywell MSP

• Two Owners, Excellent Pedigree

• Professionally Maintained and Operated

• Low Time/Cycles for Model-Year

• WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1



1997 Falcon 50EX

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP

• One Owner Since New• Very low total time to

cycle ratio

• Complied with the 3C check and Wing Tank Modification (SB 496R2) in May, 2015



2011 Gulfstream G550

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP

• ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities

• Gogo Biz Broadband Internet, SwiftBroadband

Serial Number: 5316 Asking Price: Make OfferHours: 2,590 TTAF Landings: 803

FOR SALE: MAKE OFFER

MESINGER MARKETPLACE Brokerage & Acquisitions

Read our industry blog at jetsales.com/blog

Follow us on twitter @jmesinger

Watch videos at jetsales.com/inventory


• Delivered September 25, 2014

• Factory Warranty• Block Point 1 (ASC-901 &

ASC-18A) complied with

• Predictive Windshear, SwiftBroadband & More

• Fwd Galley, Fwd & Aft Lavs, 4 Seating Sections — 17 Passenger Configuration

Serial Number: 6076 Asking Price: Make OfferHours: 49 TTAF Landings: 22

FOR SALE: MAKE OFFER

Hawker 800A

FOR SALE: NEW TO MARKET

2000 Falcon 900EX

• Engines on JSSI Premium Plus, APU on JSSI

• Excellent Pedigree• Wing Tank Modification

• TCAS 7.1• Gogo Biz

Broadband Internet



2009 Challenger 605Serial Number: 5774 Asking Price: $13,700,000Hours: 1,043 TTAF Landings: 342

FOR SALE: NEW TO MARKET

• Engines enrolled on GE OnPoint, APU on MSP Gold

• One operational owner since new

• Always Hangared

• Bombardier and Jet Aviation maintained

• Currently in for 12/24/36 mo & 400 hour checks at Bombardier, Dallas• TCAS 7.1, ADS-B Out

(DO-260A)

Serial Number: 258099 Asking Price: Please CallHours: 8,109 TTAF Landings: 5,222

• Engines enrolled on Honeywell MSP Gold

• Professionally maintained and operated Part 91

• Always Hangared• Dual NZ-2000 FMS

• Dual HF with SELCAL• Lightning Sensor System

2007 Global 5000

• Batch 3 Software Upgrade w/ FANS 1/A+ CPDLC and SBAS w/LPV Approach capability

• Triple FMS• HUD & EVS

• Triple CD-820 Control Display Units

• Autopilot Emergency Descent Mode

• Honeywell AIS-2000 Satellite TV

Serial Number: 9158 Asking Price: $18,750,000Hours: 1,723 TTAF Landings: 690

FOR SALE

2013 Citation XLS+

• Cessna Maintained, Fresh Inspections

• Single Channel SwiftBroadband

• IFIS, XM Weather, Jepp Charts, TCAS-4000 Change 7.1

• ProParts, PowerAdvantage+ & AuxAdvantage

• Dual FMS-3000 (FMS 4.0), WAAS/LPV & Dual SBAS GPS Receivers

Serial Number: 6138 Asking Price: $8,500,000Hours: 317 TTAF Landings: 283

FOR SALE

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

2010 Global XRS

SOLD: JULY 2015

1994 Falcon 50

UNDER CONTRACT: SELLING

2001 Gulfstream V

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP

• Two Owners Since New

• FAR Part 91 Professionally Operated and Maintained

• Honeywell Avionics Protection Plan (HAPP)

Serial Number: 642 Asking Price: $11,900,000Hours: 11,166 TTAF Landings: 4,233

FOR SALE

Global 6000

ACQUIRED: AUGUST 2015

FILE PHOTO

Gulfstream G650

ACQUIRED: AUGUST 2015

FILE PHOTO


• Engines enrolled on Pratt & Whitney ESP Gold

• Enrolled on Rockwell Collins CASP

• Gogo Biz ATG 5000 Broadband Internet with Wi-Fi

• Gogo Vision UCS-5000 On-demand In-flight Entertainment System

• Dual Collins FMS 6100• 12C (144mo) Inspection

complies with 10/28/14

Serial Number: 58 Asking Price: $5,950,000 Hours: 3,584 TTAF Landings: 1,834

FOR SALE

Global 6000

ACQUIRED: JULY 2015

FILE PHOTO

2010 Global XRS

SOLD: JULY 2015

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

Citation CJ3

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Challenger 300

FILE PHOTO

Falcon 2000EX EASy

FILE PHOTO

Falcon 2000LX

FILE PHOTO

Falcon 900EX EASy

FILE PHOTO

BIZAV INTELLIGENCE ❚ MARKET INDICATORS


or the aircraft manufacturers andregulators, it will no doubt be a very busyQ3/Q4 with multiple new aircraft in thecertification/entry-into-service cycle. Forexample, as we went to press we awaited

news of initial deliveries of the Cessna CitationLatitude following its earlier FAA certification. Thispromising new aircraft literally raises the bar (andcabin headroom) for buyers whose need,expectation and desire for comfort and space hasgrown over time.

Likewise, Embraer announced at LABACE2015receipt of ANAC (Brazilian) certification for its newfly-by-wire Legacy 450, with entry-in-service slatedthis year. Joining the recently certified Legacy 500,the Legacy 450 has helped Embraer move up intothe Big Leagues of Business Aviation. Embraerdelivered 16% of all new single-aisle business jetsin 2014, according to GAMA records, and weforecast that it will modestly exceed that marketshare performance in 2015.

Still in this year’s new product pipeline are twoother models, one from industry volume-leaderBombardier, and the other from new entrant

Honda Aircraft. Bombardier’s Challenger 650, thelatest derivative of the ever-popular Challenger600 family, is due for certification and entry intoservice in the second half of 2015, somewhat laterthan initially envisaged, while the HondaJet - aninnovative light jet design sporting new GE HondaHF120 engines - represents Honda’s entrée intoBusiness Aviation. Provisional FAA certification wasachieved in March and full FAA type certificationand service entry is imminent.

For aircraft sales professionals, year-to-date(YTD) results have no doubt been somewhatdisappointing. Through H1 2015, most OEMsreported that their new order volumes have notmatched their delivery rates of new aircraft. This isreflected in “book-to-bill” metrics that are less than1.0, and declining overall backlogs for most in-production OEMs.

We note that there are a number of mixedsignals emanating from the top-end of the businessjet market, with Bombardier announcing aproduction rate cut to its Global 5000/6000 familyeffective from 2016, and Dassault Falcon achievingjust five net new orders in H1 2015 (versus 90 in

For most Business Aviation professionals, September means one thing - a return to work after a few days of rest and relaxation. At a time

for renewed focus towards achieving objectives by year-end, Rollie Vincent,Editor, Market Indicators, assesses the market.

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

Back to BusinessBusy Third and Fourth Quarter Anticipated

for the BizAv Market

MarketIndicators .qxp_Layout 1 18/08/2015 14:33 Page 1


2014), dragged down by a 20-aircraftcancellation from NetJets from a 2006Falcon 7X order.

With emerging market slowdowns,attention has turned to the US, whereGulfstream and Cessna have traditionallydone very well. True to form, Gulfstreamhad a splendid Q2 2015, and increasedits funded order backlog to $13.9bn,buttressed by a series of successful salescampaigns with large corporate flightdepartments and non-fractional/non-charter fleet buyers, particularly in the USand the Middle East. With operatingprofit margins of almost 20% and astrong corporate parent, Gulfstream is ina good position to develop and fundnew products like the Gulfstream G500and G600, and to consider a modestramp-up in production rates of the ultra-long-range G650/G650ER.

As expected, Bombardier hasacknowledged a two-year delay to themuch-anticipated Global 7000, and wesuspect that the Global 8000 will followthis same pattern. Dassault’s new wide-cabin Silvercrest-powered Falcon 5X isalso now delayed, with Snecmaindicating that engine certification hasshifted from 2015 into H1 2016.

Pre-Owned TrendsIn the pre-owned sales world, wholeretail transactions in H1 2015 were downabout 6% for business jets and about11% for business turboprops over thesame period last year, according toJETNET. Into July 2015, business jet ‘ForSale’ inventory represents about 11% ofthe fleet (and 8% of the turboprop fleet) -back to pre-Great Recession levels inboth cases.

Encouragingly, aircraft that are sellingare taking less time to do so, down about11% in H1 2015 versus the same period ayear ago. Although evidence is mixed,and apples-to-apples comparisons arenotoriously difficult to make, it appearsthat asking prices have firmed up andmay have actually increased year-over-year, a sign of a healthy market wherebuyers and sellers are actively engaged,and aircraft are exchanging hands.

Flight ActivityFlight activity in the US market is on theincrease with cycles (a takeoff andlanding) up about 3% on a trailing 12months (TTM) basis through June 2015versus the same period last year. Despite

steady gains andunderlying fleetgrowth of about21%, we estimatejet utilization asmeasured by UStakeoffs andlandings is stillabout 12% belowthe pre-recessionpeak of 2007. Arebounding USeconomy, after aslow start in Q12015, is expected togenerate real GDPgrowth of about2.3% in 2015.

In Europe, cyclesare also edgingupwards. In theEurocontrol area,business jet cyclesare up about 2%and turboprops areup almost 7%through June 2015on a TTM basis.

With the US$appreciating againstthe Euro (up about22% over the last 12months) and manyother currencies,businesses that depend upon strongexport sales to the US are feeling apleasant tailwind that will help bolstertheir results. This is also a welcomedevelopment for sellers of businessaircraft financed in currencies other thanthe US$ – repaying the note using US$proceeds can help to unlock some of theasset value that was otherwise lost in themarket downturn

Sales Factors?General Aviation ManufacturersAssociation (GAMA) data through H12015 indicate that new single-aislebusiness jet deliveries were down about4% to 302 units over H1 2014, mostlydragged down by a slow Q1. Deliveryresults in Q2 2015 were actually up 4%YOY, with a busy H2 2015 on the horizon.(For an in-depth report on the GAMAdelivery data, please see Mike Potts’article in this issue of AvBuyer, p28.)

Our current forecast is that theindustry will achieve about 720 newbusiness jet deliveries in 2015, essentiallyflat year-over-year. Adding risk to the

forecast, however, are those several newaircraft in the queue for certification andinitial entry-into-service before year-endas noted above.

Given the on-going sales doldrumsthat the industry seems to find itself in aswe enter Q3 2015, what are some of thefactors that are inhibiting aircraft sales?Which of these factors are controllables?Chart A (overleaf) is from the Q2 2015JETNET iQ Survey of fixed-wing businessaircraft owners and operators, conductedin April-July 2015, and with 504respondents from 58 countries. The datarepresent weighted average responses tothe question, “Which of the followingfactors are most likely to prevent or delayyour organization from purchasing abusiness aircraft over the next 12months?”

Worldwide, 21% of owner/operatorrespondents indicate that they simply donot need additional aircraft, down from23% YOY. Other inhibitors, which havechanged little include a perception thatthe purchase price or trade-up cost is toohigh – almost 13% of respondents !




!

indicate that this is a factor preventing ordelaying them from making a purchase.Another 9% believe that their inability tosell their current aircraft is impedingthem from buying another. Just under 6%of respondents indicate that theavailability of financing or capital forpurchase is an inhibitor, while publicopinion is mentioned about 4% of thetime (little changed YOY, despite on-going advocacy efforts from theindustry).

Following, we trust you’ll find useful,practical insights helping to clarify thecomplexities of the global BusinessAviation marketplace.

For the remainder of 2015, we expectmuch of the focus to be on closing dealswith some of the most sophisticated anddemanding buyers in the market – thosebased in the US, where more than 60% of

the fleet is based. With so manycompanies seeking to meet their salestargets before year-end, we suspect that

conditions will continue to favor thebuyer for the time being.MI www.rollandvincent.com

Pre-Owned Jet,Turboprop & Helicopter MarketsIn JETNET’s June 2015 vs June 2014 analysis of keyworldwide trends across all aircraft marketsegments, ‘Fleet For Sale’ percentages for businessjet, piston helicopters, and commercial jet marketsectors were down, but stayed the same orincreased in the other markets.The results show the lowest percentage forbusiness jets for sale since the great recessionbegan – at 11.2%. However, the total number ofaircraft for sale is still well above the 2,200 mark.

It has been something of a mixed bag forbusiness jets, with the first six months of 2015showing a -6.1% decrease in pre-owned retailtransactions from the same period in 2014. But onaverage, jets that have sold this year have turnedover on the market 39 days faster, while listing atasking prices 17.7% higher than was the case in2014.

Conversely, business turboprops decreased10.8% in retail transactions, and did so with adouble-digit increase in asking price (up by16.9%). Further analysis of the asking price increase hasrevealed that on average, newer aircraft were sold in the first sixmonths comparison.

Turbine helicopters saw a decline in YTD sale transactions,down 12.2%. However, piston helicopters saw an increase insales transactions of 14.4%. Both turbine and piston helicopterssaw declines in YTD average asking prices, down -7.5% and -5.2% respectively, and are taking longer to sell, at 49 and 58more days respectively.

Commercial airliner trends include the number for sale for`both commercial jets (including airliners converted to VIP) andcommercial turboprops. Commercial turboprop YTD saletransactions were significantly lower (at 291) than any of theother market sectors.

For the first six months of 2015, there were nearly 4,000 pre-owned jets, turboprops, and helicopters sold, with bothbusiness jets and commercial jets leading all types.MI www.jetnet.com

Chart A - Purchase Inhibitors


The idea behind Sparfell & Partners Limited is a partnership of aviation experts, like a lawyer’s practice, where partners bring to the company their extensive experience & knowledge in aviation and their network of clients and contacts.

The company’s tagline - Intelligence in Aircraft Services - communicates to clients that they can expect not only a thorough and detailed service but also a tailored one, fully customized to their needs.

The Aircraft Services offered are sales & acquisitions, leasing (especially ACMI), and consulting to cover the entire business cycle of airliners, business jets and helicopters.

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

Philip G. Queffelec (center), ChairmanStarted as a Xerox manager, Chairman and founder of an aircraft leasing company, represented McDonnell Douglas, owned and built up an airline operating 15 jets, and has traded aircraft of all types since over 25 years.

Christian Hatje (right), PartnerHas worked in key positions in Airbus and Lufthansa and ran an aircraft leasing company in Ireland managing a portfolio of $2.2bn, then managed Privatair’s Business Aviation division.

Jason Mulcock (left), PartnerStarted his career at British Airways managing maintenance on

was CEO of a major Dassault Aviation MRO company in Geneva followed by founder of his own company MPLANES, specialising in jet sales and consulting.

INTELLIGENCE IN AIRCRAFT SERVICES

Sparfell & Partners’ market is global and the company strategy includes having Associates positioned strategically around the world in important and fast growing markets where local intelligence is key to performing business there.

These Associates operate in the name of Sparfell & Partners

important roles.

The three founding partners have a wealth of experience of

interiors, insurance and consulting.

SPARFELL & PARTNERSand was founded by Philip G. Queffellec, Christian Hatje and Jason Mulcock.

Advertorial

P21.qxp_Layout 1 19/08/2015 11:16 Page 1

July Business Aviation flight activity postedan increase from June to finish the month up3.7%, according to ARGUS TRAQPak.Results by operational category were allpositive, with Fractional operators posting asignificant monthly increase of 7.1%. The Part135 market also posted a big increase, up6.1%, while the Part 91 market posted a1.5% increase.Looking at the aircraft categories, turbopropshave continued to remain strong, posting anincrease of 5.2% - the fifth straight monthlyrise. Small cabin and mid-size aircraft postedmonthly rises of 4.4% and 3.4% respectively.The large cabin market posted a slightdecrease from June, down -0.4%. The largestmonthly gain occurred in the Fractionalturboprop segment, up an impressive 25.8%from June.

Reviewing year-over-year flight activity

(July 2015 vs. July 2014), July 2015 postedan increase of 5.6% - the largest year-over-year rise since February 2012, which includedan extra day due to leap-year. The results byoperational category showed significantgrowth in the Part 91 and Part 135 markets,up 3.8% and 9.6% respectively. TheFractional market reversed course to post itsfirst year-over-year rise since November2014, up 2.8%.

Flight activity by aircraft category waspositive all-round, with turboprops posting a7.6% gain from July 2014, large cabin up7.0% from 2014, and the small cabin andmid-size markets posting yearly increases of4.9% and 3.2%, in that order. The largestyear-over-year gain for an individual segmentoccurred in the Fractional turbopropsegment (19.7%).MI www.argus.aero

BizAv Activity - US & Canada



Europe on theMend?There had been 382,000 BusinessAviation flight departures in Europe atthe midway-point of 2015, according toWingX. That’s approximately 4,400fewer than at the midway point in 2014(a -1% deficit).Overall, flight trends in the first half of2015 suggest the European market is onthe mend, albeit this is a stutteringrecovery. Flight activity is still 7% belowthe levels seen in 2008, despite thenumber of aircraft and operatorsgrowing during that period.

Last year, the expected recovery wasknocked off course by the Ukraine crisisand the resulting collapse in thatcountry’s budding demand for privatejets. It’s clear from this year’s data thatthe negative repercussions of the crisiscontinue to impact the European picture.In June year-to-date, Business Aviationactivity in Ukraine was down 48%,equivalent to 552 fewer flights eachmonth. Meanwhile Russia, ranked as thesixth largest European market in 2013during the previous two years, is nowranked 11th in terms of flight operations.Activity there was 23% down in the firstsix months of this year and it slumped afurther 16% in June.

Take away the severe declines inactivity within Russia and Ukraine and theEuropean trend is slightly positive so farin 2015. We should also consider theone-off impact of Switzerland’s currencyappreciation in January - the main factorbehind the 5% drop in Europe’s fifthbiggest market for Business Aviation.

The fact that there is core growthunderlying these macroeconomic shocksis due to some solid recovery in Europe’slargest Business Aviation markets. Flightsare up 4% for the year in France, and 2%in the UK. There is also slight growth inSpain and Italy. Germany was flat in thefirst half, but may be bouncing back, with11% increased flight activity in June. Themodest recovery in these marketsappears to correlate to the Eurozone’sslightly improving GDP performancein Q2.

Overall, the market has been boostedmore by turboprops and pistons than byjets. There are exceptions, such as theultra-long-range (ULR) jets, with fast-growing activity trends reflecting theirlarge share of new deliveries last year.For example, G650 flights were up 80%

in Q2. Over the last 12 months, ULR jetdepartures have increased by 9%. Moremodest but also consistent growth trendsare indicated in the usage of ‘value formoney’ entry level and VLJs.

The midsize and traditional light jetsegments have continued to see activitydeclines, although the last couple ofmonths have seen a big comeback in supermidsize aircraft flights (up 7% in June).

Business jet charter flights in Europedecreased by 2% in Q2 this year and haveconstantly subsided over the last 18months. Again, the CIS market is largely toblame. AOC flights are well up in France

and UK, also in Scandinavia and Benelux,although much of this growth is turbopropand piston rather than jet activity.

In summary, the previously fast-growingCIS market is hobbled for the long-term,and weaker economic prospects inSouthern and Eastern Europe will continueto subdue Business Aviation in theseregions. In Western Europe, buoyed bycloser connections to the robust NorthAmerican market, the recovery should bebrisker. After a bad Q1 and a flat Q2, theEuropean market should make sometangible gains in the next six months.MI www.wingx-advance.com !


Aviation Advisors September.qxp_Layout 1 17/08/2015 14:13 Page 1

In-ServiceAircraftTechnicalCondition &PriceAn Asset Insight Index analysisconducted on July 31, 2015 covering 87fixed-wing models and 1,801 aircraftlisted for sale revealed “Excellent”overall asset quality. Here’s how…Maintenance Rating (ATC Score): AssetTechnical Condition (ATC) Score - anaircraft’s rating relative to its OptimalMaintenance Condition, achieved theday it came off the production line,improved another 4.6 AI2 basis points,registering 5.435 versus June’s 5.389, onthe ATC scale of -5 to 10. The figure wasslightly better than the average ratingachieved during the past twelve months.

Financial Rating: Asset TechnicalFinancial Condition (ATFC) Score -evaluating scheduled maintenance eventcost based on the aircraft MaintenanceRating - worsened 7.9 AI2 basis points,on the 0-10 ATFC scale, registering5.103 versus June’s 5.182.

Asset Exposure (ATFE Value): AssetTechnical Financial Exposure (ATFE) Value- an aircraft’s accumulated maintenancefinancial exposure - worsened 1.3% inJune, increasing over $23k to $1.798m,after achieving the lowest/best figure for2015 in June ($1.775m).

Large Jets were the primary forcebehind this month’s “Excellent” overallasset quality rating. By aircraft group,asset quality was as follows:• Large Jets: “Excellent” asset quality,

and the best ratings among the fourgroups, but below the group’s12-month average. Slightly improvedAsk Price, but still below the12-month average; Asset Exposure is$10k worse/higher than June’s figure.

• Medium Jets: “Very Good” assetquality, but only sufficient to achievethird place in the rankings. Ask Pricewas just below the highest figureachieved in the past 12 months.Asset Exposure increased $109k to arecord worst $1.78m.



AEA Q2 2015 Market ReportThe Aircraft Electronics Association released its Q2 2015 Avionics Market Report,revealing that in the first six months of the year, total worldwide Business & GeneralAviation avionics sales amounted to more than $1.1bn.

Sales during April-June 2015 rose 3.1% compared to January-March 2015; however, thereport indicated an 8.5% decrease in year-over-year sales compared to the first six monthsof 2014 (more than $1.3bn).

Of the more than $1.1bn in sales during the first six months of 2015, 52.3% came fromforward-fit sales (avionics equipment installed by airframe manufacturers during originalproduction), valued over $624m. The retrofit market (avionics equipment installed afteroriginal production) accounted for 47.7% of sales during the first six months (over $568m).

According to the companies that separated their total sales figures between NorthAmerica (US and Canada) and other international markets, 64.5 percent of sales in the firstsix months occurred in North America, while 35.5 percent took place internationally. MI www.aea.net

Latin American Growth Slows…Central and South America havetraditionally been solid contributors to thebusiness aircraft industry, notes BrianFoley. However the region is nowexpected to be uncharacteristically weakfor the foreseeable future...While acting as an industry life buoy duringthe worldwide financial crisis, this markethas since entered a cyclic downturn thatwill be more pronounced than previousones. “The private aircraft fleet populationtrend has been telegraphing a pendingslowdown for some time now,” Foleynotes. “In analyzing the region’s aircraftfleet data from AMSTAT, private jets,turboprops and helicopters all show acontinuous decline in year-over-year fleetgrowth rates.”

While growth approached or exceededdouble-digits just four years ago, in thepast year it has declined into the low

single-digits. “It’s my thesis that the fleetwill eventually contract over the next fewyears, with equipment either being idled orsold to more prosperous regions of theworld such as the US.”

A variety of factors have contributed tothe situation, none of which will soon berectified, he warns. Debt, inflation,weakened currencies, minimal or decliningGDP growth and politics have allcontributed to the decline. “The final hit,with perhaps the greatest implication, isthe drop off in commodity prices, includingaround a 50% drop in oil prices, over thepast year.”

Foley believes Mexico could be apossible exception, since, as a key tradingpartner it has been indirectly benefittingfrom the US economic recovery.

MI www.brifo.com


Table B

• Small Jets: “Very Good” asset quality,achieving second place among the fourgroups. Improved and above averageAsk Price compared to June. AssetExposure increased $87k to $1.059m,just $10k below the worst 2015 figure.

• Turboprops: “Very Good” asset qualitywith the highest rating the group hasever achieved. An above average AskPrice was recorded, but also an $11kimprovement in Asset Exposure (justabove the group’s 12 month average).

Exposure To Price (ETP) Ratio: The averagemaintenance ETP Ratio registered a recordhigh/worst figure of 67.2% (see Table B).We consider an ETP Ratio (the aircraft’sMaintenance Exposure divided by its AskPrice) above 40% to represent excessiveAsset Exposure in relation to Ask Price, andthe industry average has continuouslyexceeded the 40% level since March 2014,primarily due to depressed Ask Prices.

While Prices increased $154k since June,they still registered below the industry’s 12-month average. A closer examination ofeach market segment follows:• Large Jets: recorded the same 43.3%

ETP Ratio as last month - thehighest/worst Ratio for the groupduring the past 12-months but the bestRatio among all groups. The aircraft wetrack also registered the highest AskPrice since March at $15.99m. Whilethis could be good news for Sellers,Buyers have only been willing to pay, onaverage, 11.6%* below Ask Price duringthe first half of this year.

• Medium Jets: at 67.3%, the ETP Ratioremains at the highest/worst figure everposted by Medium Jets. On the brightside, the $3.81m Ask Price is equal tothe group’s best 12-month figure. AskPrices may provide good opportunitiesfor quick, decisive Sellers, who shouldnote that Buyers have been willing topay approximately 15.3%* less than theAsk Price since January.

• Small Jets: the group’s ETP Ratioincreased to a new record high/worstfigure at 101.7%. At $1.89m, averageAsk Price increased 4.2% since June,and Sellers have secured deals during2015 averaging 7.9%* below their AskPrice. These market dynamics areindicative of Buyer focus on newerSmall Jets with lower Asset Exposuredue to accrued maintenance.

• Turboprops: ETP Ratio improved to49.9% from June’s 51.1%, while AskPrice receded nearly 2% to just over$1.57m – slightly below the 12-monthaverage. We continue to believeTurboprop asset quality, in the currentpricing environment, represents goodvalue. Since January, Sellers havesecured transaction figuresapproximately 9.8%* below their AskPrice – only slightly worse than lastyear’s average difference between Askand Transaction Price (* SAIValuations LLC).

Market SummaryOptimizing asset value starts by purchasinga high quality asset at the right price. That

requires determining the dollar amount ofmaintenance an aircraft has accrued andadjusting the offer price as required.Similarly, Sellers need to understandprecisely how their aircraft’s accruedmaintenance compares with similar assetslisted for sale – if they wish to optimizetheir selling price by avoiding excessiveholding costs.

As we have continually stated,maintenance represents an aircraft’sgreatest cost ‘wild card’ and, as salesfigures demonstrate, quality assets tradequickly. There is no value to paying morethan an aircraft is worth, and it is similarlyirrational to expect a buyer to pay apremium for an asset burdened byexcessive embedded maintenance.MI www.assetinsightinc.com ❚

!"#$%&'&

Table A

Gulfstream G150 & G200 Market SpotlightThe Gulfstream G150 and G200 used jet markets are worthwatching closely over the coming months, says James Becker,Senior Aircraft Appraiser at Elliott Aviation…In his exclusive online blog available to view for free atAvBuyer.com, Mr. Becker looks at the recent trends for these

two models, highlighting average days on market, recent trans-actions and availability – courtesy of JETNET – while assessingthe possible impact of some significant recent sales activity.MI Read the full analysis via http://www.avbuyer.com/articles/the-biz-av-bloggers/gulfstream-g150-g200-market-spotlight/ ❚

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Elliott September.qxp_Layout 1 18/08/2015 10:09 Page 1

Elliott September.qxp_Layout 1 18/08/2015 10:09 Page 2

t face value, jet deliveries year-to-datewere down 4.1 percent; turboprops down9.9 percent; and piston airplanes off 11.8percent over 2014 results. Total billings

were also down, 4.6 percent.While the overall numbers for the year are down,

Q2 2015’s results are more encouraging than that.Jet deliveries were up by 4.8 percent (versus Q22014); business turboprops (not counting thosepesky agricultural airplanes) were up by 9.4 percent;and the piston category is the only segment lag-ging, down 4.9 percent from a year ago. But evenamong the pistons we can find good news – twin-engine deliveries are up by 23 percent over Q22014.

There’s no disguising the fact that billings for theyear-to-date are down ($10.4bn this year vs $10.9bnlast), but once again, the shortfall is all in the firstquarter. Q2 billings totaled $5.9bn, up from $5.7bnreported for the same period in 2014.

The Jet MarketLooking at the specifics of the jet market, the gainsbecome evident. There were 172 business jets deliv-ered in the Q2 2015, compared with 164 for Q22014. Of the eight business jet OEMs reporting,three had gains, two were even and three postedlower numbers than last year - more importantly, thethree companies with gains were all key players inthe business jet market.

GAMA Q2 2015 Shipment Analysis


At first glance the year-to-date numbers from the General Aviation Manufacturers Association (GAMA) are very distressing. Fortunately, the bad news, if not exactly

wrong, is somewhat misleading suggests Mike Potts…

A

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

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

continued on page 32!

GAMA Sept15.qxp_GAMA DEC05 19/08/2015 09:39 Page 1

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Challenger 604 S/N: 5426• $6,495,000• Total Time: 6329:55 hours• Landings: 3397• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7• 12 Passenger Interior

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

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

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2008 Gulfstream G550 S/N: 5176• Price : US$29,950,000• Total Time: 3466.5 hrs• Landings: 953• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• BBML• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Forward crew rest• Available for viewing Immediately in Bridgeport,

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On a year-to-date basis jet deliveries are lagging,at 305 units compared with 318 a year ago, but ifthe Q2 trend continues we should be ahead for theyear by the time Q3 comes to a close.

Only two jet makers - Bombardier and Boeing -enjoyed better year-to-date numbers than a yearago. The leader in business jet deliveries by a widemargin was Bombardier, with 92 YTD, including 47in Q2. By comparison, Bombardier had deliveredjust 81 units by this time last year, and is currently13.58 percent ahead of its 2014 performance.

Gulfstream took second place with 73 units,based on a strong Q2 that saw it deliver 41 aircraft –that’s up 28.13 percent from the 32 reported in Q12015. Gulfstream’s Q2 2015 total was also 7.9 per-cent ahead of its Q2 2014 performance, when 38deliveries were made. Gulfstream’s year-to-date totalnonetheless lagged its 2014 performance by 5.2percent (down from 77).

While Gulfstream’s total may be off a little, its per-formance was still strong enough to make it the

billings leader so far in 2015 with $3.97bn for theperiod, compared with Bombardier’s $3.47bn. Noneof the other jet OEM’s billings topped $1bn forthe first half of 2015.

Textron’s Cessna unit finished the first half in thirdplace with 69 units, including 36 in Q2, whichexactly matched its total for the same period lastyear. YTD, Cessna is just two units behind its 2014pace - a good indication that the recovery is notbypassing the lighter end of the jet market as it didearlier in this decade. And evidence of growingstrength in the light jet market is further seenthrough Embraer’s performance, which included 33units in Q2, including 26 of its Phenom series oflight jets.

Embraer’s YTD total included 45 units securingfourth place in jet deliveries. Embraer’s Q2 total rep-resented an increase of 13.79 percent over the 29delivered in Q2 2014. YTD, however, the Brazilianjet-maker trails its 2014 total by four units, attributa-ble to a soft Q1 for business jets.

Dassault was fifth among the jet OEMs with 18units delivered for the year, down 28 percent fromthe 25 units reported in 2014. In both Q1 and Q2,Dassault trailed its 2014 results, with 12 in Q2 (downfrom 16 last year) and six in Q1 (down from nine).

Rounding out the jet deliveries for the first half of2015 were Boeing with four (a single unit ahead oflast year), ONE Aviation with three (down from ninea year ago), and Airbus, with a single delivery report-ed this year in the second quarter, leaving it trailingthe prior year’s total by two deliveries.

Interestingly, ONE’s six-unit shortfall representedalmost half of the combined jet market’s decreasefrom this year to last. To me, this indicates it will takevery little boost in demand for the jet market to fin-ish the year ahead of its prior year total, whichamounted to 722 units.

The TurbopropsThe business turboprop segment is already having agood year, with 171 deliveries YTD compared with162 in the same period in 2014 (+5.55 percent). Ifyou’re searching the GAMA data to find these totals,forget about it. They don’t list the data this wayanymore…

The 171 unit total includes 55 twin-engine turbo-props, all from Textron Aviation’s Beechcraft division,as well as 116 single engine turboprops from what Icall “the traditional turboprop-builders,” includingTextron’s Cessna (the largest maker of single-enginebusiness turboprops, as well as DAHER (formerlySocata), Pilatus, Piper, Quest and Pacific Aero.

Beechcraft’s 55-delivery twin-engine performancewas down by a single unit from a year ago, when itmade 56 shipments. Cessna, meanwhile, reported42 single-engine turboprops in the first half, includ-ing 29 in the Q2. The company’s YTD total matchedits 2014 pace, although its Q2 total of 29 was fully61.11 percent ahead of the 18 it reported inQ2 2014.

“...this

indicates it

will take very

little boost in

demand for

the jet market

to finish the

year ahead of

its prior

year total.”

! continued on page 36




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Q1 Q2 YTD

Airplane shipments 1, 2, 4 Manufactured Worldwide

NOTES: 1. A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.3. Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval. 4. Military aircraft shipments are not included in shipment table totals.5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2014. 6. Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies

listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. DAHER was previously reported as SOCATA.9. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.10. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc.11. Piaggio Aerospace does not provide quarterly data, but reports airplane deliveries to GAMA on an annualnbasis.


DAHER was something of a surprise in secondplace for single-engine turboprops with 25 units,well ahead of third place Pilatus which had 19 andPiper with 16. DAHER’s total included 14 shipmentsduring Q2, and was five units ahead of the 20recorded in the first half of 2014. Somewhat oddly,though, DAHER’s Q2 total trailed its 2014 Q2 resultby a single unit.

Pilatus was ahead of its 2014 pace by a singleunit, while Piper – after tying for second place in sin-gle-engine turboprop deliveries in Q1 – fell backinto fourth place after a Q2 in which it reported justfive deliveries, down from eight in Q2 2014.

Quest finished the first half with a dozen deliver-ies on the strength of a Q2 with seven units, up fromthe four it had last year. Quest’s year-to-date resultwas 50-percent ahead of the eight units reported inthe first six months of 2014. The only single-engineturboprop OEM with negative numbers was PacificAero, which shipped just two units so far this year,down from four in the same period of 2014.

So why do GAMA’s headlines show the turbopropsegment performing so poorly (down 9.9 percent).Well, it seems the agricultural airplanes have fallenon hard times. At this time last year Air Tractor haddelivered 88 aircraft while this year its total was just65. Similarly, Thrush reported 23 last year and just 10in 2015. Consequently, GAMA shows turbopropslagging when in fact business turboprops are doingpretty well.

The Piston MarketsRegrettably, the same can’t be said for the piston

market, where many of the traditional market lead-ers are lagging significantly. Cirrus, Diamond andPiper all had double-digit declines in the single-engine category. But the trend wasn’t downward foreveryone. Some piston makers – notably Cessnaand Tecnam – had double-digit gains in both quar-ters this year. Go figure.

Of 14 manufacturers reporting single-enginedeliveries, eight were down compared to last year,four were up, and two were even. Perennial marketleader Cirrus was off 16.43 percent for theyear-to-date.

By contrast, second place Cessna finished the firsthalf 35.9 percent ahead of last year. There’s nodownturn in the piston market at Cessna. The samecan’t be said for third place Diamond, which finishedthe first half 47.57 percent behind last year.

Overall, multi-engine piston airplanes had a goodQ2, with 37 deliveries, up 23.3 percent from a yearago when there were 30 piston twins sold. Pistontwins for the year-to-date are down one unit from ayear ago, however.

While generally, Q2 2015 numbers are encourag-ing, the fact remains that total shipments lag lastyear’s total by 9.1 percent.

What is supposed to be a period of slow, butsteady recovery for our industry is starting to feel likea hollow promise. We can only hope that theremaining six months of 2015 will prove to be betterfor the business aircraft market than the first sixmonths…

View GAMA’s Q2 2015 Shipment Report in full on page 38


SINGLE-ENGINE PISTON 176 234 410 MULTI-ENGINE PISTON 17 37 54 TOTAL PISTON AIRPLANES 193 271 464 SINGLE-ENGINE TURBOPROPS 91 100 191 MULTI-ENGINE TURBOPROPS 25 30 55 TOTAL TURBOPROP AIRPLANES 116 130 246 BUSINESS JETS 133 172 305 TOTAL TURBINE AIRPLANES 249 302 551 GRAND TOTAL AIRPLANE SHIPMENTS 442 573 1,015 GRAND TOTAL AIRPLANE BILLINGS $4,514,453,340 $5,893,035,262 $10,407,488,601

“Consequently,GAMA shows

turbopropslagging when

in fact business

turboprops are doing

pretty well.”

!


2009 Hawker 4000S/N: RC-24. Reg: N269LB1,236 Hours since NewHoneywell Primus Avionics SuiteBlock Point Inspections / Load 20Mod-Output CompletedLump (Low utilization inspection) cw.March-2015

1995 Hawker 1000S/N: 259046. Reg: N546LR10,977 Hours Since New FAA Part 135Dual GPSAirshow 400RVSM CompliantMaintained Under FAA Part 135

1998 Hawker 800XPS/N: 258387. Reg: N835TM10,557 Hours since NewEngines enrolled on MSPAircell Wi-FiPart 135No Damage History

New Company, Same Trusted Resource

2008 Hawker 900XPS/N: HA-21. Reg: N889QS4,823 Hours since NewAirshow 410

AirCell ATG5000 High Speed InternetEnrolled on MSPPartial Interior Refurbishment May-2015Paint Touch up in 2014

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

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

1-720-477-1204hattaviation.com

Hatt & Associates September.qxp_Layout 1 17/08/2015 14:24 Page 1

2015 Second Quarter Shipment Report

MAKE & MODEL Q1 Q2 YTD MAKE & MODEL Q1 Q2 YTDAIRBUS CORPORATE JETS 7

ACJ318 0 1 1

ACJ319 0 0 0

ACJ320 0 0 0

ACJ321 0 0 0

ACJ330 0 0 0

TOTAL UNITS 0 1 1

TOTAL BILLINGS7 $0 $68,000,000 $68,000,000

AIR TRACTOR 4

AT-401B 0 1 1

AT-402A 0 0 0

AT-402B 4 3 7

AT-502A 0 0 0

AT-502B 13 6 19

AT-504 0 2 2

AT-602 6 2 8

AT-802 2 1 3

AT-802A 12 7 19

AT-802AF 2 5 7

TOTAL UNITS 39 27 66

TOTAL BILLINGS $18,861,026 $14,514,765 $33,375,792

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 0

7ECA CITABRIA AURORA 1 0 1

7GCAA CITABRIA ADVENTURER 0 0 0

7GCBC CITABRIA EXPLORER 0 0 0

8GCBC SCOUT 0 1 1

8KCAB SUPER DECATHLON 2 0 2

8KCAB XTREME DECATHLON 3 2 5

TOTAL UNITS 6 3 9

TOTAL BILLINGS $1,462,400 $799,700 $2,262,100

BOEING BUSINESS JETS 7

BBJ 1 0 1

BBJ 2 0 0 0

BBJ 3 0 0 0

B777-300ER 1 0 1

B787-9 1 1 2

TOTAL UNITS 3 1 4

TOTAL BILLINGS 7 $58,500,000 $0 $58,500,000

BOMBARDIER

LEARJET 70 / 75 9 5 14

LEARJET 60XR 0 0 0

CHALLENGER 350 14 18 32

CHALLENGER 605 5 3 8

GLOBAL 5000 / 6000 17 20 37

CL850 / 870 / 890 0 1 1


TOTAL BILLINGS $1,656,800,000 $1,809,300,000 $3,466,100,000

CIRRUS AIRCRAFT

CIRRUS SR20 6 10 16

CIRRUS SR22 19 30 49

CIRRUS SR22T 18 34 52


TOTAL BILLINGS $30,597,388 $53,562,446 $84,159,834

DAHER 8

TBM 900 11 14 25


TOTAL BILLINGS $41,700,000 $53,100,000 $94,800,000

DASSAULT FALCON JET 5, 9

2000S/2000LXS/900LX/7X 6 12 18

TOTAL UNITS 6 12 18

TOTAL BILLINGS $212,000,000 $421,000,000 $633,000,000

DIAMOND AIRCRAFT 5,6

HK-36 0 1 1

DV20 0 0 0

DA20-C1 5 6 11

DA40 (ALL) 25 18 43

DA42 (ALL) 7 20 27


TOTAL BILLINGS $14,979,075 $21,047,700 $36,026,775

EMBRAER 5

PHENOM 100E 1 6 7

PHENOM 300 9 20 29

LEGACY 500 2 3 5

LEGACY 600/650 0 3 3

LINEAGE 1000/E190 HEAD OF STATE 0 1 1

SHUTTLES (ERJs AND E-JETS) 0 0 0


TOTAL BILLINGS $124,746,000 $403,451,000 $528,197,000

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150 / 280 7 8 15

GULFSTREAM 450 / 550 / 650 25 33 58


TOTAL BILLINGS $1,711,660,000 $2,260,240,000 $3,971,900,000

MAHINDRA AEROSPACE 5

AIRVAN 8 5 4 9

TOTAL UNITS 5 4 9

TOTAL BILLINGS $3,634,800 $2,907,840 $6,542,640

MAULE AIR, INC.

MX-7-180B 2 1 3




MAKE & MODEL Q1 Q2 YTD MAKE & MODEL Q1 Q2 YTD

TOTAL CIVIL SHIPMENTS 688 881 1,569TOTAL AIRPLANE BILLINGS $5,301,509,096 $7,024,109,576 $12,325,618,671

MAULE M-9-235 1 0 1

TOTAL UNITS 3 1 4

TOTAL BILLINGS $769,814 $259,958 $1,029,772

MOONEY INTERNATIONAL CORP.

M20R OVATION 1 0 1

M20TN ACCLAIM 0 4 4

TOTAL UNITS 1 4 5

TOTAL BILLINGS $659,000 $3,013,000 $3,672,000

ONE AVIATION CORP. 10

ECLIPSE 550 2 1 3

TOTAL UNITS 2 1 3

TOTAL BILLINGS $6,374,500 $3,105,250 $9,479,750

PACIFIC AEROSPACE LTD.

PAC 750XL 1 1 2

TOTAL UNITS 1 1 2

TOTAL BILLINGS $1,900,000 $1,900,000 $3,800,00

PIAGGIO AEROSPACE 11

P.180 AVANTI EVO N/A N/A 0

TOTAL UNITS 0 0 0

TOTAL BILLINGS $0 $0 $0

PILATUS

PC-6 0 1 1

PC-12 7 11 18

TOTAL UNITS 7 12 19

TOTAL BILLINGS $32,984,000 $53,992,000 $86,976,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 0

PA-28-181 ARCHER III 10 2 12

PA-28R-201 ARROW 0 1 1

PA-34-220T SENECA V 0 3 3

PA-44-180 SEMINOLE 2 1 3

PA-46-350P MIRAGE M350 0 14 14

PA-46R-350T MATRIX 0 1 1

PA-46-500TP MERIDIAN M500 11 5 16


TOTAL BILLINGS $23,873,253 $28,925,595 $52,798,848

QUEST AIRCRAFT COMPANY

KODIAK 100 5 7 12

TOTAL UNITS 5 7 12

TOTAL BILLINGS $9,875,000 $13,825,000 $23,700,000

TECNAM AIRCRAFT

ASTM - LSA 25 24 49

P2002JF 4 8 12

P92JS 0 2 2

P2002JR 0 0 0

P2008JC 8 8 16

P2006T 6 8 14

P2010P TWENTY TEN 6 7 13

TOTAL UNITS (TECNAM) 49 57 106

TOTAL BILLINGS $9,051,256 $11,454,439 $20,505,695

TEXTRON AVIATION 4

BEECHCRAFT CORPORATION

BONANZA G36 5 7 12

BARON B58 2 5 7

KING AIR C90GTx 5 4 9

KING AIR 250 6 11 17

KING AIR 350i/ER 14 15 29


TOTAL BILLINGS (BEECH) $168,827,800 $208,674,683

CESSNA AIRCRAFT COMPANY

172S SKYHAWK SP 31 47 78

182T SKYLANE 0 0 0

T182T TURBO SKYLANE 0 0 0

206H STATIONAIR 0 0 0

T206H TURBO STATIONAIR 9 11 20

400 CORVALIS TTx 4 4 8

208 CARAVAN 675 0 3 3

208B GRAND CARAVAN / EX 13 26 39

510 CITATION MUSTANG 3 2 5

525 CITATION M2 7 10 17

525A CITATION CJ2+ 0 0 0

525B CITATION CJ3+ 5 6 11

525C CITATION CJ4 9 6 15

560 CITATION XLS+ 2 6 8

680 CITATION SOVEREIGN+ 5 4 9

750 CITATION X+ 2 2 4


TOTAL BILLINGS (CESSNA) $373,720,000 $440,049,000

TOTAL BILLINGS (COMBINED) $542,547,800 $648,723,683 $1,191,271,483

THRUSH AIRCRAFT, INC.

S2R-T34 2 2 4

S2RHG-T65 0 0 0

S2R-T660 0 3 3

S2R-G10 0 0 0

S2R-H80 2 1 3

TOTAL UNITS 4 6 10

TOTAL BILLINGS $3,523,944 $9,904,908 $13,428,852

WACO AIRCRAFT COMPANY

2T-1A-2 2 2 4

YMF-5D 1 1 2

OEM SHIPMENTS ❚ BIZAV INTELLIGENCE



O'Gara September.qxp_Layout 1 19/08/2015 12:32 Page 1

O'Gara September.qxp_Layout 1 19/08/2015 12:32 Page 2



viation's three most-dreaded words,‘Aircraft on Ground’ (AOG), can hit invarying degrees… The best AOGoccurs on the home field. Next best

would be an occurrence on an airport offering serv-ices qualified and capable of quickly resolving thecause. The worst-case scenario, however, mightfind an operator stranded somewhere without thefacilities to resolve the failure.

The AOG cause may be relatively simple – a jobalmost any airframe maintenance technician learnssuch as brake fluid found pooled around one main-gear truck; a collapsed main-gear strut; or a flattire. It could, however, be far more complicatedranging from engine igniter failure to a pressuriza-tion valve unable to function.

Yet irrespective of the degree of difficulty, hav-ing people around with the appropriate skills andknowledge to fix the fault fulfills only half the needwhen the facility lacks the equipment to performthe work. Many aircraft need specialized tools orlifting capabilities...maybe a jack able to elevate agear truck when the aircraft exceeds the capacity ofany of the available lifts.

Perhaps it’s the lack of the correct electronicequipment to test and correct an avionics glitchthat's delaying departure, or a failed starter/gener-ator drive – and the part needed sits on a shelf inanother part of the world, along with someonewho’s qualified to make the swap. Until resolved,the aircraft is grounded.

You need only imagine the frustration of one

Aircraft on Ground!


A

Stuff happens, so the saying goes. Aircraft breakdowns, maintenance problems and associated issues that ground the company airplane definitely happen,

notes Dave Higdon. How do you prepare for that?

BIZAV INTELLIGENCE ❚ MAINTENANCE

Mobile Maintenance Brings Cures to the Stricken...

AOG Sept15.qxp_Finance 19/08/2015 09:22 Page 1

!

turboprop owner/pilot when he returned to anurban 2,500ft runway from a nearby meeting andfound his right main gear tire was flat. Much to hissurprise, however, what might have been alengthy AOG for him proved to be only a relative-ly brief delay because the airport owner knewwhere to find the correct replacement – and had alift capable of raising the main gear of an 11,000-pound aircraft.

Although the airport didn't stock that tire, adistributor in the area did, since it was a sizeand type used by a more-common propjet twin.Hours were still lost, but location can makea difference.

Maintenance Facilities Vs. Available RunwaysAlmost any city of size boasts enough car dealer-ships to provide qualified maintenance for almostevery brand of automobile. Some more-exoticbrands, however, lack the market penetration oraffordability factor to land a dealership in everytown. So it is with aircraft, but at a more-sophisti-

cated and regulated level. It works like this:Are you powered by Continental or Lycoming?

Both build piston engines, and you can find sup-port at pretty much any airport. But how aboutPratt & Whitney, Allison, Rolls-Royce (there’s lotsof them flying on Gulfstreams), Honeywell orGarrett? It's not as though they don't have plentyof approved and qualified shops available - col-lectively they boast hundreds – but North Americaoffers thousands of airports with runways able tohandle at least some business-turbine traffic.

In recent years maintenance service providershave created new capacities that are aimed atresolving AOG situations and focusing specificallyon business aircraft, providing stranded operatorsa wealth of people qualified and capable of pro-viding the required aid. What’s more, they makehouse calls - well, hangar calls.

These solutions provide the tools appropriatefor the need – which is at least enough to ferrythe stricken airplane to the nearest facility capableof finishing the work.

So, Who Do You Call?Assuming your aircraft is grounded and the airportFBO lacks the skills or tools to correct the fault, youshould either call your maintenance manager backhome, or the OEM's customer-support service.

Increasingly OEMs are enhancing their mainte-nance networks with mobile maintenance offerings –often based out of an existing factory or approvedservice center. The benefits of utilizing the aircraftOEM are the same as those prompting most busi-ness aircraft owners to stay with the factory servicefor their more-routine needs: Expertise, experienceand access to the right parts. But let’s consider morespecifically what is available to different makes ofbusiness jet operators today…

Bombardier: The Canadian OEM got into themobile-maintenance system swing in 2012, launch-ing its Mobile Response Party (MRP) units that workin concert with Bombardier’s North America-basednetwork of Regional Support Offices (RSOs); 24/7Customer Response Centers in Montreal andWichita; and the company's wholly-owned businessaircraft service centers in the US. These are supple-mented with Customer Liaison Pilots, CustomerSupport Account Managers and Field ServiceRepresentatives.

Bombardier's MRP network began with units pre-positioned in seven regions centered on Orlando,Fla; Atlanta; Van Nuys; Seattle; Denver; Chicago;and Teterboro. Similar to the company's fixed-loca-tion maintenance-support facilities, the MRPs per-form scheduled and unscheduled maintenance forall families of Bombardier business aircraft at thelocation needed.

Cessna and Beechcraft: Aircraft owners enjoy myriadchoices, both in the US and internationally. Each has


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

“Thesesolutions

provide thetools

appropriatefor the need– which is

at leastenough toferry thestricken

airplane tothe nearest

facilitycapable offinishing

the work.”


access to more than 60 Mobile Service Units onthe ground (and with Cessna's Air ResponseTeam). That capability is in addition to the manyfactory service centers scattered across the US,Asia, Europe and South America.

Dassault: For Falcon operators, Dassault’s expand-ed portfolio of AOG support services around theworld includes a 24/7 command center and itsnewly formulated FalconResponse, an expandedportfolio of AOG support services available any-where at any time. The Falcon Airborne Supportservice provides mobile repair teams backed-upby two long-range, large cabin Falcon 900s carry-ing everything needed to put an AOG back intoservice or provide alternative lift for strandedpassengers (www.dassaultfalcon.com).

And Dassault Aircraft Services operates a fleetof mobile service centers out of the company'sairport-based network of factory service centers.Dassault-owned Satellite Service Stations (SSS)increase the company's regional support forFalcon operators, each with its own GoTeamsdedicated to AOG support. The DAS SSS net-work covers North America and internationalregions.

Gulfstream: A mobile-service network has beenoffered by Gulfstream since 2002. GulfstreamField and Airborne Support Teams (FAST) werecreated to provide operators with a swift, well-coordinated response to AOG situations.Gulfstream dispatches FAST members by both airand ground in response to maintenance issues inNorth America, Central America and theCaribbean.

The operation uses more than 20 US-basedpilots and technicians working in round-the-clockshifts to be ready to respond. These teams haveaccess to two Gulfstream G150s as their primaryaircraft. Since beginning in 2002, FAST aircraftannually log nearly 1,300 flight hours in service tooperators.

Gulfstream expanded on its FAST system in theUS with a specially equipped 74-foot tractor-trailerequipped with enough technicians, parts and toolsto assist multiple customers simultaneously. TheFAST network includes an additional 20-plus vehi-cles, including specially outfitted response truckscovering the US and Europe. In the US, FASTtrucks are based in the San Francisco Bay area,Houston and New York. In Europe, FAST is staffedwith maintenance engineers in Paris; Athens,Greece; and Geneva and Altenrhein, Switzerland,to respond to maintenance requests across thecontinent. In Asia, FAST has positioned a mainte-nance engineer in Malaysia to assist operators.

Embraer: The newest entry into the mobile-servicesupport system is Embraer, which launched its ini-tial foray into the action in late 2012. Embraer

began with three new Mobile Response Units(MRUs) operated within a 400-mile radius of theEmbraer-owned service centers in Fort Lauderdale;Mesa, Arizona; and Windsor Locks, Connecticut.Embraer dispatches the MRUs to customers requir-ing either AOG or line maintenance work.

More Than a Factory PracticeMultiple independent maintenance providers alsooffer their own variations on mobile-maintenanceservices, with many familiar names in play andsome less well-known names offering their owntakes. For example, one unnamed independentoffers mobile response services from 12 locationsacross North America. The company notes its loca-tions are within 250 miles of over 2,500 businessaircraft customers and recently handled its 5,000thservice call since the launch of MST in the latterpart of 2009.

By whatever name the company chooses,remotely staged, mobile-maintenance services canhelp restore a stricken aircraft and relieve the pres-sures of an AOG situation.

As one representative noted, being preparedwith contact info for your company's factory-spon-sored or third-party mobile-maintenance providercan save time and anxiety when aircraft troublestrikes. Checking availability of this contact infor-mation should be a regular part of pre-flightpreparations – something your maintenance folkscan help you find... before you need it. ❚


BIZAV INTELLIGENCE ❚ MAINTENANCE

View the latestprices for jets

for sale at


100 Bull Street, Suite 200 - Savannah, Georgia 31401 - +1.912.236.8500 - hagertyjetgroup.com - THE GULFSTREAM® EXPERTS

“In founding Hagerty Jet Group,

we set out to build an independent

firm that excelled beyond traditional aircraft brokerage.”

- James Hagerty

Hagerty Jet Group is a business aircraft brokerage firm providing aircraft sales, marketing and acquisition services to large corporations and high-net-worth individuals. Founded by veteran Gulfstream Specialist James Hagerty, the firm is located in Savannah, Georgia conveniently near Gulfstream’s headquarters.

Gulfstream® Sales and acquisition experts

SOLD2015 Gulfstream G650Serial Number: 6117 Asking Price: $72,950,000Hours: 26

• Brand New March 2015 Delivery with Ferry Time Only• Universal FWD Galley with Crew Rest Compartment – 13 Pax• Swift Broadband High Speed Internet• RAAS/Lightning Sensor/Predictive Windshear

2012 Gulfstream G550 Serial Number: 5361 Asking Price: $44,950,000Hours: 1,320

• 14 Pax Aft Galley with Crew Rest Area• Engines on RRCC• GoGo WiFi/Swift Broadband• APU on MSP

• Direct TV• One US Owner since new• Part 135 Capable

NEW PAINT

Fresh 12/24 Month Inspections

1996 Gulfstream GIV-SP Serial Number: 1292 Asking Price: $6,950,000Hours: 9,461

• 12/24 month inspection completed July 2015• New paint completed July 2015• $1M PlaneDeck Avionics Enhancement and FANS Upgrades• RRCC / MSP / Plane Parts• HUD2020 Head Up Display• Aircell ATG-4000 Go-Go WiFi Domestic High Speed Internet

1994 Gulfstream GIV-SP Serial Number: 1242 Asking Price: $5,950,000Hours: 4,171

• Fresh Engine Overhauls – August 2014• Very Low Total Time• Two US Owners Since New• Aft Galley/Forward and Aft Lav

• APU on MSP

2008 Gulfstream G450Serial Number: 4141 Asking Price: $21,950,000Hours: 2,541

• ASC 059B Enhanced Navigation Upgrade• ATG-5000 GoGo WiFi with Talk & Text• Synthetic Vision System II (SVS2)• ASC 079 ADS-B Out

• One US Owner since new• Part 135 CapableIMMACULATE

MOTIVATED

2014 Falcon 900LX Serial Number: 276 Asking Price: $35,950,000Hours: 245

• Transferable Falcon & Honeywell Warranties Starting 5/2014• Swift Broadband MSC-7120 SATCOM w/ HD-710• 14 Passenger Cabin w/ Forward and Aft Lav• EU-OPS1 Subpart K & L Compliant• CPDLC FANS 1/A & ATN

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PRICE REDUCED

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Avjet FP RH September.qxp_Layout 1 18/08/2015 11:47 Page 1

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AIRCRAFT FOR SALE

1988 Boeing 737-300 S/N 24269

2004 GEX S/N 9128

2005 Gulfstream G550 S/N 50652006 Gulfstream G550 S/N 5106

1999 BBJ S/N 30751

2006 GEX XRS S/N 9215

Avjet multi September.qxp_Layout 1 19/08/2015 14:16 Page 1

BIZAV INTELLIGENCE ❚ AVIATION LEADERSHIP ROUNDTABLE

lients rightly have very high expecta-tions that transactions will be transpar-ent, honest and properly conducted.So, are they getting what they pay for?

Nowhere near enough in my opinion… I hear toomany complaints from buyers and sellers thatwhat is promised is not what’s delivered.

In our experience assisting customers, we typi-cally see a broker on the other side of the deal atleast 90% of the time giving us tremendousinsight into this segment of the industry. Beforewe even get to a deal, we will have spoken to alarge number of brokers who are either represent-ing an aircraft our client may have interest in, orbrokers who are calling on behalf of their buyerregarding inventory we have for sale. When any-one lets their respective clients down, everyone islet down.

Years ago we, as a participant in the resaleindustry, discussed the need to have someaccreditation. Unlike real estate brokers who mustpass a series of exams to be certified, our seg-ment of Business Aviation still has no barrier toentry. Brokers who are devoted to “doing itright”, day after day, are regularly lumped intothe same bucket as those who are not. Everyonesuffers some diminution in reputation when some-one cuts corners.

Given the actual transactions that take placeafter all of the dealing and talk is done, you canrest assured that our community does have alarge number of people who take their roles veryseriously and genuinely care about the interest oftheir client. If one can focus solely on the clientand their needs, then one’s own needs will becovered adequately. By only focusing on one’sown needs in a transaction, however, it’s the clientwho loses.

It is easy to sit at the office and make promisesover the phone to prospective clients about whatcan be done, quoting a price that many or maynot be sufficient to cover the promised service.Calamity begins with broken promises, and theentire institution of brokerage suffers.

The Client’s ViewLet’s look at a potential calamity from the client’sside. If the broker never invests in actually seeing

your airplane, or building specifications for you toreview and sign off, you or your broker’s clientprobably will have a problem. The likelihood ofdisappointment is high when brokers use outdat-ed specs with current times and cycles. Bad datahave a high likelihood of disappointing clients atthe end of the day.

Specifications that are not correct could blow adeal wide open - or worse - create a contractualcircumstance that may cost the seller huge sumsto modify the aircraft to match the erroneousspecification. Thus a broker who has not actuallyread the records before representing an aircraftleaves a client exposed to a transaction that willnot just come apart, but may find the seller reim-bursing a buyer for possible damage or corrosionhistory, or major repairs that were always therebut never represented.

There can be no good ending to poorrepresentation.

I know that the lines will be drawn by thosereading this article. Many will say we are forced toself-regulate. No one wants the heavy hands offederal government to hold our business in itsgrasp. Thus, we as an industry segment mustaddress issues that are questionable. No oneshould be satisfied with “Business as Usual”unless it is “Excellence as Usual”.

As it was once said, “there is a sucker bornevery minute”. We trust those people are not inBusiness Aviation. The folks who can afford to buyand sell aircraft are very smart and should not bedriven by the price alone. Zig Ziglar, a goodfriend of mine, always said, “Price is a one-timething, and cost is a lifetime thing.”

When you choose real professionals who willdeliver on their promises, you may pay a higherfee, but you will know the cost and be rewardedwith lasting value! ❚

C

A Chain Is No Stronger ThanIts Weakest Link

The enormous value that a reputable broker can provide and the consequencesof marginal service are issues worth continued discussion, asserts Jay Mesinger.

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


“ Everyonesuffers somediminution

inreputation

whensomeone

cutscorners.”

JMesinger Sept15.qxp_JMesingerNov06 18/08/2015 11:03 Page 1

BOMBARDIER BUSINESS AIRCRAFT PRE-OWNED AD 2015 AUGUST 4 (V16)

AV BUYER - FULL PAGE - TRIM SIZE 205 X 270 MM

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Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. ©!2015 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

Global Express 2005 S/N 9151 | Hours 2210 | Engine program

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Global Express XRS 2009S/N 9283 | Hours 1432 | Engine program

Challenger 850 2009S/N 8078 | Hours 1127 | Engine program

Challenger 605 2013S/N 5925 | Hours 1330 | Engine program

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803.822.4114South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

2003 Falcon 900C • 197

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

1991 Learjet 31ER • 31-033

2004 Learjet 40 • 45-2010

1991 Citation V • 560-0143


803.822.4114South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1983 King Air F90-1 • LA-205

2001 Piper Meridian • 4697058

1978 Conquest II • 441-0037

2006 Piper Meridian • 4697229

1985 Citation SII • S550-0036

1980 King Air E90 • LW-339

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

ane Lambert wanted to be a pilot eversince he was in high school. Today he’srunning the aviation department for Mis-sissippi-based Sanderson Farms, manag-

ing a sizeable aircraft fleet and several teams.“Sanderson Farms has made a conscious deci-

sion to use business aircraft to effectively manageits business,” he told AvBuyer. “Our headquartersis 90 minutes from the nearest commercial airportwith any reasonable airline options, as are most ofour outlying facilities. One day on-site for a man-ager from the home office would require most of aday on either side of that for airline travel.

“This turns a one-day out-and-back on a corpo-

rate aircraft into a three-day excursion at best if weused the Scheduled Airlines. After you’ve added intwo nights in a hotel, extra meals, lost productivityand time away from home and family, those ‘ex-pensive’ corporate jets become simply a piece ofequipment that the company uses to efficientlycarry out its operating plan.”

That service, adds Zane, is a top priority for thesales team when dealing with customers that carrySanderson Farms products. Unlike some groceryitems, fresh poultry has a finite shelf life, and whena customer has a question about, or a problemwith a Sanderson Farms product, time can be ofthe essence.

High-Flyers: Business Aviation Makes

Sanderson Farms Chicken Fly Fresher, Faster


Z

One of Sandersons’ G150 aircraft

Sanderson Farms supplies poultry all over the US, and finds Business Aviation so indispensable that its aviation department has grown over the years. Rani Singh

finds out more from Manager of Aircraft Operations, Zane Lambert.

BOARDROOM ❚ CASE STUDY

BG 1 Sept15.qxp_Layout 1 18/08/2015 16:23 Page 1

“If a customer calls at noon on Friday and needshelp, we will be there before close of business thatday,” he elaborates. “If a customer needs to betterunderstand how their product runs through one ofour plants, we can pick them up at an airport neartheir home or place of business, transport them toour facility using the local airport, and have themhome that afternoon.

“Building customer relationships is vital to anybusiness, and business aircraft are one more toolSanderson Farms uses to forge and maintain theconfidence that our partners place in us.

“Some years ago a customer in the Midwestfound themselves on the local news at noon on aFriday, explaining why someone had had to returnfresh chicken bought in one of their supermarkets -not once, but twice in the previous two days,” Zanehighlights. “As you would imagine, the first call hemade after that interview was to Sanderson Farms,wanting to know what we were going to do about it!

“At that point airline options would have gottensomeone there sometime on Saturday, meaning –perhaps - no face-to-face meeting with that execu-tive until Monday, giving him the weekend to stew.Instead, using our Business Aviation tool, we wereable to have a team in his office and in the storelater that afternoon, before the weekend hit.

In the end a business relationship was saved,with our biggest challenge being how to delicatelyinform the customer that their meat coolers werenot being kept at the proper temperatures.”

The Aviation DepartmentSanderson Farms currently operates six aircraftwithin its fleet – including three Learjet 31As andthree Gulfstream G150s. Before acquiring its firstLearjet 31A in 1995, Sanderson Farms operated aBeechcraft Baron for about ten years, flying that air-craft 500-600 hours per year.

The Beech Baron and Learjet were operateduntil 2003, when a second Learjet 31A was addedand the Baron was upgraded to a King Air B200 –and in 2008 the first G150 entered the fleet. Twoyears later the King Air was replaced with anotherLearjet 31A, and soon after that a second G150 wasadded. In 2013 a third G150 joined the fleet, bring-ing the number to the current mix.

While Sanderson Farms does fly to destinationsthroughout the US, more than half of the travel iswithin the southeast part of the country. Outside ofMississippi, Sanderson Farms has three poultrycomplexes in eastern Texas, one in southeastLouisiana, one in southern Georgia and one in east-ern North Carolina. While Sanderson Farms doesnot operate a scheduled corporate shuttle, flightsbetween the home office in Laurel, Mississippi andthese other locations occur numerous times a week.

“Aircraft on these flights will usually be prettyfull, with HR, engineering, audit, safety, training,and representatives from a host of other depart-ments occupying the same aircraft,” Zane says with

a smile. “Sanderson Farms’ G150s have an eightpassenger seating configuration as well as a beltedlavatory - it is not at all uncommon for there to benine passengers on one of these flights to aplant location.”

“Most weekdays, anywhere from four to six ofour aircraft will leave the Sanderson Farms hangarby 9am. Most of the time each of those aircraft willfly four to six legs, averaging about an hour each, ina 10-12 hour duty period.

“Some days are an out-and-back with a day ofwaiting in between, but those are becoming lessand less. Weekend flying is less than Monday thruFriday, but it would be unusual to not have at leastsome flights on a weekend. All told, our aircraft av-erage 600+ flight hours each per year.”

Matching Jets to MissionsSo how does Sanderson Farms ensure that all six ofits aircraft are used to their best effect at all times?Office staffing consists of a flight coordinator and adepartment clerk, Zane outlines.

“Instead,using ourBusiness

Aviation tool,we were able

to have ateam in his

office and inthe store later

thatafternoon,before the

weekend hit.”

!


Zane Lambert, Sanderson Farms


“The coordinator builds all trips and matchespassengers and aircraft accordingly. While rangecomes into effect sometimes, it is usually the num-ber of seats required that dictates which type air-craft will be used. The shorter-range Learjets willsometimes be tasked with a longer trip simply be-cause the group needing travel is better served bythe G150 with its two extra seats and baggagespace.

“If we have a long trip out west, or northeast likeBoston, we will try to use the G150 because of itsnon-stop capability. However, those trips are usuallynot crowded so if we need the extra seats and bag-gage space that the G150 provides, we will put aLearjet on the longer trip and just make astop if necessary. The usual exception tothis would, of course, be a trip in sup-port of the CEO.”

And for Business Aviation effec-tiveness to be at its highest, Sander-son Farms made its aircraftavailable to any employee with theneed to travel. To get an aircraft‘on the board’ in the schedulingoffice, it must be approved by adepartment’s upper management;however, once on the scheduleanyone may add on as long asthere are open seats. “This opensthe availability to travel between plantlocations to just about anyone in thecompany with a need to do so,” Zaneexplains.

Maintaining a Growing Aviation DepartmentMaintaining the safe operations of a busy flight de-partment requires some ground-rules, and Sander-son crews are limited to six legs in a 14-hour dutyperiod, Zane highlights. Pilots are required to have12-hours rest between duty periods.

“Our pilots average about 17 flying days permonth, with six guaranteed days off and the remain-

der being ‘on call’.” Staffing has grown over theyears as aircraft have been added. “Until last yearour department was maintaining a ratio of three pi-lots per aircraft,” Zane reveals. “So six aircraftequaled 18 pilots (I am a pilot, but as managerdon’t fly a full schedule. I do, however, bring thetotal to 19). As operations have continued to in-crease we have added to that and are now at 21 pi-lots (including me).

“Three others of the pilot staff are managementpilots. We have a safety manager, training managerand standards manager. In addition to managingtheir respective disciplines, each has an equal

number of line pilots who they administrativelysupervise.”

Maintenance staffing is currently at five– a maintenance manager and four

maintenance technicians. “Heavymaintenance is contracted out, whilein-house we perform line mainte-nance, lesser inspections and pre-and post-flight inspections/mainte-nance,” said Zane.

Thus Sanderson Farms hasgrown responsibly and steadilyinto Business Aviation – and therewards have been clear. One visi-ble sign of its continued growth is a

second facility currently under con-struction in North Carolina. When

open for business, it will be fully con-nected with staff daily moving between it

and the other plants, efficiently using thecompany’s Business Aviation fleet. ❚

www.sandersonfarms.com.

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


BOARDROOM ❚ CASE STUDY

(Above) Sanderson Farms’ Corporate Office, and (below) Packaged Produce


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or the preparers, budgets are oftenthought of as a painful but necessarypractice that is to be endured. For afew, budgets are nothing but a tool that

is used to assign blame. Like a child whose first ex-posure to a dog is a bite, a bad experience early oncan make any future budgeting processesunwelcome.

Like them or hate them, budgets are a necessaryfact of corporate life. Flight departments are busi-ness units, and all business units must adhere tocorporate norms regarding fiscal planning and over-

sight. Done correctly, budgets are straightforwardand highly instructive. Done poorly, they can bemillstones around the neck of aviation managers.

Within flight departments I’ve seen budgetingdone poorly in two ways. One results from the avia-tion manager’s failure to appreciate the needs ofthe Chief Financial Officer. At the CFO-level, theaviation budget is used for financial reporting and isoften tied into the budget for the corporate head-quarters, or perhaps to the business unit to whichthe flight department is assigned.

For example, a Fortune 500 aviation manager

62 AVBUYER MAGAZINE – Septenber 2015 Aircraft Index see Page 161www.AVBUYER.com

F

Budgeting for the Flight Department:

A sense of entitlement combined with a lack of understanding of the budgeting process has hastened the demise of several

aviation endeavors, cautions David Wyndham.

BOARDROOM ❚ OWNERSHIP

It’s Absolutely Essential, and Easy When You Know How...

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

!

Ownership Sept15.qxp_Layout 1 18/08/2015 11:24 Page 1

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prepared a budget for three items: transportationcosts, facilities costs and salaries, based upon theassumption that those costs were all that mattered.While appropriate for reporting, this limited ap-proach provided insufficient detail to effectivelymanage the day-to-day costs of the aviationdepartment.

The other impediment to proper budgeting that Ihave experienced occurs when the aircraft is seen asthe “Chairman’s Jet”. With such ‘protection’, themanager feels that the flight department alwaysgets the funds it needs, thus a budget has no realmeaning and is not taken seriously. That reflectionof entitlement may have been tolerated decadesago, but today flight departments must conform tothe norms of the corporation.

Being a Business UnitAviation managers must treat their department aswould the head of any other business unit. Theyneed to understand that budgeting is a very impor-tant tool for planning the organization's use of anessential resource - cash. Funds must be allocatedand managed to deliver the best value to both thecompany and the shareholders. A well-preparedbudget is an asset in managing aviation operationsto achieve company objectives and to function suc-cessfully within the environment of corporateaccountability.

Aviation managers need to think of their budgetfrom three levels: tactical, operational and strategic.A tactical budget is the lowest level of budgeting.For example, this pertains to what the head of main-

“...today flightdepartments

must conformto the norms

of thecorporation.”





“The numberssubmitted bythe aviation

manager mustbe based

uponcorporate

experiencesand

anticipatedneeds.”

tenance needs to manage the department’s partsinventory or prepare for the next inspection. Thescheduler may use this level of budgeting tomanage catering costs. The flight department’sbudget may even include the cost of a temporarypilot to fill in a busy flying schedule. These costsprovide the background for building the depart-ment’s operational budget.

The operational level of budgeting providesthe aviation manager with the best tool for over-seeing day-to-day fiscal issues. It covers the mainareas of functional responsibility. For an aviationoperation, maintenance is one of the largest ex-penses, and one in which the aviation organiza-tion can have the most control. Fuel and trainingare two more categories. However, in order to

effectively manage those expenses, the aviationmanager needs to measure and track them duringthe year.

Strategically, the CFO examines the Flight De-partment budget to see how well that business unitis aligned with the company’s goals and objectives.The fact that a temporary pilot costs $1,000 perday is not immediately important to the CFO, butthe acquisition of a $20m business jet is.

While it is useful to look at budgeting from thethree perspectives discussed above, the final prod-uct is one document—the flight departmentbudget, which is usually prepared annually andmonitored monthly. Variances between budgetedand actual expenses are noted and addressed asneeded.

For all levels of budgeting, relevance is essen-tial. The numbers submitted by the aviation man-ager must be based upon corporate experiencesand anticipated needs. To be credible, budgetsmust be generated from the ground up, notlifted from last year’s numbers and boosted by6.0 percent.

Serious StuffThere are two things that the aviation manager cando to obtain good data for budgeting purposes.The first is to ensure that all parties understand theimportance of accurate and relevant numbers.

The second is to be sure that corporate man-agement communicates with the aviation managerregarding corporate goals and expectations. Forexample, what is the intended aircraft usage forthe next year or, ideally, the next several years? Willthere be more or less flying, any new destinations,etc.? Does the aviation manager understand (oreven have access to) the financial goals of thecompany? And does he or she know where to ob-tain help regarding budgeting as it is practiced inthe company? Just as a good pilot gets initial andrecurrent training, part of a manager’s trainingneeds to be budgeting.

For the aviation manager, the budget is morethan just filling in a square for reporting to uppermanagement. It is a critical tool that enables track-ing the effectiveness of the corporation’s aviationoperation. It can also alert the aviation manager tofuture peaks in expenses, such as scheduled majormaintenance or an aircraft upgrade.

In a future article, AvBuyer will address the avia-tion budget from the perspective of benefits andcosts to the corporation. Can aviation be morethan just a cost sink? Intuitively we know this to bethe case. Can the value of the aviation unit be ex-pressed in the form of an income statement?Let’s find out. ❚

Are you looking for more Business Aviation Owner-ship articles? Visitwww.avbuyer.com/articles/category/business-aviation-ownership


t is often said that a budget can be the noosearound your neck. Build it and then findyourself constricted by the numbers youprepared. We can find many metaphors for

the pain of budgeting, but the process can be thebest thing a person can do to manage effectively.Budgets, however, are of little value whenproduced just to satisfy a need to look good.

A budget must be built on facts, and those factsmight not always look impressive in everyone’sview. Furthermore, sometimes the facts andcircumstances change during the course of thebudget period. Thus variances must be noted and

explained, and adjustments made. The inability tomeet a budget does not mean your flightdepartment has failed completely. It only fails whenit has variances that cannot be explained or coststhat from day one are inaccurately represented.

It should be built as an operating guide as wellas a framework for analyzing anticipated expenseswith actuals. The success or failure of your flightdepartment’s budgeting process should be judgedby how well it has tracked expenses and explainedvariances from budget. Judgement should not bebased on a quick look by someone who simplydeclares that the actuals are way off.

Based on many years dealing with aviation professionals, Jay Mesinger offers practical perspectives for

those facing preparation of the annual budget…


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


The World of BudgetsLiving in an Environment Where Planning

& Tracking Costs Are Essential.

Ownership 2 JM Sept15.qxp_Layout 1 18/08/2015 11:28 Page 1

Budgeting, Buying and SellingLet’s explore the concept of budget variances asit applies to a corporate Flight Department. Firstconsider cost of fuel, which is often the FlightDepartment’s highest variable expense and theone that could have large swings. We areexperiencing some of the lowest per-gallon costsin almost a decade. Contingencies should beaccounted for by the flight department whenbudgeting based on the current per-gallonprices, since they are likely to fluctuate. Theoperator has little control over fuel expenseexcept for making sure to shop carefully whenaway from the home base.

The next budget area typically subject tovariances is pass-through costs associated withyour management company’s fixed and variablecosts (assuming your company uses the servicesof a management firm). If you are building yourbudget and you are being managed, be very sure

to bring your management company partner intothe annual discussion. That firm may have a moreimmediate knowledge of cost swings onindividual line items.

The area of budgeting that is very difficulttoday deals with regulatory compliance,particularly with regard to avionics. ADS-B Out,Fans 1/A, CPDLC and TCAS 7.1 are items that aregoing to be mandated, based on calendar datesand areas of operation. Unfortunately not all themanufacturers have developed solutions yet, sothe cost of compliance has not been fullyestablished. This is complicated because literallyevery specific make and model of aircraft can bedifferent with respect to compliance costs. Alsothe mandated timeline for compliance may stillbe shifting to the right.

Other aircraft upgrades and modernizationcosts are much more quantifiable. Aircraft paintand interior costs are well established, andtimelines are totally subjective. These costs willbe placed in an annual budget based on need,personal tastes or convenient times for havingthe work accomplished. A major inspection suchas a “C” check is often a great time for the flightdepartment to schedule aircraft painting, interiorrefurbishment or connectivity upgrades. Takingadvantage of an interior needing to be removedfor inspections can always cut the cost of otherinstillations. Being smart and using goodadvanced planning will always save money.

Bottom LineBudgets can be your ally, not your adversary.They can help develop the justification the Boardneeds to grant approval for acquisition andupgrades. If you can trust the accuracy of theannual costs and believable explorations forvariances, your Flight Department is far morelikely to excel and create a sustainability that issorely needed in our industry.

Too often there is fear or insecurity in thedepartment. These feelings can lead to unsafeoperations and employee agitation. With carefulbudgeting, there should be no need for thosefeelings of uncertainty. A well-built budget—onethat is adhered to, modified by explainablevariances and proactively managed—is not yourenemy. Quite to the contrary, it is your friendlyguide.

Utilization of the company aircraft can increaseor decrease, so your flight department shouldbudget thoughtfully and with confidence.Whatever happens, don’t accept budgets that aremeant to please; accept budgets that are toolsfor great management. ❚

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

“They canhelp develop

thejustificationthe Boardneeds to

grantapproval foracquisition

andupgrades.”


Ownership 2 JM Sept15.qxp_Layout 1 18/08/2015 11:29 Page 2

A Business Aircraft Acquisition Checklist

(Part 2)

Additional Terms Buyers Should Consider Carefully.


BOARDROOM ❚ BUYING & SELLING

Buying&Selling 2 Sept15.qxp_Layout 1 19/08/2015 09:13 Page 1


ast month we emphasized the need toaddress the areas in aircraft acquisition thatwere particularly time-consuming and hadan impact of subsequent aspects of thetransaction. Specifically we covered the

need to assemble a knowledgeable team ofprofessionals well-versed in the specialized field ofBusiness Aviation.

Our checklist continued with AircraftManagement and Operations, followed byStructuring and Tax Planning, concluding withAircraft Financing. This month the following itemscomplete the Acquisition Checklist.

5. Proposal, Negotiationsand DocumentationWhen a suitable aircraft has been identified, theBoard should engage its aviation counsel to preparean offer letter, carefully drafted and negotiated toprotect the company. Although the terms of an offerletter are usually not legally binding, it nonethelesscommits the parties to the transaction and helps toavoid ambiguity regarding important businesspoints.

Furthermore, it helps to prevent the aircraft sellerfrom “sandbagging” the buyer by presenting issuesin the purchase and sale agreement that were notconsidered by the Board when it made the offer topurchase a particular aircraft.

Once the offer letter is executed, typically thebuyer’s counsel prepares the aircraft purchaseagreement setting forth the commercial terms of thepurchase and sale transaction. This document:

• Expands upon the offer letter provisions, • Clearly defines circumstances where the deposit

becomes non-refundable, • States the obligations of the seller regarding the

delivery condition of the aircraft, • Describes the inspection scope and procedure, • Provides for conditions upon which each party is

obligated to perform in proceeding to closing,and

• Sets forth detailed closing procedures.

The purchase agreement also governs theresolution of disputes and the rights and remedies ofthe parties. The typical time frame to negotiate thepurchase agreement is two weeks, although in animport or export transaction this timeline may belengthened substantially.

6. Aircraft and Seller Due DiligenceAs soon as an aircraft purchase agreement has beennegotiated and signed, the Board must engage withthe company’s team of aviation experts to conductits due diligence of the aircraft, aircraft documentsand the aircraft seller. This process typically includesthe completion of a pre-purchase inspection of theaircraft and the aircraft documents.

The scope of the pre-purchase inspection istypically outlined in the purchase and saledocumentation, and the inspection facility is chosenas part of the process of negotiating purchase andsale documentation. The inspection timetabletypically is from one to four weeks, depending onthe age and condition of the aircraft, the level ofinspection to be performed, and the discrepanciesdiscovered during the course of the inspection.

Once the pre-purchase inspection begins, theBoard should have its technical consultants, its flightdepartment or management company personneland hopefully its future flight crew involved in theprocess of reviewing the aircraft and its documents.

The Board must also engage its aviation counselto conduct due diligence regarding the status of theaircraft’s seller and the status of its title to the aircraftas well as verification of the seller’s authority to sellthe aircraft. These are especially important issueswhen an aircraft is being imported into the US.

7. ClosingIf all of the steps in last and this month’s articles arefollowed properly, the Board should be able tocomplete the closing process relatively smoothly. Forthe closing, the Board will need to ensure that theaircraft is in a jurisdiction that is sales-tax friendly, thatall the foregoing steps have been followed, that allrequired documentation is in escrow to proceed, andthat the aircraft can be operated following closing inthe manner and to the destinations desired.

It is imperative that all of the steps relating to anaircraft acquisition be carefully orchestrated toachieve the mission critical planning objectives in themost efficient manner possible. The preparation of adetailed checklist that includes each of the foregoingitems is an indispensable aid in guiding the Boardthrough the aircraft acquisition process.

Note: If you missed Part 1 to this article, [email protected] to obtain an online link. ❚Are you looking for more Business Aviation Ownershiparticles? Visit www.avbuyer.com/articles/category/business-aviation-ownership/

“The Boardmust alsoengage itsaviation

counsel toconduct due

diligenceregarding

the status ofthe aircraft’s

seller andthe status ofits title to

the aircraft.”

Following last month’s article, Chris Younger concludes his list of items to be covered by

Board Members and their advisors when acquiring the benefits of Business Aviation.

LChris Younger is apartner at GKG Law,P.C. practicing in thefirm’s Business Air-craft Group. He fo-cuses his legal practiceon business aircrafttransactions as well asissues relating to fed-eral and state taxationand regulation of busi-ness aircraft owner-ship and operations.Mr. Younger can becontacted [email protected]

Buying&Selling 2 Sept15.qxp_Layout 1 18/08/2015 13:44 Page 2

ne of the most common and usefultools for running any business is an an-nual budget. Since Flight Departmentsare very much a business in their own

right, the annual budget is essential. But how shouldaviation insurance be budgeted for and what shouldyou expect in the current market?

Tim Maurer, Certified Financial Planner, best-sell-ing author of books on balancing your money withlife needs, and regular contributor to CNBC, Forbesmagazine and TIME/Money, says “…what reallytakes budgeting from routine to revelation isn’tmerely mastering the mundane, but planning for theunexpected…with margin”. That advice, especiallythe part about planning for the unexpected, cap-tures why corporations pay particular attention toinsurance.

Budget as defined in Merriam-Webster’s diction-ary is “a plan used to decide the amount of moneythat can be spent and how it will be spent”. For your

Flight Department manager, deciding the amount ofmoney that can be spent requires estimating thetotal amount his or her department will need tocover all expected expenses (payroll, maintenance &reserves, pilot training, hangar rent, insurance, fuelcost, taxes, etc.) and also an amount for unexpectedexpenses (unscheduled maintenance events, an air-craft accident, fuel price increases, etc.); then whenthe numbers are presented, the manager can onlyhope that the corporate CEO or CFO doesn’t have aheart attack and sell the aircraft.

Many heads of Flight Departments fear that theirjob will disappear if they can’t keep the costs of op-erating the aircraft under control. There is temptationto cut insurance costs, particularly because the safetyrecord of Business Aviation is impressive.

Regardless of overall safety, a company aircraftrepresents one of the corporation’s largest exposuresto catastrophic loss. Yes, insurance costs should beexamined and controlled like any other expense


!

Flight DepartmentInsurance Budgeting

A Fresh Look is Required Each Year

Stuart Hope dissects the elements of insuring your company’s Flight De-partment and offers some useful insights regarding the annual budget.

BOARDROOM ❚ INSURANCE

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

O

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item. But remember that protecting against theunexpected must be paramount. There is simply toomuch on the line.

Projecting Appropriate CostsFrom an insurance perspective, the FD managershould consult his or her aviation insurance broker toobtain budgeting data. Future premiums will dependon whether aircraft insurance is in a “soft” or “hard”phase, but knowing the character of the market re-quires expertize.

As discussed in prior articles, we have been in anextended soft, but stable market with insurance pre-miums remaining virtually flat for the past two yearsand no change anticipated in the near future. In suchan environment it’s easy for your broker to determinewhat you should budget for your next renewal. But acall from your broker to the underwriter to confirmthey don’t anticipate any changes is stronglyrecommended.

We are seeing many FD managers requestingquotes for higher liability limits when renewing theirpolicies. They wish to take advantage of the historiclow premiums being quoted for higher limits ($100m-500m). If a hard market returns and premiums for thehigher limit start to rise, the higher limit can be re-duced to control premium cost.

In addition, it is best practice to adjust the insuredvalue of the aircraft’s hull to its current market value

or outstanding loan amount, whichever is greater,every year. Over-insuring the aircraft’s hull value is acommon mistake in our industry, which results in pay-ing unintended higher premiums and creating a po-tential claims nightmare.

Even if you have had a significant claim in the lastpolicy period, most insurers will not increase yourpremium in response.

Pay particular attention, however, if you made sig-nificant equipment changes in the last 12 months. Ihave an important and loyal client that has operatedseveral King Air 350s for years. The firm recently up-graded its fleet to new Phenom 300s toward the endof their current policy term. The insured value for hullcoverage went from $2m for the older King Airs to$9m for the new Phenom 300s.

Since the annual premium for the Phenom 300 ispro-rated when the aircraft was added, the FD man-ager realized the pro-rated premium was NOT thetotal annual premium, which must be consideredwhen estimating future annual premium for budget-ing purposes. If you anticipate adding new equip-ment in the future, for budgeting purposes call yourbroker and get the annual premium cost to insure theaircraft. ❚

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

“Over-insuring theaircraft’s hull

value is acommon

mistake inour industry,which results

in payingunintended

higherpremiums.”

BOARDROOM ❚ INSURANCE


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Rod Simpson is anexperienced journalistand aircraft historianwho specialises in Busi-ness Aviation. He is theauthor of more than adozen aviation books andhas worked as a consult-ant in the US GeneralAviation industry andcontributed to manyjournals on both sides ofthe Atlantic. Contact him via [email protected]

ince adopting the name Avions MarcelDassault in 1947, the design and manufac-turing organization we know today as Das-sault has produced approximately 8,000

aircraft, the majority (71 percent) being businessjets. During the first decade of the 21st Century, thecompany delivered nearly 700 of its Falcons to aworldwide customer base.

Indeed, with the new Millennium came a brandnew generation - led by the Falcon 7X announcedat the Paris Air Show in 2001. The tri-jet Falcon 7X,which made its first flight in May, 2005 was newfrom nose to tail and was to become the flagship ofthe Falcon fleet. Its ferry range of 5,840nm took it

into a new category where it could challenge thedominance of the long-range Global Express andGulfstream G550. Dassault’s advanced computer-ized design skills took the 7X from first flight to firstdelivery in just two years, and 90 had been built bythe end of 2009.

As a clean-sheet design, the Falcon 7X had fly-by-wire controls and an entirely new wing that used20% fewer parts than previous Falcons. Comparedwith the rival Global 5000, the Falcon 7X’s basic op-erating weight is 28% lighter and its combined19,200 lbs engine thrust is 10,000 lbst less than thetwo engines of the Global. With a maximum takeoffweight about 20,000 lbs less than the Global 5000,

The X-Planes: Generation Three at Dassault


S

As we have seen in Rod Simpson’s history of Dassault, the company has had a profound influence on Business Aviation.

Now we are experiencing a new series—the X-Falcons…

BOARDROOM ❚ OEM PROFILE

OEM Sept15.qxp_Layout 1 18/08/2015 14:02 Page 1

the 7X offers 240nm more range, flies within 10knots as fast as the Global, uses 3% more distancefor takeoff, and has about 8% less executive pay-load, according to B/CA’s 2015 Purchase PlanningHandbook.

Over the previous chapters of this story, we haveseen that the aircraft company’s application of tech-nology is greatly helped by Dassault’s very widerange of aviation endeavors - from the Rafalefighter to Space Exploration. (It’s not commonlyknown, but Dassault was the prime contractor forthe Hermes “spaceplane” project launched in1985. Closely resembling the American space shut-tle, Hermes was intended to be launched on an Ari-ane rocket and take three astronauts on missions ofup to 90 days. The Hermes was never built, but akey feature was its flight controls based on the hightechnology system developed for the Rafalefighter.)

Dassault also launched into the unmanned air-craft field at a very early stage, and its first UAV was

unveiled in July, 2000 when the “Petit Duc” proofof concept vehicle made its first flight, followedby the larger “Grand Duc”. Today, this effort hasgrown into the nEUROn flying wing stealth UAV,which may be the basis for a new generation ofunmanned fighters for use by European nations.

But - returning to business jets, the Falcon 7Xwas only the first in Dassault’s new generation andhas been joined at the head of the Dassault familyby a new ‘big brother’ - the Falcon 8X.

While it is externally almost indistinguishablefrom the 7X, the Falcon 8X has many changes in-cluding a redesigned wing and a longer cabinthat gives customers more than 30 different op-tional floor-plans including various sizes of galley.

There is more than 500nm additional range(6,450nm), which will take eight passengers andthree crew at Mach 0.80 from Paris to Los Angelesor Singapore, and the Falcon 8X has a completelynew cockpit incorporating the latest generation ofthe EASy system, including a head-up display.

“...the aircraftcompany’s

application oftechnology isgreatly helpedby Dassault’s

very widerange ofaviation

endeavors...”!



THE CUTTING EDGE AVIONICS (TOP) AND WIDE, SPACIOUS CABIN OF THE FALCON 5X

Newest FalconAnd there is yet another new Falcon, the 5X, whichhas followed hard on the heels of the 8X and, ac-cording to Dassault “sets the standard in the 5,000-mile-range category and is the most efficientbusiness jet now in the market”. Powered by two11,450 lbst Snecma Silvercrest turbofans, the first offour prototypes of the 13-passenger Falcon 5Xshould be airborne around the time of publication.

Certification is planned for the end of 2016, withentry into service early in 2017. Again, the new Fal-con drives Dassault’s technology forward with anadvanced Digital Flight Control System and re-designed wing that includes a flaperon and threeleading edge slats. Notably, the Falcon 5X has thesame cabin length as the 7X, but it is wider with14% more volume and bigger windows to give itthe largest passenger accommodation in its class.

Health monitoring is a very important feature ofthe 5X, using Dassault’s advanced FalconScan sys-tem that monitors and diagnoses 10,000 key pa-rameters so that technical issues can be resolved assoon as the aircraft lands.

The FutureSo, where does Dassault’s future lie? For manyyears, the company has considered building a su-personic business jet (SSBJ) and, in 1997, it un-veiled the Falcon SST project that would have beenthe world’s first SSBJ. It would have a range of4,000nm and a 1.8 Mach cruise speed; would bepowered by three non-afterburning engines in the12,000 lbs class; and would carry eight passengersin a 23ft-long cabin. Significantly, the aircraft wouldhave had a gross weight of 85,826 lbs (35% lessthan the Aerion SBJ and fully in line with the com-pany’s emphasis on efficient lightweight airframedesign).

The Falcon SST did not get to prototype stageand, for now, Dassault is reticent about supersonicprospects in light of continuing sonic boom issues.However, one can be certain that a supersonic air-craft is still under review and that Dassault’s innova-tive approach to technical development may bringsuch an aircraft to market in due course.

Clearly, Dassault is neither perfect nor infalliblebut, as long ago as 1973 a key investigation by TheRand Corporation said that “to some unmeasurableextent, the company and its products are expres-sions of the personality of its founder, owner andprincipal manager”. And that characteristic lives on.

Marcel Dassault’s energy, drive and quest fortechnical excellence was outstanding, and his com-mitment to achieving his aims with the smallestteams and the most austere facilities has created aunique organization with leaders and a loyal work-force whose culture makes them a part of the Das-sault “family” for life. We await with anticipation theexciting offerings they can bring to BusinessAviation in the future. ❚More from www.dassaultfalcon.com

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Avionics Mandates (Part 9)

Update on Data Comm


!

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

NextGen/SESAR architecture, this month focusing on Data Comm.

FLIGHT DEPARTMENT ❚ AVIONICS MANDATES

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

e begin this article with its relevance forBusiness Aviation – what are the benefits andimpacts of Data Comm (primarily centered oncommercial fleets) to the average business air-

craft operator. Already nearly 1,000 US-based business jetsare equipped with pre-departure clearance (PDC) digitaltechnology, which requires radios capable of handling datalinkcommunications.

Following are the benefits of Data Comm to businessaircraft operators:• Two-way data exchange, instead of voice, between pilots

and air traffic controllers;• Reduced separation between aircraft;• Greater efficiency in route changes while remaining in the

departure queue;• Reduced user costs;• No altitude or lateral restrictions when crossing via tracks;• Routing advantages when avoiding weather;• Use of ADS-B and ADS-C (which offer their own benefits

but require Data Comm);

• Better pre-departure clearance and later en-route services;• Increased fuel efficiency, safety and predictability;• Oceanic operational benefits;• Ability to have data uplinks sent to the flight department

on the ground simultaneous to FMS message beingreceived.

Following are the disadvantages of not participating in thevoluntary use of US Data Comm services:• Delayed departure clearances – in the queue;• Less efficient communications and cockpit resource

management;• Increased crossing and altitude restrictions;• Limitations to oceanic operations;• Less favorable and possibly more frequent re-routes as the

airspace congestion increases;• More fuel consumed and higher hourly cost to the

operator;• Miscommunication of read-back errors.

W

Avionics Mandate Sept15.qxp_Finance 18/08/2015 12:04 Page 1

Charlie Bravo September.qxp_Layout 1 17/08/2015 15:26 Page 1

ices and take advantage of its benefits,you will need to be appropriatelyequipped. All operators not equippedwith CPDLC will likely receive lower pri-ority departure clearances. For the US,long-term equipage will need to be ade-quate for FANS Baseline 2 and additionalVHF (Satcom for US Oceanic).

DataLink services can be provided bySatellite, VHF or HF means, and thecommunication method may not neces-sarily be known by the operator. The airtraffic services and third-party serviceprovider determine the DataLink means,partially based upon your equipage andoperational approval.

ATN-Baseline 1, is a digital systemand FANS-1A, is an analog based sys-tem. Currently the digital operation isknown as FANS 1/A+ over VDL-Mode 2and the analog operation is known asthe VDL-Mode 0/A. The FANS 1/A sys-tem uses both digital and analog com-ponents. These will later transition into afull ATN (Baseline 2) system, using newSegment 2 advanced services such as;4D trajectories, Dynamic RNP, advancedinterval management (A-IM) with ATCwinds and D-Taxi (see also under NorthAtlantic-ICAO below). A later ATNBaseline 3 is being developed to includethe contiguous US and a wider set ofusers.

To operate Data Comm within the US,operators must be approved, based onequipage and training via OpSpecs, MSpecs or an LOA, depending upon theFAA FAR Part under which they operate.

Initial departure clearance trials havetaken place at Newark, NJ and Memphis,TN by United Airlines and FedEx respec-tively and report between 6-12 minutesdeparture clearance time savings. Thesetrials have been extended until late2016. Beginning soon this CPDLC tech-nology will be extended at up to 57additional commercial airports at an esti-mated cost of $7m per facility.

A Segment 1, full Phase 2 final invest-ment decision (FID), is due from the FAAby the close of 2015. Initial Phase 2investment was approved and com-menced in 2014.

Airlines and others have concernsover the security of Data Comm, includ-ing message protection and corruptionof information critical to flight. On May27, 2014 the FAA announced a securitycontrol audit of Data Comm to ensurethat proactive protection methods areimplemented. This includes contingen-



Data Comm includes both ControllerPilot DataLink Communications (CPDLC)and Future Air Navigation Systems(FANS) protocols. The current implemen-tation status of these technologies is influx across the world and is causingoperators to understandably deliberateon their equipage and training decisions.Following is an outline of Data Comm asof mid-2015.

FAAIn 2012 the US government committed$28.37m for Data Communication (DataComm) Segment 1, to implement servic-es that provide benefits including reduc-tion of ground delays, greater airspacethroughput and reduction in workload.Phase 1 of this segment covers depar-ture clearance text-based data to theonboard Flight Management System,rather than traditional voice. Phase 2focuses on en-route services.

The FAA has wisely taken a cautiousapproach to NextGen Data Commimplementation to date. Figure 1 (previ-

ous page) highlights the phases of FAAData Comm implementation and theirbenefits (provided courtesy of FAA).

At certain airports, during June 2015changes to the receipt and uplink offlight plans by the FAA were adopted.CPDLC and Pre-Departure Clearance(PDC) act as a baseline for later NextGenData Comm technology, providing serv-ices such as clearances, instructions,crew requests, reporting and traffic flowmanagement. PDC may be used in placeof CPDLC if the aircraft is not CPDLCequipped, but only through the end of2016.

Initially as a trial phase, Phase 1changes will not impact BusinessAviation and will be voluntary for air car-riers. Flight plan sections must complywith ICAO coding (ICAO-4444).Departure Clearances (DCLs) can beuplinked when a flight plan differs towhat is existing in the FMS.

Understand that while Data Comm inthe US is not mandated for all operators,if you want to use the Data Comm serv-


!


cies up to and including, a complete lossof the Data Comm services.

The FAA intends to measure DataComm performance via various metricsto be reported on its NextGenPerformance Snapshots website (NPS) -www.faa.gov/nextgen/snapshots/.

One metric being considered is aver-age taxi-out time. For Business Aviation,this could be IFR flight taxi time fromramp to take off. Longer taxi times indi-cate inefficiencies that Data Comm serv-ices should reduce.

On March 2, 2015 the FAA issued apolicy statement regarding an existingdata recording rule that was wellreceived by operators and gained wide-spread industry support. Part 121 and135 aircraft Cockpit Voice Recorders(CVR) are currently required to recordData Comm as well as existing voiceactivity. Many legacy aircraft – however -could not comply, and industry was notupdating to the new CPDLC equipment.

Under the new policy, the CVRrecording requirements are separatedbetween aircraft built before December6, 2010 and those built after that date.An existing FAA InFO 10016 document,dated August 16, 2010, is cancelled anda revised InFO is under development.

Data Comm is an essential part of air-port surface operations, especially dur-ing its initial phase of departure clear-ance. Figure 2 (top, right) demonstratesthe wide spectrum of surface considera-tions at major airports today (courtesy ofFAA).

North Atlantic (ICAO)Since February 2015, for aircraft using theexisting North Atlantic tracks betweenFL350 and FL390, FANS 1A, CPDLC andADS-C operations are a requirement. ThisPhase 2 North Atlantic mandate resolvesthe ever-increasing volume of air trafficelecting to use these desirable skyways.Note that Data Comm covers all of com-munication, surveillance and ATC interven-tion capabilities.

Beginning December 7, 2017 a Phase2B mandate will extend applicability tothe entire ICAO North Atlantic region, fol-lowed by another Phase 2C, effectiveJanuary 30, 2020 adding all altitudesabove FL290. If operating in areas of exist-ing radar coverage, the New York Oceanicflight information region or the airspacenorth of 80 degrees north latitude, thePhase 2 requirement may be excepted.

On July 1, 2015 the FAA issued a

notice clarifying and advising the areasof oceanic airspace where it will havejurisdiction. The notice highlights the airtraffic control services available and com-plies with an ICAO requirement formember states to define their jurisdic-tions and available services. This shortand informative notice may be located inthe US Federal Register as Docket #FAA-2015-1497, Airspace Docket #15-AWA-4.

RTCA special committee SC214 isworking closely with ICAO on harmoniza-tion of future Data Comm protocol andstandards. This will ensure inter-operabil-ity across different world regions, stream-line equipage requirements and reduceoperator confusion.

Eurocontrol (SESAR)As reported in the previous AvionicsMandates article, the dates for CPDLCimplementation throughout Europe havechanged. We covered date changes andregional implementation status.Important Eurocontrol dates include:

• Regulation (EC) 29/2009 coveringCPDLC requirements will now beeffective from February 5, 2018.

• All aircraft should be appropriatelyequipped by February 5, 2020.Forward- and retro-fit are now indis-tinguishable in the updatedrequirement.

FAA and SESAR harmonization isongoing, just as with FAA and ICAO,ensuring similar protocols of Data Commas aircraft transition from North AtlanticTracks to EUROCONTROL airspace.Figure 3 (overleaf) offers a summary ofharmonization technology areas(courtesy of SESAR/FAA).

A Gentle ReminderAs mentioned in previous articles, bevery careful when assessing theequipage of your current or next aircraftfor Data Comm. Very often aircraft areonly provisioned, and what may apply toone range of serial numbers from theaircraft OEM may be very differentto another.




Always consult with your maintenanceor completion provider to ensure equip-ment “long part” numbers are applica-ble to the upgrade. Beyond the partnumber, most equipment will list a hard-ware and software status designationthat should also be verified prior to theData Comm, CPDLC or FANS, beingimplemented.

Do not forget training followed byoperational approval is required. Consultwith Business Aviation member organiza-tions such as NBAA for advice on opera-tions in different world regions. US opera-tional approval guidance may be foundunder FAA Airworthiness Circular AC120-70C recently updated and OpSpec A056for air carriers. ❚

Data Sources• http://www.faa.gov/nextgen/programs/ datacomm/• https://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/ afs/afs400/afs470/datacomm/• www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/ techops/atc_comms_services/dcit/dcit_ current_documents/• www.youtube.com/watch? v=WWJ8mUl5LsQ• https://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/afs/afs400/ afs470/datacomm/• www.icao.int (Search for Data Comm GOLD)• National Business Aviation Association• Aircraft Electronics Association• RTCA for Committees and Documents

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FLIGHT DEPARTMENT ❚ AVIONICS

t was another hot and humid Saturdayafternoon in South Florida, and I couldfeel the sweat running down my back as Icarried my avionics test equipment aboard

the B727-200. This aging jet had been usedentirely as a freighter carrying anything fromfresh fish caught in the Caribbean to young stal-lions destined for the lucrative horse racingtracks in Florida.

As I sat down on the torn fabric that encasedthe worn-out cushions of the pilot’s seat, the ran-cid combination of heat, humidity and fodderfrom the last haul seemed overwhelming. As myfocus honed in on the avionics, it struck me thatcockpits from that era more resembled the onesin the Smithsonian museum than today’s state-of-the-art glass and touchscreen panels.

With that said, there was one reliable system

Cockpit Displays HaveCome A Long Way!

I

Brian Wilson walks us through some hair-raising experiences with aircraft cockpits over the decades to help illustrate how far Business Aviation avionics have come over the 37 years of his aviation career.

Reflections from the Rear View Mirror

Cockpit Avionics 1.qxp_Finance 18/08/2015 12:15 Page 1

in that dated cockpit that today’s young pilotshave probably only read about in their trainingmanuals: Within that panel were two fully-func-tional Automatic Directional Finders (ADFs),which in its rudimentary form is no more than anAM radio with a bearing pointer. Once tuned tothe proper channel my favorite college footballteam was soon broadcasting play-by-play actionacross the cockpit speakers – fancy that, myyoung aviators!

Fast-forward a decade and I was sitting in thejump seat of a Gulfstream GI due to take-offfrom Madrid on a night flight to Brussels. Thecrew had not been satisfied with the perform-ance and accuracy of the VLF/Omega navigationsystem recently installed and insisted on me join-ing the flight to share their experience.

The two turboprop engines shook the fuse-lage as the aircraft left the runway and ascendedinto the evening sky. Due to this being an all-night round-trip the crew was well prepared withespresso coffee, unfiltered cigarettes and jovialconversation spoken exclusively in Spanish. Itwas not long after we leveled-off that it wasapparent the VLF/Omega systems were notreceiving a viable signal and the crew revertedback to VOR/DME, a sophisticated form of deadreckoning.

Having just met my crew over a short briefingprior to the flight, and this being a start-up com-pany with many new pilots, I was now searchingfor the emergency evacuation procedures in casethe frigid North Sea or the English Channelbecame our ‘unscheduled’ destination. Onlyafter the young co-pilot turned to me and said inbroken English “Eiffel Tower” did I feel comfort-able we were on the right track. You see, we did-n’t have a Multi-Function Display with a movingmap and our flight plan, our position and weath-er on the screen. I had brought along a map ofEurope for which I drew a line from Madrid toBrussels, and Paris was one of the intersectingcities!

Another occasion found me kneeling at theend of the pedestal of a Lear 55 as we were test-ing the radar stabilization operation that hadbeen squawked numerous times by the crew.The flight was scheduled after lunch to betterour chances of ‘painting some weather’, and thetypical afternoon Cumulonimbus clouds didn’tdisappoint us that day. One good thing aboutflying in Florida besides the flat terrain is having1.5 million open acres of the Florida Evergladesto one side and the Atlantic Ocean on the otherside. On this occasion we requested a spaceover the everglades so we could paint groundclutter and adjust the stabilization.

The crew and I were focused on making cali-brated turns, climbs and descents while adjust-ing the calibration potentiometers encased inthe radar indicator. Having completed our mis-sion we turned our attention to outside the cock-pit for the flight back, only to see the clouds andpending rain storms scattered across thehorizon…

The return flight had us going around, underand through thick formations of clouds and pre-cipitation causing slight turbulence and blindspots from all sides of the aircraft. It seemed likeATC was vectoring us to a new heading everyfew minutes and warning us of traffic doing thesame to escape the prevailing and shiftingweather.

Since TCAS was just being introduced at thattime, and coupled with high equipment andinstallation costs, we didn’t have the systemonboard. I quickly realized that we did have ourown primitive avoidance system; it was ATCwarning us of the position of the local traffic andthe three of us peering out the cockpit windowsto locate and avoid potential danger!

The Evolution of CockpitsThe complexity of the cockpits in that era wenthand-in-hand with the stick-and-rudder skills ofthe crew. There was a direct correlation betweenthe standard set of six instruments in the cockpitof the aircraft in which these pilots did their

“I was nowsearching

for theemergencyevacuation

procedures incase the

frigid NorthSea or the

EnglishChannel

became our‘unscheduled’destination.”

Brian Wilson is theNational KeyAccounts Manager atGogo BusinessAviation, an indus-try-leading providerof in-flight connec-tivity solutions. Priorto Gogo, he sat onnumerous DealerAdvisory Boards andwas a member of theAEA Board ofDirectors.Contact him [email protected]


!


initial training and the ones they were flying.The crew had to be very cognizant of every-

thing inside and outside the cockpit often relyingon their own initiative and perception, commonlyreferred to as “flying by the seat of their pants”.

Any seasoned avionics technician in that daycould fix most cockpit squawks with a #2 Phillipsscrewdriver, a Simpson multi-meter and a set ofwiring diagrams. The first generation of pilotinstruments was electro-mechanical (i.e. they hadinternal servo motor-generators that mechanical-ly steered the instrumentation for pitch, roll andazimuth). Remote Instrument Amplifiers wereneeded to interface the existing systems like theflight director computer, vertical and directionalgyro with the ADI and HSI.

These instruments soon were being replacedwith Electronic Flight Instrument Systems (EFIS).These color Cathode Ray Tubes (CRTs) wereheavy and had a high current draw, but broughtreliability and redundancy to the cockpit. Theearly generation used three small 4-inch displaysdriven by remote Display Processing Units(DPUs).

The third display was actually a second EHSImounted in the center panel that had a weatherradar display feature when paired with a compat-ible radar system. The three-tube system quicklyevolved into a five-tube system with a fully func-tional MFD replacing the legacy radar indicator.

Advancements in technology resulted in theCRT generation being replaced with LiquidCrystal Displays (LCD) that ran cooler, weresmaller, and reduced or eliminated the amountof the remote units required to run the displays.Since the earlier models replaced the ADI andHSI they had a vertical profile which was com-monly called the ‘portrait’ display. Newer mod-els, which had a horizontal (‘landscape’) profile,quickly caught on as almost all the previousinstrumentation was swallowed up in this newarchitecture.

Today’s cockpit resembles more of a space-ship from a Hollywood movie, with high-resolu-tion flat-screen monitors positioned end-to-endacross the panel. A pilot’s interaction with theaircraft is transcending from two hands on theyoke to one on the side-stick controller and theother on the point-and-click trackball controller.Crew members can rely on increased safety andadvanced situational awareness due to technolo-gies not available to the business aircraft just 25years ago, including TCAS II; EGPWS; RVSM;Enhanced Vision System (EVS); Head-Up Display(HUD); GPS/WAAS/LPV; Synthetic Vision; andRunway Awareness and Advisory System (RAAS).

Profoundly ChangedMany pilots who have flown for 25-plus years willrecall their own harrowing experiences with cock-pit panels of yore, and wholeheartedly agree as

to how today’s systems have reduced workloadand improved safety, particularly as the numberof aircraft flying increases each year.

NextGen (US) and SESAR (Europe) willaddress this particular concern with new technol-ogy for the cockpit and the Air Traffic System,allowing aircraft to fly closer together both later-ally and longitudinally in the same way RVSMtightened the vertical limits.

In the 37 years I’ve been in aviation (military,commercial and business) it is the cockpit thathas seen the most profound changes. I can onlyimagine what today’s engineers are drafting forthe next generation, but I will always rememberwhen a simple AM radio was all I needed! ❚

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“...interaction with the aircraft is transcendingfrom two hands on the yoke to one on the

side-stick controller and the other on the point-and-click trackball controller. ”



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he Helmet-Mounted Display (HMD)marries the modern aviation headsetwith the visual assets of a head-up dis-play system, but instead of the display

information appearing only on that collatorscreen above the glare shield, it moves with youso critical information remains in your field ofview at all times.

The technology gurus would call HMD anaugmented reality device in which virtual-realityimages are overlaid onto the back of a see-

through lens or face shield. The virtual informa-tion is what the HMD would carry, with the addi-tion of enhanced-vision and synthetic-visiongraphics that accurately reflect the world wherethe pilot is looking. It’s all very slick, and it’salready in use by military pilots, trainees, gamersand simulation fans.

Those who have sampled them in their variousenvironments – including aviation – concede thatthe visual package takes a period of adjustment.For some, the combination of almost transparent

Head-UpDisplays

Moving to Head-On:

T

A technology borne of military and computer-gaming worlds is on a heading to intercept business aircraft cockpits. If they catch on,

pilots stand to gain a new tool to help them maintain situational awareness at a higher level. Dave Higdon investigates…

Where You Look is What You Get... And Some...


images over actual eyeball views (and in somecases the addition of technologically-enhancedimages) proves too much. But for the rest of thepiloting population, the advancement could be astep toward an immersed 360-degree sphericalview of the world around the aircraft that missesnothing the sensors detect.

Thales' HMD 2016 DebutScorpion: a helmet-mounted display (HMD) sys-tem that projects primary flight display (PFD)information and other mission-focused graphicsinside the helmet visor. Originally it was inventedby helmet-maker Gentex; however, the companysold its HMD line to Thales about three yearsago. Thales has since been busy adapting theScorpion’s technology into something more civil,and has announced the TopMax and TopEagleHMDs.

Scorpion wasn't the first HMD to see militaryservice; its immediate predecessor still serves asthe US Air Force's Joint Helmet-Mounted CueingSystem. Technologically, the two systems – theJHMCS and Scorpion – could hardly be moredifferent, though.

It's in those differences that the US Air Forcestarted testing Scorpion in its most-advanced

fighter, the F22 Raptor as it appears the JHMCSis too large for the F22's narrow canopy width.It's from Scorpion’s different approach that theTopEagle and TopMax emerged.

TopMax builds on Scorpion’s display andtracker system, but consolidates it into a singleassembly integrated with a standard commercialheadset. The TopMax offers a monocle display,covering only one eye and came from Thales’advanced cockpit concept for commercial aircraftprogram. The company says it has particularpotential for corporate jet cockpits where spaceconstraints work against installing a conventionalHUD system.

TopEagle, meanwhile, takes a slightly differentapproach. It’s a simplified version of Scorpiontargeted at civil helicopters (especially coastguard missions, emergency medical services andlaw enforcement work). Beyond displaying thebasic flight information of a PFD, the TopEagleHMD also displays powerplant information andprovides navigation guidance, allowing the pilotto keep eyes out of the cockpit in even the worstconditions.

Unveiled in June at the Paris Salon, bothTopEagle and TopMax could be certificated bythe middle of next year, Thales says. Then it willbe up to owners and OEMs to make the

“...it hasparticular

potential forcorporate jet

cockpitswhere spaceconstraints

work againstinstalling a

conventionalHUD system.”

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

!


THALES’ TOPMAX


marriage work, due to the technology required tosync the HMD to where the pilot looks.

Since Thales' GA-targeted HMD evolved out ofthe Scorpion system under evaluation by the mili-tary, it's worth looking at its basics, as explained byThales:

The Scorpion Helmet-Mounted Cueing System(HMCS) delivers full-color, dynamic flight and missiondata projected directly and safely into the pilot's lineof sight via a large field-of-view, fully transparent,rugged, optical waveguide display assembly. Unlikeother HMD solutions, Scorpion attaches to thepilot's headset – rather than being integrated into aspecific piece of headgear.

Although TopMax is smaller, it provides enoughdisplay space to allow the user to maintain a head-up, eyes-out scan that's aimed to enhance real-timesituational awareness by simply putting on a headsetwith TopMax attached and calibrated. The addeddimension of full-color symbology, as we see oncockpit displays, and video imagery dramaticallyincreases the user’s ability to rapidly interpret andcorrelate the situation while reducing task saturationand increasing efficiency.

Already operational on US Air Force A-10, F-16,and AC-130W aircraft, Thales' Scorpion won achance for evaluation in the F-22 because it refer-ences differently than the JHMCS, and takes upless space.

TopMax AdvantageThe mobility of the Scorpion HMD system underpinsThales' approach with its TopMax system. The HMDhardware attaches to a standard pilot headset and,once calibrated for the specific cockpit environment,can be left in the aircraft for other flight crew mem-bers to use attached to their personal aviationheadset.

Both TopEagle and TopMax employ a thin, flatoptical waveguide combiner in place of visor projec-tion or the bulk of a prism. This approach makesthem compatible with standard night-vision goggles- a particularly helpful element for helicopter emer-gency medical service pilots.

They also employ a hybrid inertial-optical headtracking system, allowing Thales to avoid any elec-tronics attached to the aircraft. To provide the all-important referencing function Thales installed acamera on the system that tracks reflective, codedstickers attached inside the cockpit. Taking thisapproach allows Thales' Scorpion, TopEagle andTopMax to eliminate magnetic mapping to providebaseline references.

According to the company, calibration andrecalibration take a mere 20 minutes, furtherreducing the non-recurring cost of integratingthe system into different aircraft. That makes themechanical aspects relatively easy, since TopMaxrequires no specific integration with aircraft sys-tems – save for power.

Human AdaptabilityIt's not difficult to imagine the reaction of somepilots to the idea of wearing a device suspendedover the eyes from the top band of an aviationheadset. “Over the eyes?” some will ask...”Areyou joking?”

Some of the same doubts arose when the firsthead-up guidance systems arrived on airlinerflight decks – which followed similar doubtsraised when HUDs first landed in military cock-pits. Decades later the utility of these systemswon users over, thanks to the adaptability of thepilots using these systems.

Unlike some developmental over-one-eye sys-tems this pilot sampled years ago, the transpar-ent nature of the over-the-eye display units elimi-nates what was a spatially disorienting experi-ence in those earlier, developmental systems.With those experimental packages, the viewseen by the eye using the non-transparent dis-play never changed – except in reaction to theair-data and attitude sensors feeding whatamounted to an over-the-eye PFD. Frankly, it wasnot fun, not comforting, and not helpful.

But the translucent display onto which flightand other data appear in this latest HMD worksmore like a conventional HUD – but one justahead of your eye – which can still see the worldview through the screen. Add properly refer-enced SVS and/or EVS to the display and theuser will always have a real-time view of theworld where he or she is looking.

Married to PFD data, pilots could find them-selves embracing yet another advance in tech-nology that helps them see their mission through– safely and visibly, in all conditions. And that's asituation many of us would willingly embrace! ❚

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



“...Thalesinstalled acamera on the systemthat tracksreflective,

coded stickersattached

inside thecockpit.”


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Jeteffect Inventory September.qxp 17/08/2015 17:16 Page 1

Communicate for Higher Returns

Four Tried and True Strategies


Jodie Brown offers insights that Flight Department managerscan use to convey ideas to team members and be better

understood. The payoff will be greater team performance.

FLIGHT DEPARTMENT ❚ MANAGEMENT

t’s not easy to communicate exactly what youwant your team to achieve and consistentlyreceive high performance in return. Quite afew flight departments have advanced

beyond the point where overall success dependsupon one team member’s ability to deliver a stellarperformance. You must provide effective directionto the entire team, which is challenging when youare dealing with a mix of personnel.

As a manager you inherit some team membersand you hire others, but the objective remains thesame—developing a team that works well together.

Nothing is more difficult or counter-productive thana poor fit within a flight department. In reality, yourflight department team consists of individuals func-tioning in different capacities such as dispatcher,mechanic, attendant or pilot. They must seamlesslyinteract together to fulfil the department’s rolewithin the corporation.

In your managerial role, view yourself as direct-ing the desired performance you seek. Write yourscript. Describe the outcome you want using ametaphor that team members can understand. Forexample, if someone resists direction, you might

I

!

Jodie Brown has over20 years’ BusinessAviation experience,and more than 25 yearsof leadership and teach-ing experience. She isfounder and presidentof Summit Solutions. Contact Jodie [email protected]

Management 1 Sept15 .qxp_Finance 19/08/2015 09:15 Page 1

Boutsen September.qxp_Layout 1 17/08/2015 17:20 Page 1

say “You are great on the offense and also on thedefense, but you are not the quarterback. That’smy job. You see that, don’t you?”

People want to know how to be successful. Giveappropriate pointers to help them deliver a stellarperformance to a demanding audience. Set peopleup to win, not fail.

A flight attendant was promoted to managerbecause she came from a legacy crew. One of herfirst assignments was hiring and training eightattendants for new equipment. She could only actas an individual contributor because she’d neverbeen given the script or training for her new role asmanager. A small investment in a managementcourse or training for her would have yielded abetter return.

Flight department team members are hired toplay complex and integrated roles for a purpose:to deliver safe, consistent and exceptional service.Set the stage early by communicating with yourteam, encouraging interaction and providing direc-tions for your cast of characters. Use terms like,“How could you rephrase that question to get abetter answer?” Review roles and expectationsperiodically with employees, not just at annualreviews.

Invest Regularly in Your PeopleYour passengers must feel totally confident in yourteam’s ability to make well-informed and timelychanges. They form their impressions by seeinghow well your team coordinates their efforts witheach other.

High performance depends on the fit betweenpeople and their jobs. Does your team appreciatethat changing requirements and skills are neededto continually add value for the client. Ask them,“How do you keep up your professional knowl-edge? What are you doing on your own to developyour expertise?”

Along with skills, employees bring their ownidiosyncrasies. To this end a manager establishesthe culture regarding what team members shouldexpect as reasonable interpersonal behavior. OnePart 91 flight team realized that their merger withanother company was creating stress, lack of coor-dination, irrational reactions and numerous memorygaps. It was time to convene an offsite session forteam-building. Time and energy were invested byall. Role expectations were refined and processesbetter streamlined for efficiency.

Being an effective team leader depends uponyour relationship with others. Time is a resource inshort supply. Therefore, invest your time wisely andbuild a team of cooperative players, all aligned toachieve a successful outcome. The returns will beworth the investment.

Focus on Low-CostIt’s difficult to get everyone together for an all-hands meeting. Fortunately technology offerslow-cost solutions to developing employees andbuilding team expertise. Consider the benefits ofthese applications of modern communications:

• Invite guest speakers from corporate formonthly conference calls;

• Share YouTube training videos;• Email aviation articles;• Have team-members share ‘lunch and learn’

topics;• Initiate Skype meetings, or birthday greetings

to distant members;• Create Dropbox articles to share.

Like a book club, have a monthly ‘topic’ sessionthat is rotated and shared throughout the year.

Have PatienceWinners are those who have the patience to sur-vive life’s cyclical ups and downs. One of the fun-damental characteristics of a high-performing teamis that members routinely collaborate with eachother. They understand that not everyone is per-forming to 100% capacity every day. The manag-er's role is bringing a large number of peopletogether in a unified work system. It’s great to beaware of individuals’ ups and downs, but do notover-react on the spot.

Working as a team requires drill and practice. Ateam also requires a manager who can work withthe team in an unstructured way. It’s important forthe manager to work with subordinates as respect-ed participants and for team members to treat oth-ers as equals. People want to be valued as uniqueindividuals. Remember that other people don’tmove as fast, speak as succinctly, or deliver a solu-tion as quickly as you. A majority of aviation profes-sionals take their roles seriously and want to delivera stellar performance.

Patience is another word for ‘chill’. ❚

“One of thefundamental

characteristicsof a high-

performingteam is that

membersroutinely

collaboratewith each

other.”




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Dealing with the Specifics


Fred Haap, former Aviation Director for a major industrial corporation and current IS-BAO auditor, continues his series with Jack Olcott on how to create a flight department from scratch...


et’s assume that in responding to man-agement’s request to examine the ben-efits of forming a Flight Department,you have interviewed or otherwise sur-

veyed potential users of Business Aviation.Based on their input, you have generated a con-cise and directive set of governing documentsthat included the proposed department’s Vision,Mission and Guiding Principles. Those directiveswere used to shape a draft Business Plan for thedepartment (as outlined in the June 2015 issueof AvBuyer).

Knowing that the definitive Business Plan

requires a detailed examination of how a busi-ness aircraft would be used, your managementhas given the OK to proceed with formulating afinal proposal. Now consider the followingscenario:

Your survey indicated that 90 percent of thefirm’s trips involving a business aircraft would beto locations not well served by the ScheduledAirlines and within 1,000 statute miles or less ofthe firm’s headquarters. About 50 percent ofBusiness Aviation travel would be to destinationsbetween 250-750sm from home base; 25 percentwould be between 750-1,000sm; and 25 percent

L

!

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

Creating a FlightDepartment (Part 4)


General Aviation September.qxp_Layout 1 17/08/2015 17:30 Page 1

“Unless youare an expert

in sourcesand uses offunds, seekadvice from

someonewith relevantknowledge of

yourcompany’sfinancial

situation. ”

would be less than 250sm. (Note: statute milesare used since management is more familiar withthat metric).

Your plan should state a minimum trip lengththat would be anticipated—say 100sm—butmake provisions for addressing very short dis-tances if a person with appropriate authorizationrequires such travel as an extraordinary oremergency action.

The Business Plan should clearly identify themaximum radius of action and the complementof passengers that the business aircraft willserve. Far too many firms feel they need to flynon-stop to destinations that are rarely requiredor carry far more passengers than typical. Whilebusiness travel involving multiple legs mightexceed the recommended planning radius, theFlight Department should address the geogra-phy to be serviced and the anticipated triplength per travel segment.

Furthermore, the department should be struc-tured to deal with the occasional ‘outlier’ trip(one of extraordinary length, or a passenger loadexceeding the norm) via a pre-audited and vet-ted charter provider, or timesharing arrangementwith a suitable source.

Interpreting the DataFor our example here, we assert that survey datarevealed that 90 percent of the firm’s use ofBusiness Aviation could be satisfied by one air-craft capable of carrying six to eight passengersover non-stop distances of 1,000sm or less withNBAA IFR reserves. (The survey data establisheda minimum passenger load of four adult passen-gers with luggage. In practice, this requirementdictates a need for a six to eight passenger air-craft. To average four passengers per flight,approximately half of the trips will have six to

eight passengers. The four-passenger surveydata will increase due to last minute add-ons anda host of other variables.)

Flight usage was estimated to be 400 flighthours per year, requiring only one flight crewconsisting of two pilots approved to serve as air-craft captain plus a part-time co-pilot.Subsequent analysis might indicate that a full-time co-pilot should be hired while retainingaccess to a part-time crew member. Also, as stat-ed earlier, provisions to obtain additional lift viacharter or timesharing will be addressed in theBusiness Plan.

Assessing Choices, Seeking AdviceOur survey resulted in the assumption that onebusiness jet with an operational range of1,000sm was suitable, but there are several waysin which such a business aircraft can be acquired,ranging from outright purchase of a new or pre-owned model to various financing and leasingoptions. Expertise is required to decide whatroute to take.

Your firm’s financial advisors should be con-sulted to access the ramifications of depreciationand the impact of a company aircraft on the cor-poration’s balance sheet. A pre-owned aircraftmay present a great purchase opportunity, butnew-aircraft warranties and accelerated deprecia-tion also have a significant appeal to firms withstrong profits.

Financing presents sophisticated possibilities.Unless you are an expert in sources and uses offunds, seek advice from someone with relevantknowledge of your company’s financial situation.His or her assistance will help identify the fundsavailable for acquisition and add credibility toyour Flight Department Business Plan.

Experts are available and beneficial foraccessing which models of aircraft are suitablefor meeting a company travel needs. The mar-keting departments of OEMs are staffed withcapable performance engineers who are primedto answer all your questions, and brokers withinthe pre-owned arena also have the ability to pro-vide knowledgeable insights. If those sources arenot sufficiently transparent, there are firms thatare unaffiliated with OEMs or brokers; they canprovide objective third-party evaluations of air-craft selection and availability.

While many aviation professionals feel theyare well suited to select an appropriate aircraft,checking with an expert in acquisition is anoption to be considered seriously.

Experts are also available in designing thestructure of the flight department, although theparty authoring the business plan probably hasample credentials to recommend where the air-craft will be based for operational efficiency andhow flights will be scheduled. It is essential,



!


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

however, to seek input from a tax expert regard-ing sales and use taxes for the state where theaircraft will be purchased and hangared.

Deciding how and where the aircraft will bemaintained may also require expert advice froma knowledgeable consultant. Effective mainte-nance is essential for safety and cost contain-ment. Poor maintenance decisions, even if theydo not impact safe operations, can be very cost-ly. Many a flight department has been shut downbecause costs soared out of control.

Business UnitA flight department should be a business unitwithin the firm’s organizational structure, with thesame requirements for budgeting, reporting andaccountability as other business units. Thus thedepartmental business plan must address howthose routine managerial functions will beaccomplished. When developing your FlightDepartment Business Plan, talk to those withinyour company who can assist in structuring anacceptable reporting system. Since most aviationleaders report to a member of senior manage-ment, it is essential to consult with that personas you proceed.

More so than other business units, the flightdepartment must satisfy procedural require-ments, some dictated by the FAA and others byindustry-derived standards and best practices.Those procedures are incorporated in thedepartment’s Operations Manual. It is not unusu-al to seek outside expertise in generating suchdocumentation.

At the end of the day, creation of a com-pelling Flight Department Business Plan is aprocess of irritation, starting with a survey ofneeds, assuming a geographical area to be cov-ered, considering aircraft well suited to accom-modate the passengers to be served and thecities to be reached, and deciding on a depart-mental structure that works effectively as a busi-ness tool for the corporation.

As elements of the plan unfold, adjustmentsbecome necessary and are made. Eventually, youzero-in on a plan that meets the needs of yourcompany and provides a basis for effective man-agement of a flight department. ❚

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

“Many aflight

departmenthas been

shut downbecause costs

soared out of control.”




Tempus Jets September.qxp_Layout 1 17/08/2015 17:38 Page 1

he operational flexibility characterizing today’saviation was almost inconceivable a few decadesago. For example, Extended Twin-engine Operations(ETOPS), ultra-long-haul and the remotely piloted

aerial systems are now regular practices. Add to that list ofadvancements an advanced concept known as PerformanceBased Navigation (PBN), which focuses on precise operationswithin a particular airspace rather than the location of traditionalnavigational devices such as VORs, NDB and Instrument LandingSystems. The advantages of a navigational architecturepredicated on precisely defined airspace location and highly

accurate aircraft position offers significant advantages.In this and the two subsequent issues of AvBuyer, we shall

attempt to clarify the concept of Performance Based Navigation,detail its advantages, and illustrate the considerations that flightdepartments need to make in order to upgrade their operationsto PBN capability.

What Is PBN?PBN is an air navigation concept that defines airspaceboundaries (e.g. approach paths, noise abatement procedures,routing through congested areas, etc.) that aircraft operators are


Are You Ready for PBN?(Part 1)

What is Performance Based Navigation & How Does it Differ from Traditional Navigation?

Technology daily revolutionizes aviation. Just one new example, notes Mario Pierobon, is satellite-based air navigation that offers significant opportunity for more expeditious aircraft operations and improved

fuel consumption. But what is PBN and how does it work?

T

FLIGHT DEPARTMENT ❚ SAFETY

Safety 1 Sept15.qxp_Finance 18/08/2015 14:17 Page 1

Does the customer service you receive last well after the service event is over?

After two years of perfect operation, a customer reached out to Jim Wheaton, Duncan Aviation systems engineer in Battle Creek, Michigan, when his Wi-Fi suddenly started acting up. For no apparent reason, he had virtually no signal in the forward cabin, impacting both the internet and the wireless handsets.

Jim had designed the Wi-Fi system using the Duncan Aviation STC to seamlessly integrate with existing systems aboard this customer’s Falcon 2000. He completely understood the Wi-Fi system and the nuances of this specific aircraft.

He responded quickly, with schematic snapshots and detailed information of the installation process. And he gave the customer step-by-step and pictorial instructions on where to look and what it was supposed to look like.

Armed with this new information, the customer was able to attribute the interruption in service to a faulty Wi-Fi antenna. The antenna was replaced and service was restored.

For the rest of the story visit www.DuncanAviation.aero/experience/jim.php.

+ 402.475.2611 | 800.228.4277Experience. Unlike any other.

Planesense Ad Jim 8_12_2015.indd 1 8/5/2015 12:01:59 PM

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allowed to occupy using a variety of equipmentoptions - so long as the options chosen meetrequired navigation performance (RNP).

Before delving deeper into the concept it isessential to clarify two definitions: Area Navigation(RNAV) and Required Navigation Performance(RNP).

• RNAV: According to ICAO’s PBN manual, RNAVis a navigation method permitting aircraftoperation on any desired flight path within thecoverage of ground or space-based navigationaids or within the limits of the capability of self-contained aids, or a combination of these. It isimportant to note that RNAV includes PBN aswell as legacy RNAV operations that do notmeet the PBN definition.

• RNP: An RNP operation is an RNAV operation,meeting the PBN definition, with a requirementfor on-board performance monitoring andalerting. The level of Required NavigationPerformance for operations within RNP airspaceis designated by the letters RNP followed by anumber (e.g., RNP 10, RNP 0.3, RNP 0.1) thatdenotes the radius of a circle within which theaircraft’s position is known. If the RNP systemdoes not perform the way it should, then an alertis provided to the flight crew. Thus air trafficcontrol (ATC) can have greater confidence in anaircraft’s track-keeping performance. This greaterconfidence translates into being able to placeroutes closer together, according to Eurocontrol.

PBN specifies that aircraft RNAV or RNP systemperformance requirements be defined in terms ofaccuracy, integrity, continuity and functionalityrequired for the proposed operations in the contextof a particular airspace.

Performance requirements are identified innavigation specifications. These are technical andoperational criteria published in documents issuedor endorsed by national aviation authorities (e.g.advisory circulars or acceptable means ofcompliance). Navigation specifications also identifythe choice of navigation sensors and equipmentthat may be used to meet performancerequirements.

Under PBN, generic navigation requirements arefirst defined based on the operational (mission)requirements. Operators then evaluate options inrespect to available technology (equipment forinstallation) and navigation services (availability ofpublished PBN procedures). The chosen solution isnormally the most cost-effective for the operator, asopposed to a solution being established as part ofthe operational requirements.

Technology can evolve over time withoutrequiring the operation itself to be revisited as longas the requisite performance is provided by theRNAV or RNP system, continually in accordance withthe applicable navigation specifications, says ICAO.

How Does PBN Differ?Navigation specifications historically have beendefined in terms of sensors (waypoints andnavigation beacons). PBN offers several advantagesover sensor-specific navigation methods, including -from the perspective of the air navigation serviceprovider (ANSP) - a reduced need to maintainsensor-specific routes and procedures, and anoptimized use of airspace. For example, a VORcould be eliminated or moved to a new locationwithout creating a costly restructuring of theairspace, provided airspace boundaries weredefined in terms of RNAV and RNP.

From the perspective of the aircraft operator, PBNremoves the need to develop sensor-specificoperations requiring the overflying of ground-basednavigation aids. Instead, PBN enables the likes ofseamless vertical paths and constant radius turns.

PBN is an emerging concept in air navigation thatis achieving critical mass. It allows greater flexibility inaircraft tracking without the need to overfly a groundstation, which often results in lower fuel consumptionand more environmentally friendly routing. PBN alsoallows the most cost-efficient solutions to bepursued, so long as air navigation performancerequirements are maintained. Does your organizationsee a benefit from PBN?

Next month, we’ll introduce the variety of PBNspecifications available for virtually every phase offlight, discuss the benefits of PBN to BusinessAviation, and clarify the technical, operationaland training requirements to meet PBNstandards. ❚

“ The chosensolution is

normally themost cost-

effective forthe operator,as opposed to

a solutionbeing

established aspart of theoperational

requirements.”


FLIGHT DEPARTMENT ❚ SAFETY

Safety 1 Sept15.qxp_Finance 19/08/2015 09:32 Page 2

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J Hopkinson 1 September.qxp 20/08/2015 10:32 Page 1

et’s assume you’ve decided to takeadvantage of the low purchase-price foran older aircraft. What can you do to a)determine whether to follow through

with the purchase, and b) avoid the potential mine-fields associated with shopping for this class of air-craft? Once you have decided which aircraft typesfit your mission profile, you really need to do yourhomework to determine which models are practicalto operate.

Operating Costs: First, get a good idea of whatthe operating costs will be. There are several serv-ices that specialize in determining operating costsfor the various models available, including Conklin& de Decker, Aircraft Cost Calculator, and severalother online resources.

Maintenance Costs: Next, decide where themaintenance will be done. Just because there is amaintenance facility in your area doesn’t mean itwill be capable - or even willing - to work on your


L

Previously, we considered economic and functional obsolescence inolder aircraft and when it makes sense to shop for an older aircraft.

Yet there are still many factors to ensure that you are ultimatelyhappy with your older purchase, warns Elliott Aviation’s Jim Becker.

FLIGHT DEPARTMENT ❚ OWNERSHIP

Jim Becker is a valued and respected AccreditedSenior Appraiser with theAmerican Society ofAppraisers. He also holdsan FAA Airframe & PowerPlant Mechanic license.With nearly 25 years in the aviation industry, 20 of those years have beenwith Elliott Aviation in the capacity of valuing aircraft. Contact him via [email protected]

Economic &Functional Obsolescence?(Part 3)

Can You Fly Away Smiling in an Older Airplane?

Obsolescence Sept15.qxp_Finance 18/08/2015 16:39 Page 1

prospective vintage aircraft. Identify suitable main-tenance facilities, which must have techniciansexperienced in your chosen model as well asrequired tooling and manuals, before buyingthe aircraft.

Parts Availability: Another issue for older aircraftcan be parts availability. In some cases, the OEM isno longer in the business of building corporate air-craft. It is always a good idea to determine whereyou can obtain parts before you commit to buy.You can do this by contacting flight departmentsoperating that model of aircraft – these are proba-bly your best sources of information.

Bear in mind that the available parts will likelybe more expensive than those for newer aircraft.Depending on the model, you might investigatethe availability of spare parts to stockpile. Forexample, items such as EFIS tubes are becoming

increasingly difficult to find since they are no longermanufactured.

Forecast Expenses: Get a handle on futureexpenses before you select a model to purchase.Some aircraft are more expensive to maintain thanothers. Find out the maintenance schedule for yourprospective purchase and determine what theexpensive events will be. The engine manufactureror an authorized overhaul facility will be helpful indetermining engine expenses. Maintenance facili-ties and aircraft operators of similar aircraft can alsobe a good source in determining maintenancecosts.

Online Research: Many of these models havepilot forums where various issues are discussed.Pilots love to talk about their aircraft and areusually a good source of information.

Telling the Time…When a specific model is identified, there are manyfactors to consider. One of the most obvious is air-frame time. Typically, the lower the better, but onan aircraft of this class, that may not always be true.While abnormally high airframe times can be a redflag, the same can hold true for abnormally lowairframe times.

For example, if the average fleet of the modelyou are considering has 12,000 airframe hours, a2,000-hour machine may look highly attractive.Scratch below the surface: if that particular aircrafthas been sitting around for an extended period oftime without having been run or flown, it could bea particularly troublesome buy!

Engine times are another factor to consider: thelower the time since overhaul or mid-life inspec-tion, the better. And consider overall requirements:examine the log books to get an understanding ofthe amount of time and cycles remaining on critical(i.e. expensive) engine components. If the enginesare enrolled on a maintenance service program, besure to contact the plan administrator to check thatthe account is fully paid.

Satisfactory ServiceThe aircraft’s service history is another key factor.The inspection status of an aircraft at this pricepoint can have a huge effect on the aircraft’s over-all value. Have the logbooks and maintenance sta-tus reviewed before making an offer on the aircraft.It is imperative to get a clear picture on whatinspections are coming due. Some of these inspec-tions may cost more than the purchase price of theaircraft.

Following are some important questions to ask:• Who has been maintaining the aircraft?• What are their qualifications?• Where is the aircraft being operated?

If possible, get copies of the work orders for thelast few inspections. This will give a goodindication of whether the aircraft has had good


“Find out themaintenanceschedule for

yourprospective

purchase anddeterminewhat theexpensive

events will be.”

!


maintenance care. You don’t want to be the onewho is paying for someone else’s deferred squawks.

Some of the usual factors of aircraft value actual-ly have little influence on an aircraft of this vintage.For example, the age of the aircraft, damage histo-ry, and certain missing records will not have thesame effect on this class of aircraft as it will have ona much newer and more expensive model.

Other Key ConsiderationsConsider the avionics and other equipmentinstalled in the prospective aircraft. It can bemore cost-effective to find an aircraft that has theavionics and equipment that you want alreadyinstalled. For an aircraft of this vintage, theseupgrades can add marginal value, regardless ofwhat the owner spent to have them installed.

Finally, consider price. For an aircraft of thisvintage, prices can vary hugely. For example, aBeechjet 400s lowest published ask price at timeof print was $249,000 while the highest is$950,000. Fully analyze the reasons why yourdesired aircraft is priced at a certain value,

and take the items we’ve listed above intoconsideration.

Once you have identified a specific serialnumber of the model you desire, involve yourmaintenance facility. Also, have the same mainte-nance facility that will perform the regular main-tenance undertake the pre-purchase inspection.This way you won’t be caught between twoshops if there are squawks that were missed inthe pre-purchase inspection.

Keep in mind that you may only be allowed toperform a limited scope inspection. The value ofsome older aircraft have fallen so low that manyowners will not allow them to have the full expo-sure of a traditional pre-purchase inspection. Youneed to consider this situation when budgetingfor future expenses.

As we have discussed in this article series, if itfits your mission profile and budget there is noreason why you can’t continue to operate, or pur-chase, an older jet aircraft. If you do your home-work, you can obtain a safe and reliable aircraftat an unbeatable price, and fly away smiling! ❚

FLIGHT DEPARTMENT ❚ OWNERSHIP

“Some of theusual factors

of aircraftvalue

actually havelittle

influence onan aircraft ofthis vintage.”



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he average Large Cabin and Ultra-Long-Range jets share more in common thanthey differ, with similar cabin sizes andcomparable cruise speeds ranging

roughly between 450-500kts. For the purpose ofthis month’s focus, we’ll categorise Large Cabinand Ultra-Long-Range jets under the generic cate-gory of ‘Large Cabin jets’, on the basis of theirshared characteristics, and MTOWs that generallyrange between 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and intothe 6,000nm range, making these effective non-stop continent and ocean-crossing machines. Thefewer the stops, the shorter the overall trip time!

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

Where the Large Cabin airplanes really excel (asthe name would suggest) is in their cabin capaci-ties. A cabin will typically stretch from 30-40 feetor more, enabling operators to enjoy a wider arrayof finishing options and office capabilities than jetsin the smaller segments can provide. Cabinheights in excess of six feet guarantees stand-upcabin comfort, while seating capacity of 8-18 istypical.

Naturally, the size and range capabilities ofLarge Cabin jets don’t come cheaply, and you’llneed a larger fuel budget, more hangar space anda larger maintenance budget. Yet for the companywith the need, the Large Cabin jet will rarely provetoo small, and only occasionally be too large foran airport you’d prefer to access. In these situa-tions, supplemental charter is the answer.

LARGE CABIN JET PRICE GUIDEThe following Large Cabin jets’ Average Retail PriceGuide represents current values published in theAircraft Bluebook–Price Digest. The study spansmodel years from 1996 through Summer 2015.

Each reporting point represents the current averageretail value published in the Aircraft Bluebook by itscorresponding calendar year.

For example, the Embraer Legacy 600 valuesreported in the Summer 2015 edition of theBluebook show $14.4m for a 2010 model, $11.8mfor a 2009 model and so forth. Aircraft are listedalphabetically. With the reader’s knowledge ofaircraft, equipment, range and performance, thefollowing Guide allows the reader to determine thebest value aircraft for consideration.

Note: We have included 40 aircraft models in thefollowing Large Cabin average price guide, and foradditional assistance, Conklin & de Decker’sPerformance and Specifications data for thesemodels can be referred to, beginning on page 116.

Business Aircraft Values: The Large Cabin Choice

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE


T

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

!

Values Intro.qxp_Finance 18/08/2015 14:53 Page 1

American Aircraft Sales September.qxp_Layout 1 19/08/2015 17:08 Page 1

Large Cabin Jets Average Retail Price Guide

BOMBARDIER CHALLENGER 850ER 15.0 14.0 13.0 12.0 11.0 10.0 9.5

BOMBARDIER CHALLENGER 605 31.1 24.0 19.0 17.5 16.5 15.5 14.5 13.5 12.5

BOMBARDIER CHALLENGER 604 11.25 10.5

BOMBARDIER CHALLENGER 350 26.673 23.0

BOMBARDIER CHALLENGER 300 21.0 18.0 16.5 15.5 14.5 13.5 12.5 11.5 11.0

BOMBARDIER GLOBAL 6000 62.3 52.0 47.0 44.0

BOMBARDIER GLOBAL 5000 50.441 41.0 36.0 33.0 30.3 28.3 27.3 25.3 22.3 20.3

BOMBARDIER GLOBAL EXPRESS XRS 38.0 35.5 33.5 32.2 30.3 27.1 25.5

BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X 53.8 49.0 42.0 39.0 36.0 33.0 30.0 28.0 26.0

DASSAULT FALCON 2000S 28.4 25.5 24.0

DASSAULT FALCON 2000LXS 33.7 30.0 28.0

DASSAULT FALCON 2000LX 24.0 21.5 20.5 18.5 18.0 16.7

DASSAULT FALCON 2000DX EASY 17.0 15.0 14.0

DASSAULT FALCON 2000EX EASY 17.0 18.9 18.0 16.5 15.3

DASSAULT FALCON 2000EX

DASSAULT FALCON 2000 10.5 10.0

DASSAULT FALCON 900LX 43.3 37.0 32.0 30.5 28.5 26.5

DASSAULT FALCON 900EX EASY 24.5 23.5 22.0 21.0 20.0

DASSAULT FALCON 900EX

DASSAULT FALCON 900DX 20.5 19.5 18.5 17.5 16.5

DASSAULT FALCON 900C

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E 53.0 47.0

EMBRAER LINEAGE 1000 42.0 38.0 37.0 36.0 35.0

EMBRAER LEGACY 650-135BJ 31.6 28.0 24.0 20.0 19.0 17.0

EMBRAER LEGACY 600-135BJ 26.0 23.0 19.0 17.1 14.4 11.8 10.0 9.5

EMBRAER LEGACY 135BJ 8.5

EMBRAER LEGACY 500 19.995 19.5

GULFSTREAM G650ER 73.0 72.0

GULFSTREAM G650 69.0 68.0

GULFSTREAM G550 61.5 49.0 46.0 42.0 41.0 40.0 38.0 36.0 34.0 32.0

GULFSTREAM G500 34.0 33.0 32.0 29.0 28.0 26.0 23.0

GULFSTREAM G450 43.150 35.0 30.0 28.0 26.0 25.0 24.0 23.0 20.0 17.0

GULFSTREAM G400

GULFSTREAM G350 24.0 21.0 19.0 18.0 17.0 14.0 11.0

GULFSTREAM G300

GULFSTREAM G280 24.5 24.0 23.0 22.0

GULFSTREAM GV

GULFSTREAM G1V SP

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

MODEL

YEAR OF MANUFACTURE$

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE


Retail Values.qxp_RPG 18/08/2015 15:31 Page 1

SUMMER 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

YEAR OF MANUFACTURE$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

9.5 8.6 7.6 6.9 6.275 6.075 5.475 5.275 5.175 4.750 BOMBARDIER CHALLENGER 604

BOMBARDIER CHALLENGER 350

10.5 10.0 9.750 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000

18.3 BOMBARDIER GLOBAL 5000

24.0 BOMBARDIER GLOBAL EXPRESS XRS

21.9 19.4 17.8 17.0 15.5 14.8 14.0 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LXS

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASY

14.7 12.8 DASSAULT FALCON 2000EX EASY

11.0 10.0 DASSAULT FALCON 2000EX

9.5 9.2 8.0 7.4 7.1 6.6 5.9 5.4 5.1 4.8 DASSAULT FALCON 2000

DASSAULT FALCON 900LX

19.0 18.0 17.5 DASSAULT FALCON 900EX EASY

14.5 13.5 12.5 12.0 11.5 10.7 10.2 9.7 DASSAULT FALCON 900EX

15.0 DASSAULT FALCON 900DX

13.0 12.0 11.0 9.8 9.3 8.6 8.1 DASSAULT FALCON 900C

10.0 9.3 8.8 8.3 7.8 DASSAULT FALCON 900B

EMBRAER LINEAG 1000E

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

8.0 7.5 7.0 6.7 EMBRAER LEGACY 135BJ

EMBRAER LEGACY 500

GULFSTREAM G650ER

GULFSTREAM G650

29.0 26.0 25.0 GULFSTREAM G550

21.0 20.0 19.0 GULFSTREAM G500

16.0 GULFSTREAM G450

11.0 10.0 GULFSTREAM G400

10.0 GULFSTREAM G350

7.5 6.5 GULFSTREAM G300

GULFSTREAM G280

17.0 16.0 15.0 14.0 13.5 13.0 12.5 GULFSTREAM GV

9.4 8.7 8.2 7.7 7.2 6.7 6.3 GULFSTREAM G1V SP

RETAIL PRICE GUIDE ❚ FLIGHT DEPARTMENT


Retail Values.qxp_RPG 18/08/2015 15:32 Page 2

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

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

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

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

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

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

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

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

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

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

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

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

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

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

• VFR Range - Seats Full is the maximum

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

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

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

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

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

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

EnginesThe number of engines, manufacturer andmodel are shown.

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

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

This month’s category of aircraft - Ultra-Long-Range & Large Jets – appears overleaf, tobe followed by Medium Jets next month.

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

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

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

continued on page 118

Aircraft Performance& Specifications

Ultra-Long-Range & Large Jets

Description of Cost Elements


FLIGHT DEPARTMENT ❚ SPECIFICATIONS

T

!

ACSpecs IntroSept.qxp_AC Specs Intronov06 18/08/2015 17:49 Page 1

1997 Dassault Falcon 900EX

Serial Number:18

Registration:N166FB

Airframe TT:4365.7

Landings:1542

Serial Number:20108

Registration:N388WS

Airframe TT:1367

Landings:597

Serial Number:262

Registration:N383MH

Airframe TT:628.1

Landings:291

• Low Time - Less than 250 hours per yearaverage utilization

• Excellent Pedigree - No known damage• US Registered - Two owners since new• Forward Crew Lavatory• 13 Passenger Configuration• Engines on MSP• Fresh 3C Inspection Completed at DuncanAviation/July 2015

Price: $10,995,000

2006 Bombardier Challenger 300• 1,400 Hours Total Time • One US Owner Since New • 96 Month Tasks Completed November 2014 • Currently Operated Part 135 • 9 Passenger Interior Plus Belted Lavatory • Deluxe Galley • Bombardier MAX Bulletins Complied With

Price: $10,495,000

2013 Dassault Falcon 2000LX• Like New Factory Built LX• Highest Serial Number LX Currently Available• Unmatched Pedigree - One US Owner Since New• Desirable 10 Passenger Interior• Currently Operated Part 135• Low Total Time/Cycles• Engines / APU on ESP Gold / MSP• New Matterhorn White Paint - Ready For Striping• EASy II Baseline + CPDLC / ADS-B / TCAS 7.1• AirCell Axxess II SATCOM with ATG-4000 (GoGo Biz)

Price: Make Offer

www.iagjets.com

www.iagjets.com

Cass Anderson or Jeff Habib+1 212 888 7979

[email protected]

IAG September FP.qxp_Layout 1 20/08/2015 10:33 Page 1


BOM

BARD

IER

CHAL

LENG

ER 3

00

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.

BOM

BARD

IER

CHAL

LENG

ER 3

50BO

MBA

RDIE

R CH

ALLE

NGER

604

BOM

BARD

IER

CHAL

LENG

ER 6

05BO

MBA

RDIE

R CH

ALLE

NGER

650

BOM

BARD

IER

CHAL

LENG

ER 8

50BO

MBA

RDIE

R GL

OBAL

EXP

RESS

BOM

BARD

IER

GLOB

AL E

XPRE

SS X

RSBO

MBA

RDIE

R GL

OBAL

500

0BO

MBA

RDIE

R GL

OBAL

600

0

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 !

ULTRA LONG RANGE & LARGE CABIN JETS


$3,113.42

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

470

459

459

2

HTF 7000

$3,095.91

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

3600

4853

3850

-

-

470

459

459

2

HTF 7350

$3,627.88

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,375.84

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

$3,375.84

6.08

8.17

28.4

1146

-

-

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5665

3833

4345

581

488

459

425

2

CF34-3B MTO

$3,530.76

6.08

8.17

48.42

1964

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

3096

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,306.19

6.25

8.17

48.35

2002

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR710-A2-20

$5,280.20

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR710-A2-20

$5,053.30

6.25

8.17

42.47

1889

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR710-A2-20

$5,109.05

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR710-A2-20

AircraftPer&SpecSept15.qxp_PerfspecDecember06 18/08/2015 17:40 Page 1

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

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

2007 Challenger 850 • s/n 8056 • OE-ISF

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

2009 Falcon 2000LX • s/n 0157 • N107RG

BR Engines • APU• Dual FMS • Engine & APU Program

1999 Lear 45 • s/n 0016 • N716SC

Only 3900 TTSN • Engines on MSP Gold • NDH • Good Maintenance Status

1993 Falcon 50 • s/n 234

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

1990 Agusta 109C • s/n 7613

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

2008 Lear 60XR • s/n 343 • N343EC

API Winglets • 4450 TT Since NewJSSI for Engines & APU

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

2000 Falcon 50EX • s/n 286 • N286ZT

7,000 TT • ESP Gold • Recent 12 year • Excellent cosmetics • No damage • Motivated seller

Coming Soon - 2000 Learjet 2000

08-15 southern cross.indd 1 8/13/15 9:18 AM


CESS

NA C

ITATIO

N LA

TITUD

E


DASS

AULT

FAL

CON

2000

DASS

AULT

FAL

CON

2000

DXDA

SSAU

LT F

ALCO

N 20

00EX

DASS

AULT

FAL

CON

2000

EX E

ASy

DASS

AULT

FAL

CON

2000

LXDA

SSAU

LT F

ALCO

N 20

00LX

SDA

SSAU

LT F

ALCO

N 20

00S

DASS

AULT

FAL

CON

900B

DASS

AULT

FAL

CON

900C


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,236.85

6

6.42

28.08

-

-

-

-

-

2

9

-

-

-

-

-

-

-

-

4030

-

-

-

-

-

-

2

PW306D

$3,891.30

6.2

7.7

31.2

1028

5.64

2.63

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B

$3,175.07

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3440

5300

4333

4575

490

482

459

442

2

PW308C

$3,274.62

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,154.12

6.2

7.7

31.2

1028

5.64

2.64

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,093.54

6.2

7.7

31.2

1028

5.63

2.64

131

-

2

8

42800

39300

24750

16660

1590

4950

3970

4145

6050

4484

4350

490

482

453

441

2

PW308C

$3,093.54

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

8

42800

39300

24750

16660

1590

4950

3970

4145

4920

3384

4310

565

482

453

441

2

PW308C

$3,154.01

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

41000

39300

24750

14600

1850

4950

3385

3615

4535

3834

4535

625

482

453

437

2

PW308C

$4,102.42

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C

$3,907.23

6.2

7.7

33.2

1218

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C !




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Corporate Concepts 2 September.qxp 17/08/2015 17:45 Page 1


DASS

AULT

FAL

CON

900D

X


DASS

AULT

FAL

CON

900E

XDA

SSAU

LT F

ALCO

N 90

0EX

EASy

DASS

AULT

FAL

CON

900L

XDA

SSAU

LT F

ALCO

N 7X

EMBR

AER

LEGA

CY 6

00EM

BRAE

R LE

GACY

650

EMBR

AER

LINEA

GE 1

000

EMBR

AER

LINEA

GE 1

000E

GULF

STRE

AM G

280


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,689.68

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4290

4890

3633

3880

796

482

459

430

3

TFE 731-60

$3,935.41

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4725

5215

3750

3880

755

482

459

430

3

TFE 731-60

$3,637.41

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4725

5215

3750

3880

703

482

459

430

3

TFE 731-60

$3,530.95

6.2

7.7

33.2

1218

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

5000

5215

3833

3880

703

482

459

430

3

TFE 731-60

$3,863.01

6.2

7.7

39.1

1506

5.64

2.63

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5870

5600

3591

-

615

-

488

459

3

PW307A

$3,724.18

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

49604

40785

30419

18170

1169

4855

3091

3485

5440

3835

2639

761

455

447

424

2

AE 3007A1E

$3,845.44

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1909

4938

3661

3980

5840

3910

3022

757

459

447

425

2

AE 3007A2

$5,831.84

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70844

48217

1530

9625

4198

4592

6076

3402

2464

720

472

459

455

2

CF34-10E7-B

$5,832.00

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70548

48217

1826

9921

4242

4629

6076

3402

2464

720

471

459

-

2

CF34-10E7-B

$3,128.98

6.25

7.2

32.25

888

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3420

3735

4800

5083

5000

846

482

470

459

2

HTF 7250G !




Elite Baku Avbuyer September.qxp_Layout 1 20/08/2015 09:44 Page 1

GULF

STRE

AM G

300




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

$4,848.25

6.2

7.3

45.1

1658

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8

$4,742.12

6.2

7.3

45.1

1658

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C

$4,851.34

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$4,740.31

6.2

7.3

45.1

1658

5

3

169

-

2

14

74600

66000

43000

29281

2719

6000

4070

4425

5615

4417

3760

712

500

476

445

2

TAY 611-8C

$5,263.03

6.2

7.3

50.1

1595

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6675

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

$4,659.97

6.2

7.3

50.1

1812

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5991

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$4,687.04

6.2

7.3

50.1

1812

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6360

6975

6170

3667

3650

594

508

488

459

2

BR 710-C4-11

$5,029.60

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

6520

7130

6285

4167

3570

467

516

-

488

2

BR 725 A1-12

$5,034.35

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

103600

83500

54000

48200

1800

6500

7095

7685

6765

4167

-

-

516

-

488

2

BR 725 A1-12

GULF

STRE

AM G

350

GULF

STRE

AM G

400

GULF

STRE

AM G

450

GULF

STRE

AM G

V

GULF

STRE

AM G

500

GULF

STRE

AM G

550

GULF

STRE

AM G

650E

R

GULF

STRE

AM G

650




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

Aviation’s Citation CJ4. The field in this study includesBombardier’s Learjet 31A/ER business jet.

Brief HistoryThe CitationJet is a low-wing aircraft with a T-tail, pres-surized cabin, and powered by two turbofan enginespylon mounted on the rear fuselage. The Model 525was the basis for the family, which encompasses theCJ1, CJ1+, CJ2, CJ2+, CJ3, CJ3+ and the CJ4 models.

The CJ4, which was introduced in 2005, is astretched version of the CJ3, adding another two feetto the CJ3 cabin. The first CJ4 business jet flew on May5, 2008, with initial deliveries starting in 2010. Thismodel also introduces a different wing design than the

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

O

!

Aircraft Comparative Analysis: Cessna Citation CJ4


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

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular business jets for the purpose of valuing the

Citation CJ4. A 2015 Citation CJ4 has a list price of $9.414m.

Table A - Textron Citation CJs in Operation

Souce: JETNET; In Operation as of August 6, 2015

AirCompAnalysis Sept15.qxp_ACAn 18/08/2015 15:05 Page 1

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

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

1995 Gulfstream IVSP s/n 126916 pax, Eligible for Corp. Care-675 Hrs TSOH, -150 APUUpgrade on MSP Gold, Avionics on HAPP, Oper. Part 135,Partial Interior 9/2014 & 1/2012

1995 Gulfstream IVSP s/n 126213 pax, On RR Corp. Care, Avionics on HAPP, ATG-4000Wi-Fi, Iridium Sat phone, APU Enclosure Ventilation Mod,Opererating Part 135

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

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

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

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

2007 Sikorsky S-76C++ s/n 7606958 pax, Only 580 Hrs, Stunning VIP Interior, EmergencyFlotation Sys., Avionics on HAPP, Excellent DispatchReliability, One Owner, Always Hangared

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

LEAS Single September.qxp_LEAS 19/08/2015 12:40 Page 1

earlier CJ models, employing amoderately swept wing designsimilar to the Citation Sovereign.

With more powerful engines(two Williams International FJ44-4As) than its predecessors, longerwings, and among the mostadvanced flight decks in its class,the Citation CJ4 became thelargest member of the CJ family,but remains in the Light Jet cate-gory with eight seats. A total of1,382 CitationJet-series aircraftare currently in operation, asshown in Table A (previous page),and of those, a total 187 units areCitation CJ4 models.

There are 178 wholly-ownedCitation CJ4 aircraft in operationworldwide with nine in sharedownership and none in fractionalownership. By continent, NorthAmerica has the largest fleetpercentage at 79%, followed byEurope (14%, for a combinedtotal of 93%). Thirteen CJ4s (7%of the fleet) are leased, accord-ing to JETNET.

Payload & RangeThe data contained in Table B(top, left) are sourced fromConklin & de Decker andB&CA’s May 2015 issue. Apotential operator should focuson payload capability. The‘Available payload withMaximum Fuel’ for the CitationCJ4 is 1,052 lbs, which is lessthan the Learjet 31A/ER (2,000pounds).

In addition, fuel usage byeach aircraft in this field of studyis depicted. The Citation CJ4,burning 188 gallons per hour(GPH), burns six gallons of fuelmore than the Learjet 31A/ER(182 GPH), according to datafrom Aircraft Cost Calculator.

Cabin Cross-SectionsAccording to Conklin & deDecker, the Citation CJ4 cabinvolume is 293 cubic feet and itscabin length is 17.3 ft. TheLearjet 31A/ER has slightly lesscabin volume at 281 cu ft –(4.3% less). The cabin length ofthe Learjet 31A/ER, at 12.9 feet,is over four feet less than theCJ4’s.

Note from Chart A, middleleft (courtesy of UPCAST

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Citation CJ4

Learjet 31A/ER

15,660

16,000

5,828

4,653

188

182

2,150

2,253

1,052

2,000

1,991

1,600

1,426

900

Chart A - Cabin Cross-Sections

Table B - Payload & Range



Bombardier Learjet 31A/ER 1443.000 NmCessna Citation CJ4 1625.330 Nm

Source: UPCAST JETBOOK

Chart B - Range Comparison

Source: Aircraft Cost Calculator


JETBOOK) that the Citation CJ4offers greater cabin height butless cabin width than the Learjet31A/ER.

Range ComparisonAs depicted by Chart B (bottom,left) and using Witchita, Kansasas the origin point, the CitationCJ4 shows more range coveragethan the Learjet 31A/ER, reach-ing most of the lower 48 statesand Mexico non-stop, accordingto Aircraft Cost Calculator (ACC).

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

Powerplant DetailsAs mentioned, the Citation CJ4is powered by two WilliamsInternational FJ44-4A engines,each offering 3,621 pounds ofthrust (lbst). The Learjet 31A/ER,meanwhile, uses two HoneywellTFE731-2 engines, each offering3,500 lbst.

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

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

Chart C (top, right) details‘Cost per Mile’ and comparesthe Citation CJ4 to its competi-tion, factoring direct costs andwith each aircraft flying a 600nmmission with an 800 pound (fourpassengers) payload. TheCitation CJ4 shows a cost pernautical mile at $3.08, which is11.5% less than the Learjet31A/ER at $3.48.

Chart C - Cost Per Mile

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

Chart D - Variable Cost

$0Learjet 31A/ER

Citation CJ4

US $ per hour

$1,641 $1,273QQ

$1,000 $

* 600nm Mission costs, 800lbs Payload

!

Septemer 2015 – AVBUYER MAGAZINE 131Advertising Enquiries see Page 4 www.AVBUYER.com

$0.00Learjet 31A/ER

Citation CJ4

US $ per mile

$3.48

QQ

$2.00 $4.00

Q $3.08

Table C - Comparison Tables

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07

Long RangeSpeed(kts)

CabinVolume(cu ft.)

VrefPrice

$m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Citation CJ4

Learjet 31A/ER

380

417

293

281

1,426

900

187

206

4.4%

13.6%

4

3

$9.0

$1.6

New ‘15

Used ‘03

Total Variable CostThe ‘Total Variable Cost’ illustrated in Chart D(above) is defined as the Cost of Fuel Expense,Maintenance Labor Expense, Scheduled PartsExpense and Miscellaneous Trip Expense. TheTotal Variable Cost for the Citation CJ4 computesat $1,273, which is 22.4% less than the Learjet31A/ER at $1,641.

Aircraft Comparison TableTable C (above) contains the prices from VrefPricing Guide for each aircraft. The averagespeed, cabin volume and maximum payload val-ues are from Conklin & de Decker, while thenumber of aircraft in-operation and percentage‘For Sale’ are as reported by JETNET.

The Citation CJ4 at 4.4% has less than 10


percent of its fleets currently ‘ForSale’. However, the Learjet31A/ER at 13.6% is in a buyer’smarket. The average number ofnew and used transactions permonth is nearly the same forboth models at four, and threerespectively, as shown in the lastcolumn of Table C.

Depreciation ScheduleAircraft that are owned andoperated by businesses areoften depreciable for income taxpurposes under the ModifiedAccelerated Cost Recovery

System (MACRS). Under MACRS,taxpayers are allowed to acceler-ate the depreciation of assets bytaking a greater percentage ofthe deductions during the firstfew years of the applicablerecovery period (see Table D,above).

In certain cases, aircraft maynot qualify under the MACRSsystem and must be depreciatedunder the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-line method,meaning that equal deductions

are taken during each year ofthe applicable recovery period.In most cases, recovery periodsunder ADS are longer thanrecovery periods available underMACRS.

There are a variety of factorsthat taxpayers must consider indetermining if an aircraft may bedepreciated, and if so, the cor-rect depreciation method andrecovery period that should beutilized. For example, aircraftused in charter service (i.e. Part135) are normally depreciatedunder MACRS over a seven year

TABLE D - MACRS Depreciation Schedule recovery period or under ADSusing a twelve year recoveryperiod.

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

Table E (left) depicts anexample of using the MACRSschedule for a 2015 Citation CJ4aircraft in private (Part 91) andcharter (Part 135) operationsover five-and seven-year peri-ods, assuming a used retailvalue of $9.414m, per VrefPricing guide.

Asking Price vs Age,Quantity and EnginesChart E (right), sourced from theMulti-dimensional EconomicEvaluators Inc. (www.meevaluators.com), shows a Value and Demandchart for the new and pre-ownedCitation CJ4 including theLearjet 31A/ER. The current pre-owned market for Citation CJ4shows a total of nine aircraft ‘ForSale’ with two displaying an ask-ing price, thus we have plottedthose two.

We also added otherpre-owned business jets of simi-lar ilk with asking prices rangingfrom $1.5m-9m The equationthat we derived from these ask-ing prices and other criteria usedshould enable sellers and buyersto compare, and perhaps adjusttheir offerings, if necessary.

Demand and Value are onopposite sides of the same Priceaxis. As evidenced, the marketfor new/used Citation CJ4sresponds to at least four fea-tures: Years, Cabin Height,Quantity and Price.

Productivity ComparisonsThe points in Chart F (right) arecentered on the same aircraft.Pricing used in the vertical axis isas published in the Vref PricingGuide. The productivity index

Source: NBAA



MACRS SCHEDULE FOR PART 91Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

Source: Vref

TABLE E - Part 91 & 135 MACRS Schedule

2015 CITATION CJ4 - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$9.414

1

20.00 %

$1.9

$7.5

$1.9

2

32.00 %

3.0

4.5

4.9

3

19.2 %

1.8

2.7

6.7

4

11.5 %

1.1

1.6

7.8

5

11.5 %

1.1

0.5

8.9

6

5.8 %

0.5

0

9.4

2015 CITATION CJ4 - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$9.414

1

14.3 %

$1.35

$8.07

$1.3

2

24.5 %

2.31

5.76

3.7

3

17.5 %

1.65

4.12

5.3

4

12.5 %

1.18

2.94

6.5

5

8.9 %

0.84

2.10

7.3

6

8.9 %

0.84

1.26

8.2

7

8.9 %

0.84

0.42

9.0

8

4.5 %

0.42

0.00

9.4


requires further discussion inthat the factors used can besomewhat arbitrary. Productivitycan be defined (and it is here) asthe 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 andamenities.

Others may choose differentparameters, but serious businessaircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. Afterconsideration of the Price,Range, Speed and Cabin Size,we can conclude that theCitation CJ4 displays a highlevel of productivity.

Popular attributes of the CJ4are range, cabin size, plus lowerhourly and variable costs.However, the CJ4 has the higheracquisition price and significant-ly lower payload capability ofthe two aircraft in our analysis.Operators should weigh theirmission requirements preciselywhen picking the option that isthe best for them.

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

The Citation CJ4 continues tobe very popular today. Thoseoperators in the market shouldfind the preceding comparisonuseful. Our expectations are thatthe Citation CJ4, which starteddelivering in 2008, will continueto do very well in the new andpre-owned markets for theforeseeable future. ❚

Index

Pric

e (M

illio

ns)

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

0.0000

$12.0

$9.0

$6.0

$3.0

$0.0 0.1000 0.2000 0.3000 0.4000

Learjet 31A2003

Citation CJ42015

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Citation CJ4 Compared to the Learjet 31A/ER and Other Similar Business Jets



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P136.qxp_Heeren Cit Ultra sep 19/08/2015 11:59 Page 1

SHOWCASE

Aerolineas EjecutivasRodrigo Medellin

Tel: +521 8119909246Email: [email protected]/pre_owned.asp

Airframe TT: 101Landings: 100

• Fresh annual inspection• Very low total time• Warranty until march 2017• All SBs and AD complied with• No damage history / Always hangared

EnginePratt & Whitney PT6-34ATimes since new 125 hoursCycles since new 100 cycles

AvionicsGarmin 1000 Avionics SuiteThe Kodiak 100 Instrument Panel

contains:• Two Garmin GDU 1040 Primary Flight

Displays (PFDs)• One Garmin GDU 1040 Multifunction

Display (MFD)• Two Garmin GMA 1347 Audio Panels• StandBy Flight Instruments• S-Tech Autopilot

Additional Equipment• External Baggage Compartment (Cargo Pod)• Timberline Interior Upgrade• 4 extra leather seats• Engine Forward Chip Detector• 29 inch tire combo upgrade

ExteriorQuest original design overall white with blackstripes.

Equipped with external baggage compartment(Cargo Pod) and a 29 inch tire comboupgrade

InteriorTimberline Upgrade Interior. 1 crew + 9passenger tan leather seats. 38 cubic feetinternal baggage compartment

2014 Quest Kodiak 100


Aerolineas Ejecutivas September.qxp 18/08/2015 10:58 Page 1

SHOWCASE

Boeing 727-100REW “Super 27” Long Range Executive

Air Fleet Leasing and ManagementCompany, Inc.

1209 Ward Avenue – Suite 100West Chester, PA 19380

Tel: +1 (610)-436-4875Fax: +1 (610)-436-1185E-mail: [email protected]

For further details please contact:

Daniel E. Boyajian

NEW TRANS-OCEANIC NAVIGATION SYSTEMS RECENTLY INSTALLED: FANS – CPDLC

• Heavy C-check scheduled October 2015 – Aircraft Delivered with C-check • Recent Shop Visits on all Three Engines: +6 years JT8D-17C, +8 years JT8D-9A • Main Landing Gear due 2018; Nose Landing Gear due 2024 • Centurion Maintenance Program • FAA Certified Long-range Fuel Tanks • TURNKEY – NO OUTSTANDING TASKS

With the BIG JETS, it’s all about MAINTENANCE and N311AG is the best in the world! Please call for pricing


Air Fleet Leasing and Management September.qxp_Heeren Cit Ultra sep 20/08/2015 10:37 Page 1

SHOWCASE

Serial Number: 507Registration: N507DWAirframe TT: 5449.4Landings: 2516

Left EngineRolls-Royce BR700-710A1-10, S/N 11137, 5149.9TSN, 2341 CSN, 1447.1 since Mid-Life, 567 Cyclessince Mid-Life, July 2012, Corporate CareRight EngineRolls-Royce BR700-710A1-10, S/N 11138, 5137.8TSN, 2345 CSN, 1447.1 since Mid-Life, 567 Cyclessince Mid-Life, July 2012, Corporate CareAPUHoneywell RE220-GV, S/N P-105, 2211 HoursTSN, on MSP GoldAvionicsHoneywell SPZ-8500 Auto Pilot/Flight DirectorHoneywell DL-950 Data LoaderASC-192A ADS-B OutDual Collins VHF-422D Comms (8.33 spacing)Dual Collins VIR-432 Navs (FM Immunity)Dual Collins DME 442 DME’sDual Collins ADF-462 ADF’sDual Collins TDR-94 Transponder (Enhanced)Dual Collins HF-9034A HF’s8.33 kHz and FM Immunity compliantFairchild A100 CVRRVSM certifiedTriple Honeywell NZ-2000 FMS’sDual GPS SensorsTriple Honeywell Laseref IV IRU’sHoneywell Primus 880 Color Radar

Honeywell MCS-3000 SATCOMHoneywell Mark V EGPWSHoneywell CAS-67A TCAS II (V 7.1)AFIS and SAT-AFISHoneywell MCS-3000 SATCOMDual Honeywell RT-300 Rad. Alt.FDRMagnastar C2000 Flight PhoneOptionsEngines enrolled in Rolls-Royce Corporate CareAPU on MSP GoldHoneywell HAAP programHoneywell MPP (Mechanical Protection Program)Rockwell Collins CASP Avionics programCMP Maintenance TrackingCockpit co-pilot side EFB yoke mount with powersupply system

ExteriorOverall White with Blue and Gray Stripes. ByDuncan Aviation, Battle Creek. August 2013.Excellent conditionInterior14 passenger interior, plus jump seat and forwardcrew rest area. Forward crew galley and lavatory.Aft main galley and lavatory. Galley includesmicrowave, Dynamo Thermal Cooling Unit, MapcoHot Cup, and dual Krups coffee makers. Forwardfour place club seating with pull out tables,mid-cabin left side four place conference groupwith opposing credenza, aft cabin four placeberthable divan on left side with two place clubseating with pull out table on the right. Interior

leather and fabric colors are earthtones (beige,tan, brown). Cabin entertainment system includesone forward bulkhead monitor and one mid cabinmonitor with Airshow Genesys, multi-disc DVDplayer, and Blu Ray player. New cockpit seats,carpet, and LED cabin lighting installed in August2013 by Gulfstream Aerospace in Westfield, MA.Good conditionInspection Status48, 72, 96, and 192 Month Inspections compliedwith August 2013 at Gulfstream Aerospace inWestfield, MA. MSG-3 Maintenance Program.On CMP maintenance tracking

Aviation Consultants of Aspen, Inc.Andy Cohen

P. O. Box 790, Castle Rock, CO 80104, USA

Tel: +1 720-328-6008 Fax: +1 720-328-5641Mob: +1 603-930-7575 Email: [email protected]

1997 Gulfstream V


Aviation Consultants of Aspen August.qxp 19/08/2015 16:24 Page 1

SHOWCASE

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

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

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

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

Standby Attitude Indicator, Pilot Relief Tube andWinglets

InteriorSpecial Edition Executive Interior Upgrade withsix beige leather seats, High gloss Burl woodCabinetry, Ivory Ultra leather Upper Sidewalls andHeadliner, Plating on all Hardware, ThreeExecutive Writing Tables in Burl wood Finish,Forward Fully Enclosed Private Airline StyleFlushing Lavatory, Document Holder, Passengerand Cargo Door Upgrades, Sheepskin for crewseats with leather, covered armrests and Side TrimMatching Cabin

ExteriorBlack Metallic with Red and Titanium accentstripes

2000 Pilatus PC-12/45

J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com


CAI 2000 Pilatus PC12 September.qxp 18/08/2015 11:07 Page 1

SHOWCASE

Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements (two pilots and two techniciansat FlightSafety).AvionicsAircraft equipped with G280

“Intercontinental Package”EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interior

configurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pending

certification)Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis &Planning Inc

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

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


New Gulfstream G280

Price Reduced to $23,500,000

CAAP G280 September.qxp 18/08/2015 11:12 Page 1

SHOWCASE

Serial Number: 101Registration: N568LAirframe TT: 4583Landings: 3876

• No Damage History• Two Owners Since New• Airworthiness: 25 February 1991

EnginesGarret TFE-731-5BR-1C N1 DEEC’s

Engine 1 Engine 2 Engine 3Serial P101147 P101154 P101148Hours 4498 4498 4498Cycles 3800 3800 3800Enrolled on MSP Gold

APUGarret GTCP36-150F. Serial: P-209 Hours: 2203HSI completed at 1,200 hours Dec. 2005

Avionics• Honeywell SPZ-8000 Avionics Suite w/ Collins

Proline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing• Dual Collins VIR-32 • Dual Collins ADF-60B • Dual Collins Mode “S” Transponders w/ Flight ID• Dual Collins DME-42 • Dual King KHF-950 w/ SelCal

• Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II• Fairchild A100 A CVR (120 min)• DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V• Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT• DL-950 Data Loader

EntertainmentBlu-Ray DVD with two 19” HD Rosen Monitors.Airshow 410

Interior/Exterior14 Passenger interior features a Forward fourplace club, Mid cabin four place conference groupopposite credenza, Aft dual three place divans.Forward Galley, Aft Lavatory.New Paint scheduled for September 2015, pickyour own design and colors

MaintenanceOn CAMP. 2C/4C, 3B, Gear O/H, 7.1 & GoGoWifi to be complied with starting September 14at WestStar

Asking Price: Make Offer

All Trades Considered

Florida Jet Sales, Inc.1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

1991 Falcon 900B


Florida Jet F900B September.qxp 18/08/2015 11:14 Page 1

Serial Number: 193Registration: N843MGAirframe Total Time: 2634Landings: 1274with API Winglets

EnginesHoneywell TFE731-60 (On MSP Gold)#1 Engine (s/n P112776): 2634 Cycles: 1275#2 Engine (s/n P112763): 2633 Cycles: 1275#3 Engine (s/n P112783): 2627 Cycles: 1275Engine TypeHoneywell TFE731-60 (On MSP Gold)APU(s/n P-542): Honeywell GTCP36-150(F) (On MSP)MaintenanceCAMP. HAPP. Inspections due: 1C/2C May2020; Landing Gear Overhaul March 2020.Service Bulletin 329-R3 (Dry Bay Mod.)complied with during 1C inspection. CPDLCWiring Provisions (S.B. 411). XM GraphicalWeather (S.B. 406R1 – Option 2) ActivationOnlyExteriorOverall Matterhorn White with Granite andMedium Gray design (Repainted by DAS-LITMay 2014)InteriorGobi Beige leather seats, Satin MacassarEbony veneer(refinished during 1C inspection)with Polished Nickel plating. New carpetAugust 2014AvionicsHoneywell Primus Epic System – EASy II – Cert. I

Flight Display System: Honeywell EASy (four14- inch LCD’s, two Cursor controls & twokeyboards)

Flight Management System: triple HoneywellEASy (version 7.1)

Global Positioning System: dual HoneywellVHF Communication Systems: tripleHoneywell

VOR/ILS/Marker Navigation System: dualHoneywell

DME Systems: dual Honeywell DM-855ADF Systems: dual Honeywell DF-855Mode S Transponder System: dual HoneywellTCAS II System: Honeywell TCAS-3000(change 7.0)

Color Weather Radar System: HoneywellPrimus 880

Communication Management Function:Honeywell EASy

SATCOM Aero H+: Thrane & Thrane 700with ATG-5000

HF Communication Systems: dual CollinsHF-9000

Head-Up Guidance System: Flight DynamicsHGS-4860

Synthetic Vision System (S.B. 403): HoneywellSmartView SVS

Micro Inertial Reference System: tripleHoneywell Laseref V

Radio Altimeter System: dual HoneywellRT-300

Electronic Flight Bag (EFB): CMC CMA-1100“Pilot View”

Additional EquipmentHoneywell: AFIS / SATAFIS, triple AV-900 FlightDeck Audio, Selcal. Honeywell EASy: EGPWS,Electronic Jeppesen Charts, Flight Deck VideoInterface. Securaplane 500 system. Miltopeprinter, Meggitt MK2 Secondary Flight Display,ELTA ADT-406 (tri-frequency), Collins Airshow4000, Audio International DVD-C player, forward 20 inch and aft 20 inch LCD monitors, four (4)8.4 inch Rosen LCD monitors with Plug-inreceptacles for eight (8) monitors, Microwave,hi-temp oven, hot cup

Asking Price: $23,995,000.00

SHOWCASE

2008 Falcon 900EX EASy

Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned


Dassault Falcon 900EX EASy September.qxp 19/08/2015 12:48 Page 1

SHOWCASE

Serial Number: 10Registration: N811BPAirframe TT: 4,947Landings: 3,538

AirframeOn CAMP 4,947 Hours Since New3,538 Landings

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

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

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

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

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

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

1998 Bombardier Learjet 45

Please contact:Don and Sam Starling

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


JetPro Texas 1998 Bombardier Learjet 45 September.qxp_Heeren Cit Ultra sep 19/08/2015 12:50 Page 1

SHOWCASE

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

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

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

Serial Number: 163Airframe TT: 4492 Landings: 1769EnginesEngines: Honeywell TFE731-60-1C

TotalHours: Engine Cycles:#1 P112624 4492 1771#2 P112625 4406 1742#3 P112623 4406 1742APUHoneywell GTCP 36-150FTotal Hours: 2143Avionics• Honeywell Primus Epic EASy Four Tube EFIS AvionicsSuite

• Honeywell Primus 880 Color Weather Radar• Triple Honeywell TR-866B VHF Comm’s w/8.33 Spacing

• Honeywell EASY Enhanced Ground Proximity WarningSystem

• Dual Honeywell NV-865A w/FM Immunity • Dual Honeywell AA-300 Radio Altimeter• Dual Honeywell ADF-855 • Honeywell TCAS 2000 v7.1• Dual Honeywell DME-855 • Magnastar Flite Phone• Dual Honeywell XS-857 Mode “S” Transponders • MCS-7000 Seven Channel SATC OM• Triple Honeywell EASy Laseref V FMS’s w/Dual GPS-90X• Honeywell SS Cockpit Voice Recorder• Triple Honeywell Micro Inertial Reference System • Honeywell SS Flight Data Recorder (88 Parameters)• EASy Communications Management System for

AFIS/SATAFIS• ELTA ADT-406 ELT• Dual Collins HF-9000 HF w/SELCAL

InteriorFireblocked, fourteen (14) passenger rounded lookinterior featuring the forward cabin offers a four (4) placeclub arrangement, followed by a mid cabin four (4) placedining group opposite a divan. The aft cabin offers twothree place opposing divans with seating for six (6). Allindividual chairs are completed in newly dyed neutral lightleather (August 2015), new carpeting (August 2015),complimented by satin nickel colored plating and highgloss light polished cabinetry found throughout the cabin.Forward crew lavatory and aft fully equipped passengerlavatory. New LED cabin lighting installed August 2015ExteriorOverall White Upper Fuselage with Gray Lower Fuselageand Yellow Accent Striping. New Paint 2013Additional Features• RV SM/8.33/FM Immunity • Flight Dynamics HGS-

4860 Heads Up Guidance System (HUD)

2006 Falcon 900EX EASy Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909EnginesAlliedSignal TFE731-5BR-1C. On MSP GoldEngine #1: 3606.5 HRS TSN, 1940 CyclesEngine #2: 3606.5 HRS TSN, 1940 CyclesEngine #3: 3575.9 HRS TSN, 1922 CyclesAPUGarrett GTCP36-150F. On MSP 2649 HRS TSNAvionicsDual Honeywell EDZ-820EFIS. Honeywell DFZ-800Dual Honeywell NZ-2000 w/DL-950 Data LoaderDual Honeywell GNSSU (12 Channel)Dual Collins VHF-22A. Dual Collins VIR-32

Dual Collins ADF-60BDual Collins Dual Collins DME-42Dual Collins TDR-94D Mode S/Enhanced SurveillanceHoneywell Primus 880 w/2 RCU’sCollins TCAS-94 (change 7)Honeywell AA-300Dual King KHF-950 w/Selcal (2 channel)Honeywell MCS-3000 (3 channel)Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice RecorderAllied Signal Flight Data Recorder ELT 97A-406MaintenanceAVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FMimmunity, RNP-5/-10

Inspections“B” and “2B” Insp C/W February 2010 (2,869 Hours)“C” and “2C” Insp C/W May 2010 (2,903 Hours)Wing Dry Bay Modification C/W May 2010 (2,903 Hours)Landing Gear Overhaul C/W May 2010 (2,903 Hours)InteriorRefurbished November 20078 beige leather seats (forward and mid-cabin)2 beige leather seats (aft cabin)3-seat divan in beige leather (aft cabin)Custom beige carpet. Forward closet. Forward galleyFireblocked for Part 135 OperationsExteriorWhite upper and Royal Blue lower fuselage with Gold andBurgundy accent stripesOptionsAirshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”


Mente September.qxp 18/08/2015 11:18 Page 1

SHOWCASE

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

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

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

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

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:

TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS with

Windshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"

DisplaysAir Data Computer: Dual Collins ADC-850D Air

Data ComputersFMS: Dual Collins FMS 5000 Flight Management

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

Cockpit Voice Recorder

Communications: Dual Collins VHF 422CDistance Measuring Equipment: Dual Collins

Navigation:DME-442Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather Radar

SystemELT: Artex C406-2 MHz ELT w/Nav Interface

FeaturesEnrolled on SMART PARTS. ICG ICS-100 IridiumSATCOM. Airshow 410. Emergency LightingSystem. Enrolled in CAMP. R.V.S.M. Capable.Fwd and Aft Monitors (L.C.D.). SONY cabinEntertainment system - DVD system

InteriorFireblocked, XR Executive Floor plan A (Eightpassengers) 7 passenger seats and 1 beltedlavatory seat. The cabin features four-placeexecutive club chairs with two executive fold-outtables and a forward three-place divan. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

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

MaintenanceFresh A - D inspections

2008 Lear 60XR


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

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

Jet Sense Aviation, 2008 Lear 60XR Sept.qxp_Empyrean 19/08/2015 16:27 Page 1

A very nice, well equipped and clear 2014Falcon 7X for saleThe airframe is covered by Falcon CareEngines and APU are enrolled onHoneywell’s Service Plan GoldCerti!ied for commercial operations underEU‐OPS1BMW design suitable for 14 passengers andEASy II equippedOwner is motivated to sell!All serious offers will be considered!

2014 Dassault Falcon 7XAsking Price: MAKE OFFER

S/N: 229 Reg: LX‐ISR

Owner will consider any reasonable offers

GlobalJet showcase Falcon 7X Sept.qxp_Layout 1 19/08/2015 14:18 Page 1

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

[email protected]

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Cessna Citation Ultras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS

SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone

Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguard

sealed ExteriorMAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

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20 Sold 5 Remaining that Must Be Sold!

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

The best aircraft for sale searchanywhere, everywhere – onpc, smartphone and tablet.

Introducing The NewAvBuyer.com

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

PRODUCTS & SERVICES

Aviation Partners, (API) recently announced that the European Aviation Safety Agency (EASA) grantedSupplemental Type Certificate (STC) approval for the Split Scimitar Winglet (SSW) retrofit on BBJ aircraft.The approval was granted to Aviation Partners Boeing (APB), a joint venture between API and The BoeingCompany, on July 28th, and comes on the heels of FAA STC approval which was announced at the EBACEConvention earlier this year. Boeing Business Jets also announced at EBACE that the SSWs are nowstandard on new 737NG-based BBJ aircraft.

Using a newly patented API design, the SSW program completely redefines the aerodynamics ofthe existing Blended Winglet. The retrofit to the existing Blended Winglet consists of adding a newScimitar-tipped large Ventral Strake, beef up of internal winglet structure, and replacement of thealuminum winglet tip caps with new aerodynamically shaped Scimitar tip caps.

The unique feature of the SSW is that it builds on the existing Blended Winglet design to provide a dramaticperformance improvement withoutincreasing the existing wing span. For long-range BBJ operations, the SSW willprovide a drag reduction, and corresponding range increase, of two plus percentover the current Blended Winglet configuration.

With this EASA approval the SSW retrofit, already approved for Boeing 737-700, -800 and -900 series airliners, is now bothFAA and EASA approved for all BBJ, BBJ2 and BBJ3 business jets. Two BBJs are already in-service with SSWs, withseveral BBJ and BBJ2 SSW retrofits in-work or scheduled through the end of 2015.

API is the exclusive provider of SSWs for all BBJ, BBJ2 and BBJ3 aircraft; in addition to original Blended Wingletsfor VIP Boeing 757/767 as well as Falcon 900/2000/50 series and Hawker 800 series airframes.More from: Gary Dunn VP, Sales & Marketing +1 206 310 2904 or +1 206 762 1171 [email protected]

Split Scimitar Winglets EASA Approved for BBJs

A UK-based provider of corporate and private jet airworthinessservices and technical consultancy, has opened an office inLuton, UK.Julian Rose, Managing Director, leads the new office. “Lutonwas the best choice for us and for our clients,” he says. ”Beingjust a few minutes from Luton Airport where both GulfstreamAerospace and Harrods Aviation provide base maintenance,we are perfectly located to support jet owners and operatorswith technical representation during maintenance at Luton andpost-maintenance audit.”

In addition to being an interface between clients and theirPart-145 maintenance organisations, the company developsmaintenance programmes and Minimum Equipment Lists, andsupports clients with Airworthiness Management, NominatedAirworthiness Technical Representative (IOM NATR), Pre-LOIEvaluation, Records Review, Pre-Buy Inspection Management,Registration Change, Maintenance planning and oversight, Cof A Renewal, Aircraft Physical Inspections, to name of few ofthe specialist services of AVIATRAX TECHNICS.More from Julian at: +44 (0) 203 3974700 EXT 6, mobile:+44 (0) 7738 733146-Email [email protected]

AVIATRAX TECHNICS LTDLaunched last month, AviMall is a new online platformserving air charter operators and brokers. An AviMallspokesperson explained the reason behind their sloganMore Sales for Zero Cost. “AviMall is a sponsoredplatform offering a FREE marketing tool to communi-cate air charter operators and charter brokers directly,with no cost and without any third party interference.”“Our introductory campaign at EBACE in Geneva,earlier this year, was a great success as we receivedexcellent feedback. We quickly realized that manybrokers and operators were excited to know that therewould be more alternatives for the air charter marketof business jets, air ambulance, cargo and eventscharters.” Different from Competitors, AviMall platform enablesoperators to promote and trade air charters for FREE.Users will also have access to advanced modulesconnecting both operators and brokers. Brokers andOperators are promised additional modules toenhance their sales activities.AviMall SA. is based in Schengen, Luxembourg. Tel:+352 20882199-Fax:+352 20882196-Email:[email protected]

AviMall SA


P150-151.qxp_Layout 1 20/08/2015 11:00 Page 1

PRODUCTS & SERVICES

Duncan Aviation has launched a new web resource tohelp business jet operators access the latest and mostcomplete information about all things nextgen:www.DuncanAviation.aero/nextgen

"This resource page is a great go-to place forinformation about all aspects of the nextgeninitiatives," says Mark Francetic, Duncan’s netgenexpert. You will find links to the equipment availablefor various makes/models and contact information forDuncan Aviation's avionics representatives andavionics satellite facilities around the country.

Visitors may read Duncan Aviation's various nextgenpublications, including the Straight Talk about nextgen,the Straight Talk about ADS-B, blogs, and other articlesabout nextgen components. They can also see the topquestions operators have regarding nextgen, downloada detailed timeline of dates for the nextgen mandates,and view a webinar about FANS 1/A. "We're inside offive years now and rapidly closing in on the 2020deadline for the nextgen equipment upgradesmandated by the FAA," Francetic says.www.DuncanAviation.aero/nextgen

Duncan Aviation

A global leader in business aircraft sales, acquisitionsand trades, recently announced the opening of a newinternational sales office in Mexico city. This movecomes in response to Mexico’s rapid growth in thebusiness aviation field, which has cemented its currentposition as the second largest aviation market in theworld.

Ideally located between the US and South America,Mexico benefits from close ties with both regions,attaining an impressive fleet growth of 4.8 percent in2014. The new office is located in an exclusive businessdistrict on 111 Avenida Presidente Masaryk and willserve as a hub for Jetcraft’s expanding Latin Americanpresence.

www.jetcraft.com

Jetcraft

Rockwell Collins recently announced that it hasacquired Newport News, Virginia-based InternationalCommunications Group, Inc. (ICG), a leading providerof satellite-based global voice and data communicationproducts and services for the aviation industry. Theinitial purchase price was $50 million and additionalpost-closing consideration of up to $14 million may bepaid.

“This acquisition broadens our portfolio ofinformation-enabled avionics by adding ICG’s latestgeneration of Iridium® satcom terminals and smartrouters to our existing flight deck and cabinconnectivity offerings,” said Kent Statler, executivevice president and chief operating officer, CommercialSystems for Rockwell Collins.

“When coupled with our broad array of networksolutions, including our ARINC aviation networks andother satellite communication services, it acceleratesour vision of being a leader in end-to-end informationmanagement solutions for airlines and business jetoperators.”www.rockwellcollins.com

Rockwell Collins

Wipaire has unveiled the Aurora interior for theCessna Caravan series. Fitted with executiveappointments and conveniences, the Aurora interiortransforms the utilitarian aircraft into a comfortableyet versatile traveler.

Wipaire’s engineering and interiors teams coordinatedto develop hard goods such as cabinets and divansthat the company says are durable yet lighter thancompetitive products. The Aurora interior is availablein two configurations for the Cessna 208 Caravan (asix-passenger forward club and a full-capacityeight-passenger version), as well as four floor plans forthe Cessna 208B Grand Caravan. The Grand Caravanconfigurations include an eight-passenger full-capacityversion, an eight-passenger forward club, and twoeight-passenger aft club arrangements (one withforward cabinets, and one with midship cabinets).www.wipaire.com

Wipaire


P150-151.qxp_Layout 1 20/08/2015 11:00 Page 2

1 - 3 JULY 2016SYWELL AERODROME

SAVE THE DATE!WWW.AEROEXPO.CO.UK

/AeroExpoUK @AeroExpo

2006 - 2016

An AVBUYER event


BIZAV REVIEW ❚ COMMUNITY NEWS

ack in July, Sikorsky, one of the most renowned rotor-craft industry companies, was purchased by Lockheedfor $9bn. Previously Sikorsky had startled the market,laying-off almost 1,400 workers due to a significantdecline in oil and gas explorations around the globe.

Back then, 80% of all company sales came from offshore busi-ness and 90% of hours flown by the company’s commercialaircraft were spent on offshore operations.

According to the aerospace research firm Teal Group, the oiland gas industry now accounts for as much as 40% of theroughly $6bn-worth of annual sales of helicopters for civil use,making it the largest non-military segment. Moreover, since2006 the sales of rotorcraft in this segment have doubled.

Pair such focus on a single market with the historically-lowfuel prices and you have a very sticky situation for all OEMs,owners and operators to solve, according to Anatolij Legenzov,CEO, Helisota (pictured right). OEMs and aircraft owners havebeen forced to seek other possible uses for their machines.

“Helicopters are perhaps the most versatile flying machinesone can come across,” notes Legenzov. “…When one doorcloses, another always opens. When the oil and gas sectorstarted to shrink, we noticed a considerable increase in the useof helicopters for law enforcement, medical services or generalutilities. In fact, these sectors grew at an average of 4% throughthe years 2013-2015.

“Of course, converting your machine for another purposemay seem costly, but given the circumstances, those who pos-sess versatile machines can now breathe a little easier.”

The current situation in the market is way less disturbing forthose who own multipurpose aircraft such as the EC-145, Mi-8or Mi-17. The Russian-built legends are used in almost everyimaginable mission from fire-fighting and timber-logging totransportation, and can be converted for private, emergency oreven military use at a lower price due to a large amount of spareparts available. Their technical maintenance is considerablycheaper, too. These medium twin-engine machines alongsidetheir competitors from Bell, Airbus and other OEMs will proba-bly lose only a fraction of the offshore orders, claims Helisota.

According to HIS Energy, only between 20-30% of the de-mand for off-shore helicopters is tied to exploration. The re-mainder is generated by the need to transport workers, goodsand equipment to the already-producing facilities. Essentially,converting machines to transportation rather than explorationwill relieve at least some pressure for owners and producers.

“Despite the fact that situation in the industry is still tense,owners can now turn to MROs for the much needed helpinghand,” Legenzov summarizes. “Third-party maintenanceproviders with strong knowledge in such versatile machines…can carry out the conversion for a very reasonable price.

“As the world keeps changing the way it explores and re-trieves fuel and natural resources, the rotorcraft industry must beable to keep up and adapt to the changing demand,”he concluded.More from www.helisota.com

B

!

With several eggs in one basket (namely the offshore business), how can therotorcraft industry adapt to survive the recent dip in crude oil prices, asks Helisota…

Adapt or ExitThe Inevitable Future of Helicopters

Airbus has won a patent for an “ultra-rapidair vehicle” that it claims could travel overfour times the speed of sound. The patentdetails a hypersonic jet twice as fast as Con-corde, capable of flying at very high speedwith new turbojets and a hydrogen powersystem. www.airbus.com

Beechcraft has received FAA Type Certifi-cation for the latest version of its BeechcraftKing Air 250, equipped with the Pro Line Fusion avionics system and cabin enhancements. Deliveries will commencethis quarter. www.beechcraft.com

Bombardier’s Global 7000 has been put onhold for entry into service until 2018, ratherthan in 2016 as originally scheduled.www.bombardier.com

Cessna’s Citation M2 business jet has re-ceived certification to operate at airports

OEM Bites


Community News.qxp_Layout 1 19/08/2015 11:00 Page 1

Tim Barber Kelly O’Brien Todd Simmons Pat Waddick

with an elevation up to 14,000 feet. “This allows cus-tomers operating out of high-elevation airports…to domore with their aircraft,” noted Chris Hearne, vice presi-dent, Jets. www.cessna.com

DAHER’s TBM 900 is the company's fastest seller with 100units, including orders for 48 already taken this year.DAHER handed over 25 in the first half of this year, arecord for the TBM program, and has delivered a total of76. www.tbm.aero

Embraer has delivered the first Legacy 500 midsize jetto a customer in Mexico. Elsewhere, the Legacy 500 iscleared to operate in China after the country’s CAA re-cently validated it. Jackie Chan, brand ambassador forthe Brazilian OEM, will take delivery of the first of thesuper-midsize jets to be based in China by year-end. www.embraerexecutivejets.com

Epic Aircraft announced a revised certification schedulefor its E1000 turboprop, and now plans first deliveries inthe first half of 2016. www.epicaircraft.com

Gulfstream has opened a new hangar at its BrunswickGeorgia service center accommodating up to sevenlarge cabin aircraft or up to a maximum of 16 mid-sizeand large cabin jets simultaneously. The OEM has alsoexpanded its sales capabilities in Latin America by nam-ing Aerocardal Limitada as commercial and governmentsales rep in Chile. www.gulfstream.comHonda has appointed Lider Aviação as the exclusiveHondaJet dealer in Brazil. The HondaJet made its firstappearance, and garnered a handful of orders at the re-cent LABACE. With expansion into Brazil, the HondaJetdealer network now spans three continents. www.hondajet.com

Nextant brought its soon-to-be certified G90XT reman-ufactured King Air C90 to the recent EAA AirVenture tosolicit input on the final cabin design and layout. FAAcertification is expected in Q3, with two to four deliveriesplanned in Q4. www.nextantaerospace.com

Quest Aircraft is expanding its Sandpoint, Idaho fac-tory, adding approximately 75,000 square feet to itsKodiak production facility. Construction began inAugust, with completion due by year-end.www.questaircraft.com

Sabreliner will follow in the footsteps of Nextant Aero-space in developing a family of remanufactured businessaircraft, with its choice narrowing to “at least one type”in the turboprop and light to large-cabin jet sectors.Sabreliner is talking with avionics suppliers and is alsodoing engine studies for each potential model, one ofwhich could be launched in 2016. www.sabrelineraviation.com

Textron Aviation reportedly sees an opportunity to in-troduce an entirely new, clean-sheet single-engine turbo-prop to market. Details have not yet been released, butaccording to AvWeb, the intent is to "outperform thecompetition" in various parameters including cabin size,acquisition cost and performance capability.www.txtav.com

AIC Title Service welcomes new staff, including: Barrie Roesler asthe company’s vice president of its newly formed aircraft appraisaldepartment; Rebecca Carmichael as Title Examination Specialist;and Sherry Anderson as Aviation Title Insurance Specialist.

Tim Barber, regional MD of JetBrokers and Partner in Aura Aviation, re-cently announced that he was leaving both companies, but will continueto handle his current sales and acquisition mandates until they have beenfully concluded. His wider responsibilities will be picked up by businesspartner, John Merry.

John Di Bert has been appointed senior vice president & CFO atBombardier Inc. Di Bert was selected following an international search tofind a successor to Pierre Alary, who is retiring. He was most recently vicepresident of customer service at Pratt & Whitney.

Larry L Geick, aircraft division manager at Caterpillar Tractor before retir-ing in 1991, recently passed away at his home in Illinois. Larry is creditedas one of the major forces in launching many of the corporate aviationmanagement procedures and policies that are in practice today.

Joe Horowitz is the new vice president of business development atExcelAire. Horowitz most recently held the same title for LISS Technolo-gies Consulting and also has been a brand ambassador for both TempusJets and Webair Internet Development.

Glenn Isbell is newly appointed as Sr. VP for customer support and serviceat Bell Helicopter. He’s a seasoned executive with 19 years of significantcontributions to Bell.

Hector Jimenez joined Lou Martin & Associates as sales and marketingdirector. Jimenez has 38 years of aviation experience, ranging from prod-uct design and development to management, marketing and sales.

James Lorentzen was named regional sales manager at Cutter Aviation,based in Phoenix. Lorentzen has more than 26 years of aviation experi-ence, including aircraft sales (whole and fractional), avionics andcomponent and maintenance sales.

Kelly O’Brien just opened a JetBrokers office in Tampa, Florida. Kelly hasflown a variety of aircraft during her aviation career, and holds an AirlineTransport Pilots certificate, with Hawker Type Ratings (Hawker400/800/800XP). Her rich aviation experience helps clients with sales andacquisitions, marketplace research, technical reviews, and pre-purchaseinspections oversight.

Todd Simmons, who had been executive vice president and chief cus-tomer officer, was named president of customer experience at CirrusAircraft as the OEM readies itself for certification and deliveries of itssingle-engine Vision SF50 jet.

Pat Waddick, formerly executive vice president and COO, Cirrus Aircraftbecomes president of innovation and operations as the company readiesfor certification and deliveries of its single-engine Vision SF50.

COMMUNITY NEWS ❚ BIZAV REVIEW


OEM Bites continued


Cleveland National Air Show Sep 5 – 7 Cleveland, OH, USA www.clevelandairshow.comAEA (Aircraft Electronics Association Regional) Sep 10 - 11 Kansas City, MO, USA www.aea.netJet Expo Sep 10 – 12 Moscow, Russia www.jetexpo.ruCabin Service Conference Sep 11 Brussels, Belgium www.ebaa.orgMediterranean Business Aviation Sep 11 Sliema, Malta www.aeropodium.comThe annual Business & General Aviation Day (BGAD) Sep 15 London Biggin Hill, UK www.bgad.aeroFlight Safety Symposium 2015 Sep 15 – 16 London Heathrow, UK www.flightglobalevents.comAviation Expo/China 2015 Sep 16 – 19 Beijing, China www.beijingaviation.com NBAA: Regional Forum Sep 17 St. Louis, MO, USA www.nbaa.orgAEA (Aircraft Electronics Association Regional) Sep 21 - 22 Reno, NV, USA www.aea.netThe African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 Addis Ababa, Ethiopa www.afbaa.orgChina International Business Aviation Show (CIBAS) Sep 24 – 26 Beijing Capital Airport China www.cibas-beijing.comAOPA Fly – In Sep 26 Col Springs Airport, CO, USA www.aopa.orgBusiness Aviation in Italy Sep 29 Rome, Italy www.ebaa.orgAircraft Acquisition Planning Sep 29 – 30 Scottsdale, AZ, USA www.conklindd.comUS Corporate Aviation Summit Oct 1 Fort Lauderdale, FL, USA www.aeropodium.comAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.netKennedys Aviation Seminar Oct 5 London, UK www. aeropodium.comSpeedNews Business & GA Suppliers Conference Oct 6 – 7 Los Angeles, CA, USA www.speednews.comBombardier Safety Standdown Oct 6 – 8 Wichita, KS, USA www.safetystanddown.com AEA (Aircraft Electronics Association Regional) Oct 12 - 13 Tampa, FL, USA www.aea.netCEPA EXPO Oct 14 – 15 Prague, Czech Republic www. cepaexpo.comOffshore Aircraft Registration Oct 15 – 16 Grand Cayman, Cayman Islands www. aeropodium.comFlying Aviation Expo Oct 15 – 17 Palm Springs, CA, USA www.aviation-xpo.comSeoul Int’l Aerospace & Defense Exhibition Oct 20 – 25 Seoul, South Korea www.seouladex.comAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.netAEA (Aircraft Electronics Association Regional) Nov 2 - 3 New Zealand www.aea.netDubai Airshow Nov 8 – 12 Dubai World Central, Dubai, UAE www.dubaiairshow.aero NARA Annual Fall Meeting Nov 16 Las Vegas, NV, USA www.naraaircraft.comNBAA: Business Aviation Convention & Exhibition Nov 17–19 Las Vegas, NV, USA www.nbaa.org

BizAv Events 2015

Serving your Bombardier aircraft

Our Services

tMaintenance

tInterior

tCAMO

tModifications

tAOG support

more [email protected]

provided courtesy of Bombardier Inc.



Marketplace


ComluxPrice: Please call

Year: 2001

S/N: 32954

Reg: P4-CLA

TTAF: 3485

Location: Switzerland

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

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


Year: 2008

S/N: 9249

Reg:

TTAF: 3471


Only one owner and one operator since delivery, Cabinrefurbished in 2013, Excellent range and high-speedperformance, SmartParts for airframe, JSSI for engines,Honeywell MSP for APU. Airframe: FH: 3471. FC: 1098 (asof 31st Jul 2015). Range: 5200nm. High Speed: M0.88.Engines: BR700-710A2-20. APU: RE-220GX. Avionics:CPDLC, ADS-C, ADS-B. Mode S EHS. BATCH 3. ACAS II.EGPWS. Commercial EASA. RVSM, RNAV (GNSS). NAT-MNPS. RNP10, RNAV 5, RNP 4, RNAV 1 (P-RNAV), RNPAPCH. Int: 13 certified TT&L seats. 4 place conference area

Bombardier Global 5000 Tel: +41 (0) 44 205 50 70 Email: [email protected]


Year: 2006

S/N: 2550

Reg: G-NMAK

TTAF: 4441:19


Cabin certificated for 34 pax: Ideal for Head of State orCorporations. One owner since delivery. 4500 nm of rangenon-stop. Available for viewings in UK. Total Landings:1372. Engines: Model: CFM 56-5B7. Engine 1 S/N: 577345TSN/CSN: 4441:19 hrs. / 1372 cycl. Engine 2 S/N: 577346TSN/CSN: 4441:19 hrs. / 1372 cycl. APU: Model: APICAPS3200. APU S/N: R2236 TSN/CSN: 4893:00 hrs. / 3169cycl. ACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 34 passengers (28sleeping positions).

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


Year: 2001

S/N: 1485

Reg: VQ-BKK

TTAF: 5469


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

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

LuxejetPrice: $7.9M US

Year: 1999

S/N: 5400

Reg: N60055

TTAF: 4,786

Location: USA

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

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

www.Luxejet.aero

P156-160.qxp 20/08/2015 10:42 Page 1

Marketplace

www.aircraftsales.com


Skyservices Jet SalesPrice: Please Call

Year: 2006

S/N: 1117

Reg: C-GCOM

TTAF: 3232

Location: Canada (CYUL)

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube withAFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500,Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, DualCollins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), DualCollins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer,Dual Collins CSU-3100, Dual Collins IOC-3100 Input/OutputConcentrators, Collins CDU-3000 Control Display Unit,VIP floor plan(7-Place +1),4 single passenger seats in club arrangement, 2-placedivan, 1 single forward-facing passenger seat, Aft fully enclosedlavatory with seat-belt, Aft coat closet,Charcoal leather seats with oakwood trim throughout cabin, Dual executive tables, Pyramid with icechest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

Piaggio Avanti II Tel: +1 (877) 759-7598 Email: [email protected]

Evgeny TikhomirovPrice: Make offer

Year: 2007

S/N: 5664

Reg: OE-IMK

TTAF: 3435:29

Location: Austria

Certification: Sep-2006, In Service: June-2007, Power bythe hour Programmes: Engines: GE Onpoint Solution

Bombardier Challenger 604 Tel: +43 (0) 676 720 4239Email: [email protected]

Evgeny TikhomirovPrice: Make offer

Year: 2008

S/N: 20227

Reg: OE-HAB

TTAF: 2000

Location: Austria

Main Data: Bombardier BD100-1A-10 (Challenger 300), ACS/N: 20227, Certification: Aug 2008, In Service: Dec 2008,Power by the hour Programmes: Airframe: JSSI (renewalpending), ENG: JSSI (renewal pending), APU: JSSI (renewalpending), Airframe/Engines/APU: All data as of 4 Jan 2014:AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE:Honeywell AS907 (HTF7000), LH ENG, P/N:3030001-4; S/N:P118589, TSN:2008:08hrs and CSN: 903 cycles

Bombardier Challenger 300 Tel: +43 (0) 676 720 4239Email: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 1998

S/N: 50-264

Reg: C-GWFK

TTAF: 5753.7

Location: Canada

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 totalflight time on aircraft. Always professionally flown. Thisaircraft is equipped with Collins avionics, VIP seating,executive tables, full galley, entertainment center and muchmore. Engines: Make / Model: Honeywell TFE-731 (onMSP). APU: Model: Honeywell GTCP36-100A (on MSP).S/N P-383; 2518.0 Hours Since New (as of June 2015).Avionics: Avionics Package: Dual Collins EFIS-4000/ProLine 4. Flight Director (FD): Dual Collins EFIS-4000 (4-Tube). Auto-Pilot: Collins APS-4000

Dassault Falcon 50EX Tel: +1 (877) 759-7598 Email: [email protected]

Skyservices Jet SalesPrice: $15,800,000 USD

Year: 2009

S/N: 5786

Reg: C-FLMK

TTAF: 1365.4

Location: Canada

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exteriorpainted in 2014, 10 Passengers, VIP floor plan, 6 single seats in double-club arrangement, 3-place divan (4 seat belts), 3 executive tables, Crewjump-seat, Large full-service beverage and food galley, High-tempconvection oven, Microwave, Food tray, Sink cover, Coffee maker, AFTlavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazinerack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94DMode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, Collins DME-4000 Transceiver,Collins CDU-6200,Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS(TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, ReducedVertical Separation Minima (RVSM) certified

Bombardier Challenger 605 Tel: +1 (877) 759-7598 Email: [email protected]

P156-160.qxp 20/08/2015 10:48 Page 2

Marketplace


SkyWay Aero, Inc.Price: $795,000

Year: 1999

S/N: 1080

Reg: N517SS

TTAF: 6,061

Location: Texas, USA

Enjoy speed and style in this capable and cost-effectiveColibri. Advanced ergonomic cockpit with Garmin GTN-750GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRANinspections from 12 year down. Beautiful new interior, newcustom paint, new smoked Plexiglas. 1,937 SMOH onengine, includes Air Conditioning, Artex ELT, FDC sandfilter, lots more. Available immediately. Trades welcome.

Eurocopter EC-120B “Colibri” Tel: +1 (210) 262-4000 Email: [email protected]

Leonard Hudson DrillingPrice: US $1,375,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM.

Competitively priced at US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

P156-160.qxp 20/08/2015 13:31 Page 3


Mark SladePrice: $1,690,000 USD

Year: 2009

S/N: 4915

Reg: VH CZN

TTAF: 510

Location: Australia

Location: Australia, VIC, Melbourne, we can deliver to anywhere in theworld. Additional costs will apply. 1 x Turbomeca Arriel 1D1, CASA Cof A. 2009 AS350 B2, VEMD, Night VFR, leather interior, air conditioner,TAS 610, cargo swing (fixed parts), emergency flotation device (gearfixed parts), dual sliding doors, no damage history. One owner sincenew, corporate use with one pilot. Leather seating and carpetthroughout. Black (white removable stripe). Thales H 321 EHM GyroHorizon, Avidyne TAS 610 Traffic Avoidance System, AIM 205-1 BLGyro Directional, Turn and Bank indicator, VHF/VOR/LOC/GSHoneywell KX 165, VHF/VOR/LOC/GS/GPS Garmin GNS 430W, linkedto course deviator Honeywell GI 106, Transponder Garmin GTX 327.Price Reduced to US$1,690,000 + GST

Airbus/Eurocopter AS 350B-2 Tel: +61 418 11 33 13Email: [email protected]

ROQUESAIR INCPrice: $1.750 MM

Year: 2006

S/N: LJ-1787

Reg:

TTAF: 1580,2

Location: Tampa Florida

All Logs and Maintenance Records Available TAMPAHAWKER BEECHCRAFT, No Known Damage History,Always Hangared. 100% Enrolled Support Plus – [$533USD per hour].Engines (P&W PT6A-135A) - 1534.7 / 1534.7 Total TimeSNEW (3600 Hrs. TBO)Prop (s): (Hartzell 4-Blade HC-E4N-3) - 1534.7/ 1534.7SNEW 385HRS L and R 385HRS O/H Next Due 5-1-18

Beechcraft King Air C90GT Tel: +1 (412) 932 61 95Email: [email protected]

Kevin IocovozziPrice: $22,000,000 USD

Year: 2015

S/N: TBD

Reg:

TTAF: 45

Location: USA

Direct Sale From The Owner. Available For Viewings In USANow. The APU, Airframe And Engine Hours Are Solely DueTo Production And Delivery. Landings: 12. EnginesHoneywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1Compliant. Aircraft Equipped With G280 “IntercontinentalFlight Package”. Int: 10-Passenger Gulfstream “Hallmark”Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan.Insp: On-Condition Maintenance. PRICE REDUCED

Gulfstream G280 Tel: +1 (912) 313 5700Email: [email protected]

Lance O'DonnellPrice: $2,330,000 USD

Year: 2000

S/N: 560-5101

Reg: N81SH

TTAF: 4213

Location: USA- IL

No Damage history, on CESCOM/Proparts, no engineprogram or APU, externally serviced LAV, cabin 110v outletsand remote temp control, cabin soft goods redone 18months ago.

Cycles: 3783

Full details @ www.2000citationexcel.com

Cessna Citation Excel Tel: +1 (312) 953-7937 E-mail: [email protected]

www.2000citationexcel.com

International Jet MarketsPrice: $850,000.00

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: + 1-850-213-3218 Email: [email protected]

Marketplace

P156-160.qxp 20/08/2015 10:50 Page 4

Marketplace


21st Century Jet Corporation ...............................162AeroExpo UK............................................................152Aerolineas Ejecutivas..............................................137Air Fleet & Leasing Management.........................138Aircraft Guaranty Corporation.................................77AMAC.........................................................................135American Aircraft Sales .........................................113Aradian Aviation..........................................................97AvBuyer......................................................................149Aviation Advisors........................................................23Aviation Consultants of Aspen .............................139Avjet Corporation ..............................................48 - 49 Avpro ....................................................................10 - 14Bell Aviation ........................................................56 - 57Bombardier..................................................................53Boutsen Aviation ........................................................95CAAP..........................................................................141Central Business Jets.............................................163Charlie Bravo ..............................................................81Conklin & de Decker...............................................136Corporate AirSearch Int’l .......................................140Corporate Concepts .......................................89, 121Dassault Falcon Jet ............................2 - 3, 61, 143

Dubai Airshow..........................................................126Duncan Aviation................................................85, 105Eagle Aviation .............................................................33Elliott Jets ...........................................................26 - 27Florida Jet Sales.......................................................142Freestream Aircraft USA..................................29 - 31 Gamit..........................................................................102General Aviation Services........................................99Global Jet Monaco ..................................34 - 35, 147Hagerty Jet Group......................................................47Hatt & Associates.......................................................37Hubbard Aviation .....................................................111Intellijet International .................................................6-7Intercontinental Aircraft Group.............................117Jet Sense Aviation/Gantt Aviation .......................146Jet Support Services (JSSI) ....................................63JetBed ........................................................................101JetBrokers ...........................................................50 - 51 Jetcraft Corporation ................................54 - 55, 164Jeteffect ........................................................................93JetExpo .....................................................................134JETNET ......................................................................127JetPro Texas..............................................................144

John Hopkinson & Associates....................107, 148Leading Edge Aviation Solutions .........................129Lektro..........................................................................135Lufthansa Bombardier Aviation Services ...........155Mente Group ...................................................... 145Mesinger Jet Sales............................................15 - 17NBAA Convention...................................................125OGARAJETS .....................................................40 - 41 Par Avion......................................................................84Rolls-Royce..................................................................73Southern Cross Aviation ........................................119Sparfell & Partners.......................................(FC) 1, 21Survival Products.....................................................135Tempus Jets ..............................................................103Textron Aviation...........................................................79The Elite Baku ..........................................................123The Elite London.........................................................78The Jet Business................................................42 - 43VREF Aircraft Values ..............................................136Welsch Aviation.............................................................5Wright Brothers Aircraft Title...................................71

Advertiser’s Index

AvBuyer (USPS 014-911), September 2015, Vol 19, Issue No 9 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAMwww.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

AVIATION CONSULTANTS Ph: +1 915 772 0005Email: [email protected]

Tay 611-8 Engines for Sale(1) $1,750,000(1) $1,250,000

Copy date for the October issue - Wednesday 16th September 2015

P156-160.qxp 19/08/2015 16:52 Page 5

AIRBUSA318 Elite . . . . . 35,A319 . . . . . . . . . . 35, 156,

AVIATHusky A-1C . . . . 121,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 30, 49, 54, 164,DC- 8-62 VIP . . . 121,727-100 REW. . . 138,Super 727-200VIP . .121,737-200 VIP . . . . 121,737-300 . . . . . . . 49,757-256 VIP . . . . 48,767 2DXER. . . . . 156,

BOMBARDIERGlobal 5000 . . . . 10, 16, 35, 55, 84,. . . . . . . . . . . . . . . 95, 156, 164,Global 6000 . . . . 17, 23, 54, 55, 164,Global Express . 16, 49, 53, 54, 55,. . . . . . . . . . . . . . . 121, 164,Global Express XRS.. 7, 17, 31, 49, 53,. . . . . . . . . . . . . . . 55, 81, 129, 164,Challenger300 . . . . . . . . . . . 34, 54, 55, 95, 107,. . . . . . . . . . . . . . . 117, 121, 157, 163,. . . . . . . . . . . . . . . 164,600 . . . . . . . . . . . 40, 85, 99,601-1A . . . . . . . . 81,601-3A . . . . . . . . 85,601-3A-ER . . . . . 93, 113,604 . . . . . . . . . . . 12, 30, 35, 55, 56,. . . . . . . . . . . . . . . 85, 93, 95, 156, 157,. . . . . . . . . . . . . . . 163, 164,605 . . . . . . . . . . . 7, 16, 53, 54, 55, 93,. . . . . . . . . . . . . . . 157, 164,850 . . . . . . . . . . . 53, 54, 119,Learjet 31A . . . . . . . . . . . 51, 93,31ER . . . . . . . . . . 56,35A . . . . . . . . . . . 50, 107, 159,36A . . . . . . . . . . . 158,40 . . . . . . . . . . . . 50, 56, 107,40XR . . . . . . . . . . 93,45 . . . . . . . . . . . . 13, 31, 50, 93, 113,\. . . . . . . . . . . . . . . 119, 144,45XR . . . . . . . . . . 13, 26, 55, 93, 121,. . . . . . . . . . . . . . . 164,55 . . . . . . . . . . . . 51,60 . . . . . . . . . . . . 13, 81, 85, 93,60XR . . . . . . . . . . 53, 55, 93, 119, 146,. . . . . . . . . . . . . . . 164,2000 . . . . . . . . . . 119,

CESSNACitationII . . . . . . . . . . . . . 51,

V. . . . . . . . . . . . . . 33, 56,X . . . . . . . . . . . . . 12, 26, 81, 93, 129,. . . . . . . . . . . . . . . 163,XLS . . . . . . . . . . . 34, 97,XLS+ . . . . . . . . . . 17,CJ1. . . . . . . . . . . . 13, 33, 81, 95, 113,CJ2 . . . . . . . . . . . . . 13, 26, 33,CJ3. . . . . . . . . . . . 33, 84, 93,Bravo . . . . . . . . . 50, 51,Conquest II . . . . 57,Grand Caravan . 121,Excel . . . . . . . . . . 26, 33, 97, 113,159, Encore . . . . . . . . 33,Encore + . . . . . . 12, 27,Jet . . . . . . . . . . . . 51, 95,Mustang . . . . . . . 13, 97,M2 . . . . . . . . . . . . 33,Sovereign 12, 26, 54, 55, 97,. . . . . . . . . . . . . . . 121, 164,SII . . . . . . . . . . . . 57,Stallion . . . . . . . . 23,Ultra . . . . . . . . . . 27, 40, 148,400 . . . . . . . . . . . 33,421B . . . . . . . . . . 50,421C . . . . . . . . . . 50,501 . . . . . . . . . . . 23,

DORNIER328 . . . . . . . . . . . 95,328-310 . . . . . . . 55, 164,

EMBRAEREMB-135 LR . . . 121,EMB-145 EP . . . 121,Legacy 600 . . . . 50, 55, 113, 121,Phenom 100 . . . 93,Phenom 300 . . . 93,

FALCON JET7X . . . . . . . . . . . . 3, 11, 34, 43, 56, 99,. . . . . . . . . . . . . . . 147, 162, 163,10 . . . . . . . . . . . . 50,50 . . . . . . . . . . . . 17, 40, 107, 119, 162,50EX . . . . . . . . . . 12, 16, 34, 84, 119,. . . . . . . . . . . . . . . 157, 162,900B . . . . . . . . . . 11, 16, 50, 99, 142,. . . . . . . . . . . . . . . 145, 162,900C . . . . . . . . . . 56, 162,900EX . . . . . . . . . 16, 31, 84, 117, 162,. . . . . . . . . . . . . . . 900EX EASy . . . 3, 11, 55, 129, 143,. . . . . . . . . . . . . . . 145, 162, 163, 164,900LX . . . . . . . . . 3, 47, 55, 162,2000 . . . . . . . . . . 12, 50, 95, 99, 121,2000EX EASy . . 11,2000LX . . . . . . . . 3, 55, 81, 117, 119,. . . . . . . . . . . . . . . 164,2000S . . . . . . . . . 3,

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

GULFSTREAMIV . . . . . . . . . . . . . 10, 11, 55, 93,IVSP . . . . . . . . . . 29, 47, 50, 55, 93,. . . . . . . . . . . . . . . 129, 163,V. . . . . . . . . . . . . . 17, 40, 55, 93, 95,. . . . . . . . . . . . . . . 129, 139,100 . . . . . . . . . . . 97, 163,150 . . . . . . . . . . . 93, 97,200 . . . . . . . . . . . 10, 17, 23, 42, 51, 97,. . . . . . . . . . . . . . . 163,280 . . . . . . . . . . . 141, 159,450 . . . . . . . . . . . 7, 10, 29, 34, 42, 47,. . . . . . . . . . . . . . . 93, 97, 164,550 . . . . . . . . . . . 7, 10, 16, 23, 30, 43,. . . . . . . . . . . . . . . 47, 49, 55, 93, 97, . . . . . . . . . . . . . . . 103, 113, 164,650 . . . . . . . . . . . 16, 17, 40, 42, 55, . . . . . . . . . . . . . . . 121,650ER . . . . . . . . . 42,

HAWKER BEECHCRAFTBeechcraft Premier IA . . . . . 50,King Air200 . . . . . . . . . . . 50,250 . . . . . . . . . . . 26,B200 . . . . . . . . . . 26, 27, 81, 95, 97, 99,. . . . . . . . . . . . . . . 164,350 . . . . . . . . . . . 27, 97,350i . . . . . . . . . . . 81,B90 . . . . . . . . . . . 57,C90 . . . . . . . . . . . 97, 159,C90A . . . . . . . . . . 95,F90-1 . . . . . . . . . 57,Hawker700A . . . . . . . . . . 50,750 . . . . . . . . . . . 97,800A . . . . . . . . . . 16,800XP . . . . . . . . . 13, 37, 97,850XP . . . . . . . . . 93, 97,900XP . . . . . . . . . 37, 40, 97,1000 . . . . . . . . . . 37,4000 . . . . . . . . . . 37,

IAIAstra SP . . . . . . . 107,Astra SPX. . . . . . 93, 99, 113,

QUESTKodiak 100 . . . . 137,

PIAGGIOAvanti II . . . . . . . 157,

PILATUSPC12-45 . . . . . . . 140,

PIPERCheyenne II . . . . 95,Meridian . . . . . . . 13, 57,

ROCKWELLTurbo Commander 690B. . . 51,

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

SOCATATBM 700B . . . . . 51,

WESTWINDWestwind I . . . . . 23,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . 55, 121,A109 Power . . . . 14, 164,A109C . . . . . . . . 119,AW109SP . . . . . . 95,A119 KE . . . . . . . 95,Koala. . . . . . . . . . 97,

BELL206 L4. . . . . . . . . 158,212 . . . . . . . . . . . 158,412 EMS . . . . . . 158,427 . . . . . . . . . . . 93,

EUROCOPTERAS350 B-2 . . . . . 14, 159,AS355-F-2 . . . . . 121,AS355N . . . . . . . 95,BK 117C1 . . . . . . 95,EC 120 B . . . . . . 121, 158,EC 130 B4 . . . . . 14,EC 135 P2+ . . . . 97,EC 135 OB . . . . . 14,EC 135 T1 CDS . 95,EC 135 T2i . . . . . 14,EC 145 . . . . . . . . 14,EC 155 B1 . . . . . 14,

MCDONNELL DOUGLASMD900 . . . . . . . . 97,

SIKORSKYS-76C++ . . . . . . 14, 31, 129,S-76D . . . . . . . . . 31,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS



P161 AC Index SEPT15.qxp 20/08/2015 13:30 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900B WANTED: FALCON 50 WITH-3D-1D ENGINE UPGRADE

21st Century May 22/04/2015 15:58 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Citation X SN66, Citation Sovereign SN156 and Falcon 900EXy SN238 (Lease Only)

2013 DASSAULT FALCON 7X "LIMITEDEDITION" SN 213

Only 325 Hours Since New, Single Owner with LongStanding Falcon History, All Programs and Tip to Tail

Warranties thru 12/15

LIKE NEW CITATION X SN 207Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,

Gulfstream PlaneParts, MSP Gold, etc…., ExtremelyRecent 12-Year Heavy Check

2000 CHALLENGER 604 SN 54584500 Hours, 2100 Landings, GE ONPOINT, -150 APU

on MSP Gold, Smart Parts Plus Program, FactoryInstalled FWD and AFT Vacuum Toilets, Forbes

500 Owner

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CHALLENGER 300 SN 20264February 2010 In Service Date, 48-Month c/w 02/14by Bombardier, MSP Gold Engine Program, ATG-5000Gogo Biz w/ WIFI, Premium Interior Package, Single

Midwestern US Owner

GIVSP SN 1453Single Midwestern US Owner, Only 4600 Hours TT,

Aft Galley, 16 PAX, External view Camera

2008 GULFSTREAM G200 SN 1992248 TT / 1212 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

CBJ September.qxp_CBJ November06 18/08/2015 11:31 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2007 BOEING BUSINESS JET S/N 35990

• 1,769 Hours; 476 Cycles• 2C inspection June 2014• 15 Passenger with

Master Bedroom

2006 GULFSTREAM G450 S/N 4064

• 2,505.9 Hours; 808 Cycles

• Forward Galley with Dual Aft Divans

• PlaneView Foxtrot, ADS-B Out; FANS-1/A; CPDLC

2011 DASSAULT FALCON 2000LX S/N 177

• Complete Interior Refurbishment & New Paint 2014

• Under Warranty Until April 2016

• Aircell ATG-4000 High Speed Internet (US Domestic)

2006 BEECHCRAFT KING AIR B200 S/N 1960

• Very Low Total Time• Pro Line 21 Avionics Suite• Raisbeck Nacelle Wing Lockers• Raisbeck Dual Aft Body Strakes

2005 GULFSTREAM G450 S/N 4002

• U.S. FAR Part 91 Operated Since New; Low Total Time

• MSG3 Maintenance Schedule• Airframe Enrolled on PlaneParts;

Engines Enrolled on RRCC

2008 BOMBARDIER GLOBAL 5000S/N 9243

• JAR OPS-1 Compliant• Batch 3 Avionics Upgrade• Enrolled on Rolls-Royce

CorporateCare

Landing Connections Around The World.

ALSO AVAILABLE2010 AGUSTA A109 POWER2007 CHALLENGER 3002003 CHALLENGER 6042010 CHALLENGER 6052014 GLOBAL 50002013 GLOBAL 60002003 GLOBAL EXPRESS2010 GLOBAL XRS2007 LEARJET 45XR2010 LEARJET 60XR2008 CITATION SOVEREIGN2011 FALCON 2000LX2006 FALCON 900EX EASy2000 DORNIER 328-3102010 GULFSTREAM G550

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A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

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