World Aircraft Sales Magazine January 2013

IntelliJet Marketing: By Invitation OnlyHow and Why It Works

See Pages 6 - 7

The global marketplace for business aviation January 2013

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Business Aviation & The Boardroom: pages 14 - 67

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4 WORLD AIRCRAFT SALES MAGAZINE – January 2013

01.13Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

AIRBUSA318 Elite. . . . . . 11,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 16, 17, 33, 34, 127,BBJ3 . . . . . . . . . . 115,737. . . . . . . . . . . . 132,737-300-VIP. . . . 132,737-500 . . . . . . . 132,MD 87 VVIP . . . . 33,S27-200 . . . . . . . 115,

BOMBARDIERGlobal 5000 . . . . 7, 23, 47, 58, 65,. . . . . . . . . . . . . . . 124, 140,Global 6000 . . . . 61, 140,Global Express . 7, 11, 16, 19, 23,. . . . . . . . . . . . . . . 45, 47, 53, 140,Global Express XRS.. 34, 42, 47, . . . . . . . . . . . . . . . 140,Challenger300 . . . . . . . . . . . 12, 65, 139, 140,600 . . . . . . . . . . . 134,601-1A . . . . . . . . 38, 50, 53,601-3A . . . . . . . . 12, 46, 140,601-3R . . . . . . . . 140,601-3A ER . . . . . 135,604 . . . . . . . . . . . 12, 38, 45, 46, 55,. . . . . . . . . . . . . . . 61, 65, 140,605 . . . . . . . . . . . 7, 34, 46, 65, 132, . . . . . . . . . . . . . . . 140,850ER . . . . . . . . . 42,850 . . . . . . . . . . . 21, 140,Learjet 31A . . . . . . . . . . . 53, 59, 95, 134,35A . . . . . . . . . . . 95,40 . . . . . . . . . . . . 59, 61,40XR . . . . . . . . . . 13, 58, 129,45 . . . . . . . . . . . . 50, 61, 65,45XR . . . . . . . . . . 13, 49, 58,60 . . . . . . . . . . . . 13, 53,60SE . . . . . . . . . . 13,60XR . . . . . . . . . . 13, 35, 49, 53, . . . . . . . . . . . . . . . 135,85 . . . . . . . . . . . . 34,

CESSNACitationISP . . . . . . . . . . . 37, 50,II. . . . . . . . . . . . . . 37, 38, 39, 50, 126,IISP . . . . . . . . . . . 38,III . . . . . . . . . . . . . 50,V. . . . . . . . . . . . . . 50,VI . . . . . . . . . . . . . 46,

VII . . . . . . . . . . . . 53, 75, 128, 139,X . . . . . . . . . . . . . 5, 46,XLS . . . . . . . . . . . 53, 63, 134, 135, . . . . . . . . . . . . . . . 140,500 Eagle . . . . . . 5,650 . . . . . . . . . . . 75,CJ1. . . . . . . . . . . . 5, 59,CJ1+ . . . . . . . . . . 5, 87,CJ2. . . . . . . . . . . . 13, 37, 38, 59, 75, . . . . . . . . . . . . . . . 140,CJ2+ . . . . . . . . . . 13,CJ3. . . . . . . . . . . . 13, 37, 50, 53, 58,. . . . . . . . . . . . . . . 59,Bravo . . . . . . . . . 38,Columbia 300 . . 51,Encore . . . . . . . . 58, 115,Excel . . . . . . . . . . 38, 50, 53, 58, 63, . . . . . . . . . . . . . . . 139,Jet . . . . . . . . . . . . 5, 39, 53,Mustang . . . . . . . 12,SII . . . . . . . . . . . . 41, 53,Sovereign. . . . . . 13, 41, 49, 63, 85,Stallion . . . . . . . . 39,Ultra . . . . . . . . . . 50, 131,ConquestII. . . . . . . . . . . . . . 41, 51,Grand Caravan208. . . . . . . . . . . . 133, 136,

DORNIERDornier 328 . . . . 13,

EMBRAERLegacy 600 . . . . 5, 11, 31, 33, 59,. . . . . . . . . . . . . . . 65, 140,Legacy 650 . . . . 5, 58,Lineage 1000. . . 11,Phenom 100 . . . 5, 30, 38, 87,

FALCON JET7X . . . . . . . . . . . . 3, 49, 138, 140,20C-5AR. . . . . . . 38,20F-5BR . . . . . . . 38,50 . . . . . . . . . . . . 12, 23, 38, 45, 46,. . . . . . . . . . . . . . . 47, 138, 139,50EX . . . . . . . . . . 38, 138,900B . . . . . . . . . . 49, 53, 58, 59, 63,. . . . . . . . . . . . . . . 138, 139,900C . . . . . . . . . . 138,900EX EASy . . . 3, 7, 12, 43, 58, 138,900EX . . . . . . . . . 12, 23, 75, 115, . . . . . . . . . . . . . . . 138,2000 . . . . . . . . . . 38, 61,2000EX EASy . . 3, 46,2000LX . . . . . . . . 3, 12, 46, 132, 140,

GULFSTREAMIISP . . . . . . . . . . . 38,III . . . . . . . . . . . . . 5, 11,IV . . . . . . . . . . . . . 11, 16, 33, 53, 55,. . . . . . . . . . . . . . . 123, 140,IVSP . . . . . . . . . . 11, 18, 27, 47, 53, 91,. . . . . . . . . . . . . . . 140,V. . . . . . . . . . . . . . 11, 27, 43, 47, 140,100 . . . . . . . . . . . 63,150 . . . . . . . . . . . 26, 29, 55, 63, 95,200 . . . . . . . . . . . 7, 23, 26, 53, 95, . . . . . . . . . . . . . . . 122, 130,400 . . . . . . . . . . . 26,450 . . . . . . . . . . . 7, 11, 16, 27, 45,550 . . . . . . . . . . . 7, 16, 27, 47, 63,Twin Commander 900...87,Twin Commander 980...87,Twin Commander 1000..87,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 38, 134,400A . . . . . . . . . . 29, 35, 49, 50, 125,Premier 1 . . . . . . 38,Premier 1A . . . . . 63,King Air200 . . . . . . . . . . . 51,200XPR . . . . . . . 39,300 . . . . . . . . . . . 5,350 . . . . . . . . . . . 39, 51, 53, 63,B200 . . . . . . . . . . 5, 41, 58, 63,C90 38, 39, 58, 59, 63,C90A . . . . . . . . . . 51,C90B . . . . . . . . . . 58,E90 . . . . . . . . . . 51,Hawker400XP . . . . . . . . . 38, 53, 63,800A . . . . . . . . . . 133,800B . . . . . . . . . . 65,800XP . . . . . . . . . 12, 47, 63,850XP . . . . . . . . . 63, 140,900XP . . . . . . . . . 54, 61, 63, 139,1900D . . . . . . . . . 51,4000 . . . . . . . . . . 12, 95,

IAIAstra 1125 . . . . . 53, 139,Astra SPX. . . . . . 23, 41, 45,

PIAGGIOAvanti . . . . . . . . . 35,Avanti II . . . . . . . 59, 95,P180 Avanti . . . 53,

PILATUSPC12/45 . . . . . . . 65,PC12/47 . . . . . . . 57,

PIPERMeridian . . . . . . 51,Meridian G1000 57,PA31-P Navajo . 51, 134,

SOCATATBM 700A . . . . . 29,TBM 700B . . . . . 29, 38,TBM 700C1 . . . . 38,TBM 850. . . . . . . 29, 39, 87, 135,

HELICOPTERSAGUSTAWESTLANDAW 109E. . . . . . . 105,AW109SP . . . . . . 58,

BELL206L4 . . . . . . . . . 133,212 . . . . . . . . . . . 133,230 . . . . . . . . . . . 58,407 . . . . . . . . . . . 35,412EMS . . . . . . . 133,412EP . . . . . . . . . 136,

EUROCOPTEREC 255 . . . . . . . . 136,AS 355 N . . . . . . 58,EC120B. . . . . . . . 135,EC 130. . . . . . . . . 63,EC 130-B4 . . . . . 35,EC 135 P2i . . . . . 105,EC135T2i . . . . . . 58,EC155B1 . . . . . . 105

MCDONNELL DOUGLASMD 600N . . . . . . 63,

SIKORSKYS-76B . . . . . . . . . 53, 139,S-76C+ . . . . . . . . 35,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 72, 81,Aircraft Perf & Specs . . . . . 75,Aircraft Title/Registry . . . . 103, 111,Avionics . . . . . . . . . . . . . . . . 73,Ground Handling . . . . . . . . 75,

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

AC Index Jan13 20/12/2012 15:01 Page 1

2003 Citation CJ11999 Citation X1998 Cessna Citation Jet1990 King Air B200

Also Available1983 GIII1984 King Air 3001974 Citation 500 Eagle

Scan to view our full inventory

2005 Citation CJ1+S/N 525-0510, 3000TT

SALES AND ACQUISITIONS

2010 Legacy 650S/N 14501133, 27.4 TT, EASA Configured

2010 Phenom 100S/N 147, 265.8 Hours, EASA Configured

2007 Legacy 600S/N 14500998, 2600TT Hours

, T4 T., 274501133S/N 1

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Charlie Bravo January 18/12/2012 17:10 Page 1



8 WORLD AIRCRAFT SALES MAGAZINE – January 2013 www.AvBuyer.com

World Aircraft SalesEDITORIAL

Deputy Editor (London Office) Matthew Harris

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Business Aviation & The Boardroom: pages 58 - 91 • Ten Questions for Ed Bolen, NBAA

proudly presentsGulfstream VSerial Number 567See pages 14 - 17 for further details

Performance. Integrity. Reputation.

View this Gulfstream V at

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Business Aviation & The Boardroom: pages 12 - 61 • Warranties & Older Jets

Proudly presents this 2006 Legacy 600

Serial Number 974See pages 10-11 for further details


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Business Aviation & The Boardroom: pages 14 - 47

Panel Jan13 19/12/2012 14:05 Page 1

Contents

WORLD AIRCRAFT SALES MAGAZINE – January 2013 9Advertising Enquiries see Page 8 www.AvBuyer.com

Regular Features10 Viewpoint74 Aviation Leadership Roundtable76 Pre-Owned Aircraft Sales Trends106 Market Indicators110 BizAv Round-Up 116 Aircraft Performance & Specifications

Next Month’s IssueBizAv: Ownership, Fractional, Jet Card or Charter?

Composites in Business Aviation

Comparative Analysis: Premier 1A

Featured Articles - Business Aviation and the Boardroom14 Priceless Peace of Mind: Flying is not everyone’s favorite pastime, but

Business Aviation can increase even the most anxious flyer’s peace of mind. Here’s how…

20 Relax—You’re Flying: For businessmen and women who are apprehensive about flying, it should be reassuring to know that no means of travel offers more safety.

24 Spreading Your Wings: When opportunity is at hand, be prepared with the best tools available. One such tool is Business Aviation…

32 Linking Flight Departments with Directors: Facilitate effective Boardgovernance of Business Aviation by aligning flight departments with the corporation’s Vision, Mission and Governing Principles.

40 How to Measure Success With BizAv: We provide just a few tips onwhether the aircraft is being used effectively by your company, and how you can measure this.

48 Age & Aviation Insurance: Discussion of the insurance issues related to older pilots and an examination of how underwriters view and address the issue.

56 Tax - Business Travel Versus Commuting: While commuting between home and office is not considered a business expense, there are circumstances where travel between home and work locations can be deemed deductible…

62 Large Cabin Jets Value: A look at the benefits of Large Cabin jets, and a listing of values for models built over the last 20 years.

Main Features68 Aircraft Comparative Analysis – Citation Excel: How does the performance

of the Citation Excel stand up against the Learjet 40?

78 Guardian Jet Profile: Dave Higdon speaks with the co-founders of Guardian Jetand discusses the company’s newly-launched online gateway, ‘The Vault’ geared to help clients stay fully informed.

82 R&D Progress Report: If at first you don’t T.C., fly, fly again… We look at some of the Light jet newcomers that continue in their quests for certification.

88 Introducing JETability: An introduction to Marshall Aerospace’s new dealer brokerage, based at Cambridge Airport, UK.

90 Flight Service Value: Business Aviation is used primarily to provide the busy traveller with a comfortable, flexible business tool. So what should you expect from your flight services experience?

96 Emergency Medicine Aloft: Do you know/make fellow passengers aware of where the first aid kit is stowed? Better still, are you versed in how and when to use it effectively?

100 Aviation Safety & Criminal Justice: A study of the dangers of irrelevant, immaterial and counter-productive criminalization of aviation accidents and their affects.

Volume 17, Issue 1 – January 2013

14

40

56

Panel Jan13 19/12/2012 14:07 Page 2

10 WORLD AIRCRAFT SALES MAGAZINE – January 2013 Aircraft Index see Page 4www.AvBuyer.com

So what are you doing to ensure GA’s future? by Gil Wolin

iven a free moment or two,we like to wander, whethertraveling a road not previous-ly taken, or in the library, leaf-ing through unread books.

You never know what’s on the next page –or in this case, around the next corner. Andthat autumn afternoon’s wandering foundus comfortably ensconced in Nancy’sAirfield Café at the Minuteman Air Field inStow, Massachusetts, about 23 miles westof Boston.

With 2,770 feet on its paved Runway3/21, Minuteman doesn’t see a whole lot ofturbine traffic. But 6B6 is a very busy place,with 65 based aircraft, a maintenance shop,two flight schools, the local EAA chapter…and, as it turned out, an award-winning“$100 Hamburger” restaurant.

Minuteman is also a family affair:Nancy is married to the airport’sowner/operator, Don McPherson, whohappened to be in that evening. Don is asecond-generation General Aviation guy –his father built 6B6 in 1969. Like me, Don’scommitment to aviation goes well beyondhis wallet, and therein lies the rest of thestory – and the rest of that evening’s dinnerconversation, as we invited him to join usat the table.

In return, Don invited me to sit in at thenext monthly meeting of Friends ofMinuteman Airfield, a jovial group of 20-to 60-something pilots, flight instructors,mechanics and other aviation enthusiastswho gather to discuss the state of theindustry and the airport. Don is also on theBoard of the Massachusetts AirportManagement Association – MAMA(www.massairports.com). While its mission is

“To Promote General Aviation by fosteringa healthy state airport system”, its mottosums up its spirit: "Build a mile of roadway,go a mile. Build a mile of runway, go any-where."

Don heads MAMA’s marketing commit-tee, and his enthusiasm is infectious. Andso early December found me attending thecommittee’s monthly meeting at theAeronautics Division of Massachusetts’

Department of Transportation, helping toplan 2013 activities in support of the state’s36 public-use General Aviation airports.

Those 36 airports – and the thousandslike them all over the world – are the life-blood of our industry. Since the WrightBrothers first flew, we’ve had the dubiousadvantage of periodic wars during whichthe military trains thousands of pilots andtechnicians. Those who survive become thecore of our aviation professional popula-tion, filling both Commercial andCorporate Aviation requirements.

While the civilian need for pilots andtechnicians in our industry has grownsteadily since the last major extended con-flict, the military no longer feeds ourindustry with case-hardened aviators as inyears past. And thanks to the Internet,civilian pilots can no longer build turbinetime flying cancelled checks across the USin aging MU-2s and Learjets.

We don’t fully feel the crunch quite yet,but we are experiencing the first majorwave of Baby Boomer retirements. We needto prepare for a potential pilot and techni-cian shortage – now. The FAA and its coun-terparts around the world have dedicatedfunds and personnel to developingNextGen, the new wave of technology thatwill govern future flight. But from wherewill the NextGen pilots and technicianscome, to travel those future airways?

Almost 1.1 million: That’s the numberof new commercial airline pilots and main-tenance technicians the world will need by2031; 460,000 pilots and 601,000 technicians– says the 2012 Boeing Pilot & TechnicianOutlook. That’s a pretty daunting number,in light of the fact that, according to theFAA, the total number of pilot certificatesissued in the US declined from almost157,000 in 1990, to just more than 93,000 in2009.

More to the point for our industry, lessthan 36,000 pilots earned their ATP ratingsince 2004. And that’s before the new ATPflight-time requirements kick in, increasingthe number of hours required for an ATPfrom 250 to 1,500 hours!

And thatbrings us backfull-circle to 6B6and MAMA.These 36Massachusettspublic-use air-ports and hun-dreds others else-where are wherethe love of flying– and a profes-sional calling –was born for most of us. It was for my Dadin 1935 at KBKL, sparking a 55-year,12,000-hour aviation career, and it was formy son, whose weekend job in college at aKBJC FBO inspired his own 11,000-hour(and counting) career as a commercialpilot.

We’re fortunate here: Chris Willenborg,the Massachusetts DOT AeronauticsAdministrator, recognizes the importanceof grass-roots aviation, that GA is morethan just an economic engine for the state.It’s our industry’s future, and he andMassDOT are working closely with MAMAto make sure that future is healthy.

So what are you doing to ensure GA’sfuture? Find a young person in your life –or in your community – and invite him orher to your local “Friends of” group, totour the airport, for an EAA Young Eaglesflight, and perhaps a $100 hamburger, andto hear –and feel – your enthusiasm foraviation. You just might have a new pilotor technician in the making.

❯ Gil Wolin draws on almost forty years of aviationmarketing and management experience as a consult-ant to the corporate aviation industry. His aviationcareer incorporates aircraft management, charterand FBO management experience (with TAG Aviationamong others), and he is a frequent speaker ataviation, travel and service seminars. Gil is a past director of the RMBTA and NATA, andcurrently serves on the Advisory Board for CorporateAngel Network and GE Capital Solutions-CorporateAviation. Gil can be contacted at [email protected]

Full Circle

VIEWPOINT

G

Gil Wolin Jan13_Gil WolinNov06 18/12/2012 17:13 Page 1

Avpro January 17/12/2012 15:28 Page 1



arly in my career I worked for an avia-tion management and charter firmlocated near New York City, and we dida fair amount of flying for an entrepre-

neur who was developing what grew into one ofthe nation’s leading refiners and retailers of gaso-line. In those days—the early 1960s—airbornecommunication with Air Traffic Control was ade-quate for aircraft departing from hub airportssuch as Newark but marginal when leaving fromthe several fields southwest of New York Cityserving business aircraft. Standard procedure wasto takeoff, climb to an altitude where communica-

tions with ATC could be established, and thenreceive clearance to proceed on course.

We boarded our passenger at a modest airportnear the passenger’s New Jersey home anddeparted into conditions that were acceptable forlocal flight but required an instrument clearanceto proceed to our destination. Communicationswith Newark Departure Control were difficult,and we were forced to circle overhead the depar-ture field before we could climb to our cruisingaltitude and proceed to the southwest.

Just as we were about to receive clearance toclimb, our passenger summoned me back to the

E

Priceless Peace of MindThe advantage of BusinessAviation safety.Flying is not everyone’s favorite pastime, but rarelydoes a business executive or service specialist have theoption to stay at the home office. Business Aviation canincrease even the most anxious flyer’s peace of mind, notes Jack Olcott.

Possibly the world’s most recog-nized expert on the value ofBusiness Aviation, Jack Olcott is aformer Editor and Publisher ofBusiness & Commercial Aviationmagazine and Vice President with-in McGraw-Hill’s Aviation WeekGroup. He was President of theNational Business AviationAssociation from 1992 through2003, and today Jack’s networkand personal knowledge ofBusiness Aviation uniquely quali-fies him to oversee BusinessAviation and the Boardroom. More information from www.generalaerocompany.com

BUSINESS AVIATION AND THE BOARDROOM


DOES YOUR COMPANY’S APPROACH TO SAFETYLEAVE PASSENGERS WITH PEACE OF MIND ?

BG 1 Jack_FinanceSept 18/12/2012 15:15 Page 1

cabin (I was the co-pilot for that flight) andrequested that we return to base and land. He hadnoticed that we were circling his departure air-port, and he was clearly concerned. I said wewould be pleased to oblige, but our clearancewas being received and that if he wished wewould proceed to Washington. He agreed, andthe remainder of the flight was uneventful.

Upon landing, this highly competent and self-assured passenger called me aside and apolo-gized for his remarks. He said I needed to under-stand that he was fearful of flying and charteredaircraft such as our company’s only because suchtravel was a necessity. He remarked that he couldnot achieve his program of growth without thecapabilities of business aircraft. He also felt moreassured because he flew with the same pilots andwas familiar with our operation.

We continued to serve the oil entrepreneur forseveral years before his company acquired itsown aircraft and soared to great heights as aninternational player in petroleum. Decades later,the company that bears his name is still engagedin Business Aviation, operating a modest fleet ofbusiness jets.

A CLEAR ADVANTAGEProfessionally flown aircraft, whether operatedby a scheduled airline, corporate flight depart-ment or leading charter provider, have animpressive safety record. The chance of experi-encing a serious mishap when riding in a busi-ness jet flown by a two-person salaried crew islower than the probability of winning a superballlottery. The scheduled Airlines also have animpressively similar record of safety. But there isa subtle difference in perceived safety betweenpublic transportation and Business Aviation, eventhough basic safety differs little.

The difference is control - with control comespiece of mind. Whether serving an entrepreneur

or corporation, Business Aviation places the oper-ator in control of safety. Boards have the option—and the responsibility—to establish policies thatmaximize safety as well as passenger wellbeing.Nothing should be left to chance. Procedures areestablished, and oversight ought to be accom-plished by personnel who are known by the com-pany’s executives.

Rather than leaving safety to strangers, aBoard has the opportunity to oversee safetythrough its policies and quality-control proce-dures. Even though the strangers who providepublic transportation are licensed professionalsand subject to government review, they are nei-ther under your company’s control nor are theyknown to your company.

Passengers on business aircraft can be assuredthat all maintenance is performed by the besttrained and experienced maintenance personnel,well known to the flight department manage-ment. They need not be concerned that proce-dures are altered by the need to cut maintenancecosts. Crew habits also are more likely to beobserved and addressed when the complement ofpilots and flight personnel is small and part of anintimate team.

Business Aviation provides a safety record thatis truly impressive—on a par with, and at timesexceeding the excellent record of the largestscheduled Airlines. But Business Aviation pro-vides something that public transport cannot—the highest level of perceived safety.Management has the ability to control factorsthat affect safety, and that unique aspect ofBusiness Aviation provides great peace of mind.

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

Business Aviation and the Boardroom continues on Page 20

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

d

WORLD AIRCRAFT SALES MAGAZINE – January 2013 15Advertising Enquiries see Page 8

“Boards havethe option-

and theresponsibility-

to establishpolicies that

maximizesafety as wellas passengerwellbeing.”

BG 1 Jack_FinanceSept 18/12/2012 17:11 Page 2

Los Angeles: (818) 841-6190Washington D.C.: +1 (410) 626-6162

AVJE [email protected] m

GEX SN 9031 G450 SN 4058

2009 GREEN BBJ G550 SN 5097

GEX SN 9010 GIV SN 1022

Avjet multiple January 20/12/2012 15:21 Page 1

Marc J. Foulkrodorld HeadquartersW

PresidentMark H. LefeverCharter & Management

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

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

Sales and Acquisitions

s

ve Officer

MOC.VJETT.AAV

Phone: +1 (818) [email protected]

Avjet January 19/12/2012 16:11 Page 1

Marc J. FoulkrodeadquartersHorld W

PresidentMark H. Lefever

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ve Officer

MCO.JETT.VAAVPhone: +1 (818) [email protected]


Marc J. FoulkrodeadquartersHorld W

PresidentMark H. Lefever

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MCO.JETT.VAAVPhone: +1 (818) [email protected]


elling a person who is nervous to relax israrely effective. Nor is it a winning strat-egy to enlighten the anxious flyer on therarity of accidents. Better to distract the

traveler by engaging him or her in conversationabout a neutral subject, or providing an interestingmagazine or book to read. But you can be assuredthat air travel is very safe. In fact, no form of practi-cal transportation for business or pleasure is safer.

As presented in the accompanying graph, busi-ness aircraft flown by two-person salaried crews—the category identified as Corporate Executive—hasan outstanding record of safe flying, as do the majorAirlines and Commuters. Further, accidents involv-ing fatalities have been nil since 2009 forCommuters, and zero for Corporate Executive in2010 and 2011. Scheduled US Airlines also posted afatality-free 2011.

Business Aviation provides a unique opportunityto create and live a safety culture, where nothing isdone by chance and safety procedures are followedwithout fail. Because all the factors that affect safe-ty—such as pilot selection, training, aircraft mainte-nance, and operating procedures—are within thecontrol of corporate management, the Board is ableto establish, oversee and assure an atmosphere ofsafety. No other form of transportation offers man-agement a greater means of influencing safety.

Subtly communicating the company’s influenceon safety goes a long way toward providing peaceof mind for even the most unsettled traveler.

Chart Source: 2012 NBAA Business Aviation Fact BookDo you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

For businessmen and women who are apprehensive about flying,it should be reassuring to know that no means of travel offersmore safety, observes Jack Olcott.

T

Relax - You’re FlyingSubtle communication of safety.



TOTAL ACCIDENTS PER 100,000 FLIGHT HOURS

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

Corp/Exec Major Airlines Commuter

2009 2010 2011

Source: 2012 NBAA BUSINESS AVIATION FACT BOOK

BG 2 JAN13_FinanceSept 20/12/2012 10:09 Page 1

2003 CHALLENGER 850SERIAL NUMBER: 7730 REGISTRATION NUMBER: N629DD

Additional EquipmentAudio Int. Cabin Management System

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Emergency Exit Lighting System

Two (2) 18" LCD Monitors

Two (2) DVD Players

One (1) 10-disc CD Player

Twelve Midrange/Tweeter and 3 Subwoofer Stereo Speakers

Two (2) Audio/Visual Amplifiers

New MSA window shade system

New Imbuia High-Gloss Finished Wood Veneer

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• Airshow 410

• Fresh gear overhaul

Airframe & EnginesAirframe Total Time: 10,165.1. Landings: 8934. No known damage

history. General Electric CF34-3B1, Serial Number: 872657/873658,

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Dual Litton Aero LTN-101 Digital Autopilot System

Collins RTA-844 Weather Radar

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Dual Collins FMS-4200 Flight Management Systems with CDU

Dual Collins VHF-422A Communication Transceivers

Dual Collins ADF-462 Automatic Direction Finders

Dual Collins DME-442 Distance Measuring Equipment

Dual HF system

Aircell ATG-5000

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Allied Signal EGPWS Enhanced Ground Proximity Warning System

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L-3 Comm. DA2100 Flight Data Recorder

Dual Collins TDR-94D Mode S Transponders

8.33 Spacing

Jet Affiliates January_Layout 1 17/12/2012 15:30 Page 1



e received an interesting call twoweeks after the Presidential election.An entrepreneur was seeking ourassistance in the start-up of his

Aviation Department. We asked him why he wastaking this step now, considering the uncertainty ofthe economic and political environments. Hisresponse said it all: He had just received a largeinfusion of cash from an investor to dramaticallygrow his company. It was the investor who told

him, for the sake of the success of the business, heneeded a business jet.

In other words, his financial angel told him tospread his wings. The investor’s statement of intentfor Business Aviation was loud and clear: The long-term success of the enterprise will be reliant uponthe impact of its leaders. That impact is created bythe time and place mobility of key people that onlyBusiness Aviation provides. Any other option wouldsub-optimize their investment, resulting in a lesser

rate of return. And to bevery clear, the

BusinessAviation

rate of returnfar outstrips

the marginalcost difference

between usingBusiness Aviation

versus any other traveloption.

Despite its obviousbenefits and impact,Business Aviationremains an easy target forcorporate gadflies andmuck-raking pundits.Why? I believe there aretwo parts to the answer.

The first is that the ben-efits of Business Aviationare not obvious to most crit-ics. I have seen numerousfinancial managers whowere adamantly opposed totheir company’s investmentin Business Aviation. Veryfew of them were direct cus-tomers of Business Aviationwhen they made those

When opportunity is at hand, be prepared with the besttools available. One such tool is Business Aviation, assertsPete Agur.

W

Spreading Your Wings:Declaration of Business Aviation Intent.

�


Peter Agur Jr. is managing direc-tor and founder of The VanAllenGroup, a business aviation con-sutancy with expertise in safety,aircraft acquisitions, and leaderselection and development. Amember of the Flight SafetyFoundation’s Corporate AdvisoryCommittee and the NBAA’sCorporate Aviation ManagersCommittee (emeritus), he is anNBAA Certified AviationManager. Contact him viawww.VanAllen.com.


DO YOU SPEAK OF BUSINESS AVIATION AS A CRITICAL TOOL TO FURTHERING YOUR BUSINESS ?

continued on page 28

BG 3 Jan13_FinanceSept 19/12/2012 09:41 Page 1

EXCELLENT CANDIDATE FOR A CONVERSIONTO AN EXECUTIVE CONFIGURATION

• Low utilization – TTSN – 29,860 TCSN – 9901

• Both Engines low time since Last restoration:

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#2 Engine TSLV ‐3933 / CSLV 447 Cycles

• Spare Engine available fresh from restoration

• Landing Gear due overhaul July 2019

• Long Range ‐ 6000 nm which can be extended in executive configuration

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Chris Cox, President

1201 Valentine Road

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Tel 816‐531‐8749

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EXCELLENT CANDIDATE FOR A CONVERSIONTO AN EXECUTIVE CONFIGURATION

• Low utilization – TTSN – 29,860 TCSN – 9901

• Both Engines low time since Last restoration:

#1 Engine TSLV – 17.9 / CSLV 9.0 Lowest Limiter 4480 Cycles

#2 Engine TSLV ‐3933 / CSLV 447 Cycles Lowest Limiter 3320 cycles

• Spare Engine available fresh from restoration

• Landing Gear due overhaul July 2019

• Long Range ‐ 6000 nm which can be extended in executive configuration

• Documentation – Good for FAA 121 Certification

Chris Cox, President

1201 Valentine Road

Kansas City, Mo. 64111

Tel 816‐531‐8749

Fax 816‐531‐8756

Cell 816‐682‐8049

[email protected]

Blue Star Dec_Layout 1 20/11/2012 17:12 Page 1




“The secondreason forBusiness

Aviation beinga hot target isengendered bythe policy most

companieshave about notspeaking about

this form oftransportation

openly.”

statements. I have then been witness to their meta-morphosis into raving fans shortly after theybecame authorized users. This dramatic shift in atti-tude occurred as a result of their change of perspec-tive from cost managers to strategic leaders with agreater focus on growth and revenues. (But thenagain, the power of their personal experience of thetime-savings and productivity improvements mighthave had something to do with it, too.)

The second reason for Business Aviation being ahot target is engendered by the policy most compa-nies have about not speaking about this form oftransportation openly. The common wisdom withincorporate America is to not talk, publicly or inter-nally, about Business Aviation investments andpractices. I have heard executives say they don’twant unions or the rank and file to become hyper-sensitive to what could appear to be executiveperks. Others are more diplomatic as they voiceconcerns about airplanes being used by senior exec-utives as being in conflict with their core corporatebelief of egalitarianism. To both groups I say:“Bunk!” Ducking the issue makes it an even biggerissue in the minds of the people you are trying toplacate.

GIVE YOURSELF CREDITGive your rank and file more credit for being brightenough to understand how your business works.Years ago I had a GM union steward tell me he wasglad his company had jets. His point was perfect:“The more trips our top executives take, the moredeals they make. That means we can build morecars and trucks”. He understood what politiciansyears later did not: Business Aviation is a lever forthe success of the entire enterprise. It is not anexpensive perk for the privileged few.

Business is not a sport conducted on a level play-ing field among perfectly matched peers. It is acompetition for markets, customers and resources.

Your advantage is created and maintained by pre-senting ideas and solutions where they are needed,when they are needed. The winner is often theenterprise that gets there first with the right peopleto do the right things. That is not social commen-tary. It is a statement of business reality.

STATEMENT OF BIZAV INTENTMany senior management teams waste valuableenergy addressing and readdressing questionsabout Business Aviation. It is the role of the Board tobring that practice to a halt by declaring the enter-prise’s Business Aviation intent: “We have directedthe company to use Business Aviation to achievecompetitive advantages that are critical to our enter-prise’s success. Business Aviation services andresources will be used in a manner that is well with-in the standards of our core business.”

Oversight of the use of Business Aviation is oftenat the C-suite level. If there is any concern that thispositioning could be interpreted by critical con-stituents as “the fox watching the hen house,” itwould make sense for a member of the Board to beappointed to an oversight role. That Board membercould then confirm all Business Aviation policies,practices and uses are clearly on the “whiter side ofgrey”. The Board, by taking these aggressive proac-tive measures, can preempt public and internal con-cerns about the inappropriate or unethical applica-tion of Business Aviation services.

In the end, Business Aviation is not about perksor extravagance. It is all about people. It is aboutgetting the right people to the right place at theright time to do the right things. Anything less is anexpensive compromise.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]




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Single pages Embraer_Layout 1 24/10/2012 15:11 Page 2

ften I have discussions with flightdepartment managers regarding theoverall Vision and Mission of their com-pany. Of course the managers know the

products or services the company provides orsells, but they frequently are unable to relate tothe overarching Vision, Mission and GovernancePrinciples of the company.

In past articles I have spoken about the flightdepartment being an actual business unit of thecompany, but not surprisingly many are still notconsidered as such by the Board of Directors.Flight department managers have annual budgetresponsibility, but unlike heads of fully-fledgedbusiness units, they do not have a seat at the tablefor broader budget and Governance discussions.

Who loses when flight departments areunaware of the corporation’s Vision, Mission andGovernance Principles and when the Board doesnot regard the Business Aviation function as abusiness unit? I think both sides do.

An important “product” of the flight depart-ment is the ability to make a positive “firstimpression,” which occurs when the corporateaircraft picks up the customer or potential busi-ness partners to take them back to corporateheadquarters. Client passengers boarding thecompany aircraft see an extension of the corporateculture through the flight department. It isimportant that time spent in the company aircraftreflects the firm’s overall direction andgovernance.

Aligning flight departments with the corporation’sVision, Mission and Governing Principles facilitateseffective Board governance of Business Aviation andprovides benefits for the corporation, asserts Jay Mesinger.

O

Moving In Tandem:Linking flight departmentswith Directors.

�


Jay Mesinger is the CEO andFounder of J. Mesinger CorporateJet Sales, Inc. Additionally, Jay isa Member of the Board of theNational Business AviationAssociation (NBAA), and theChairman of the AssociateMember Advisory Council(AMAC). He also sits on the JetAviation Customer and the AirbusCorporate Jets Business AviationAdvisory Boards. Mr. Mesingercan be contacted at [email protected]


“Who loseswhen flight

departments areunaware of thecorporation’s

Vision, Missionand Governance

Principles...?”



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Fernando GarciaLatin & S. America

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Corporate Concepts January 19/12/2012 11:39 Page 1

Please allow us to match you with the perfect

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forward to your phone call or email inquiry.

www.thejetcollection.com

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

DALLASMike Zabkar

P: [email protected]

TAMPADavid Stone

P: [email protected]

2011 Global Express XRS S/N 9354

Engines on RRCC

Direct TV

High speed internet

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Tahsin San

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Please

e allow us to match you wi

ith the perfect

craair

forw

aft for your needs and bud

d to your phone call or war

.thejetcwww

e lookdget. WWe

.r email inquiryy.

collection.com

2014 BBJ S/N TBD

2013-14

LEARJET 85 S/N TBD

es2011 Global Expr

Engines on RRCC

ect TVDir

High speed interne

ss XRS S/N 9354

t

2011 CH

HALLENGER 605 S/N 5865

mikez@theje

david@theje

DALLASMike Zabkar

P: 214.415.3725etcollection.com

AAMPPATDavid Stone

P: 727.420.1607etcollection.com t

ahsin SanTTa

[email protected]

n

m

jason@theje

Specificamation. TJet Colleetcollection.com

e pations and/or descriptions areseneprThey do not constitute r

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r-ovided as intrpr -oductory inforntations or warranties of The

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The Jet Collection January 17/12/2012 15:44 Page 1

2008 LEARJET 60XR S/N 60-342 1998 BELL 407 S/N 53196

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

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The Jet Collection January 17/12/2012 15:44 Page 2


“Dialoguebetween the

flightdepartment

manager andthe Board isvaluable and

morepredictable

than you mightimagine...”


ALIGNING VISION, MISSION AND FLEET PLANNINGNow let’s broaden this discussion of Vision,Mission and Governance to include strategic discus-sions about fleet planning. Fleet planning can havetwo very important entry points; first, through thebudgeting process and second, as needed, to sup-port a changing Vision and Mission.

If the flight department is not included in thesediscussions, the outcome could look like a patch-work quilt. If the Board does not have a channel ofcommunication to the flight department, there is noway to achieve good long-range planning. Thereshould be an open and predictable channel betweenthe Board and the flight department for communi-cation about corporate Vision and Mission and howBusiness Aviation can align with companyobjectives.

The flight department should be constantly scan-ning the horizon of our aviation industry and lis-tening to the important connections to the industry,and the Board should have a channel for receivingsuch information.

WILLING TO LISTENHere are some questions for the flight department man-ager: What was your reaction the last time an air-craft broker called out of the blue to make an intro-duction? Did you take a moment and let the intro-duction take place? Did you act on that new rela-tionship by asking a few probing questions to thebroker to discover his or her specialty, or did youset a time for discussion if you were occupied?

If you sense a connection based on a marketexpertise that could build into a great industryresource for you, nurture that new relationship. Iam not suggesting that you divulge confidentialcompany information or make any business com-mitments to a cold caller. Just take the extra time tolearn if that aircraft sales professional can be aresource for you.

Now a question for Board Members: When did you

last have a conversation with the flight departmentmanager? Did you have a discussion regarding thenear- and longer-term health of the industry? Does theaviation manager sense a strengthening of prices driv-en by a shift in supply and demand? Is there a near-term reason to look at the long-term fleet plan andamend it, based on what could be changes in marketactivity or company Mission? Did you discuss theidea that changing conditions may affect the timing ofwhat appeared to be a special opportunity?

You can see how this kind of internal channel ofcommunication, however facilitated, could be criticalto the success of fleet planning and transition.Successful fleet transition is marked by several events,the most important being:

• Is the company Mission continuing to befulfilled by the assets being operated by the flight department?

• Will fleet transition take advantage of favorable market conditions?

Remember there are two sides to every deal, sosupply as well as demand must be tilted in your favor.If your transition plan includes the relinquishment aswell as replacement of existing aircraft, the demandfor relinquished aircraft must have a ready marketand the supply of an appropriate replacement aircraftshould be sufficiently high to yield attractive pricing.

Dialogue between the flight department managerand the Board is valuable and more predictable thanyou might imagine if everyone involved has currentlyaccurate information about shifting Missions andshifting market conditions.

There is high value to having the flight depart-ment and the Board joined at the hip.

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



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Eagle January13 17/12/2012 15:49 Page 1

1992 Falcon 50, S/N 227, 7072.6 TT, Engines on MSP, C Check c/w 9/10,Gear O/Hed 12/03, Aft Lav, TCAS 2, Nice Paint and Interior,

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

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1988 Beechjet 400, S/N RJ-47, 4135.5 TT, 522.8 SMOH, TR’s, Freon,Gear O/H c/w 9/10, Owner Financing Available! Exc Paint andInterior, Asking $875,000.00

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JetBrokers January 17/12/2012 15:52 Page 1

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Asking $2,150,000.00

1979 Citation II, S/N 550-0082, 10258 TT, 2978/2554 SMOH, 1178/773TSHS, Garmin 530/430’s, TR’s, Freon, Aft Baggage, RVSM, Exc Paint &Interior, Asking $650,000.00

1981 Citation II, S/N 550-0295, 8441 TT, 1891/2146 SMOH, 87/361TSHS, TR’s, Freon, Garmin GNS-530/430’s, Skywatch, Phase 5 c/w12/12, Price Reduced to $575,000.00

1993 Citation Jet, S/N 525-0016, 6793 TT, on TAP Elite, GNS-XLS,RVSM, Elem Surv& Flight ID TXPR’s, On Cescom,

Asking $1,150,000.00

2008 Socata TBM850, S/N 440, 1007 TT, Garmin Glass Cockpit,TCAS, TAWS, Delivered with Fresh 1200 Hr,

Asking $2,495,000.00

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

Asking $5,900,000.00

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSNon -61 Engines!, Dual Garmin 430W, Skywatch, Raisbeck PerformanceMods, Asking $1,295,000.00

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

Price Reduced to $2,300,000.00

JetBrokers January 17/12/2012 15:54 Page 2

he simple fact is that business aircraftenable the executive traveler to managehis or her time in the most productivemanner. The following paragraphs pro-

vide just a few tips on whether the aircraft isbeing used effectively by your company.

KEY EMPLOYEE TRAVEL TIME SAVEDIf the aircraft saves travel time, then how muchtime does it save? Increased time spent travelingusually will translate as decreased productivity, ordecreased rest/recuperation time. Programs likeNBAA’s Travel$ense make calculating the timesaved by use of a business aircraft easy.

Time has value. If using the business aircraft

saved three senior executives eight hours’ apiece,then the total time saved was 24 person-hours. Ifthose hours were spent with a major customer,what is the value of that customer? At a mini-mum, what is the value of the executive’s time tothe corporation?

Calculating the time saved should not be amajor undertaking for your flight department. Itcan be estimated, tracked and reported on a regu-lar basis, and will equip you to continue to justifyyour company’s use of Business Aviation.

CUSTOMER TRAVELOne study indicated that up to 93 percent ofcommunication-effectiveness is determined by

Many years ago, we sold a new twin-engine business aircraft to asuccessful entrepreneur, recalls David Wyndham. After the sale weasked him how he could justify the cost of the airplane. “What isthe cost of a divorce?” came his reply.

T

Measuring Success:How do you do it with business aircraft?

�


David Wyndham is an owner ofConklin & de Decker where thefocus of his activities is on air-craft cost and performanceanalyses, fleet planning, and lifecycle costing for clients. Mr.Wyndham can be contacted [email protected]


“Calculating thetime saved

should not be a major

undertaking foryour flight

department. Itcan be

estimated,tracked and

reported on aregular basis...”



Citation SovereignSN 680-0157, Great Corporate Pedigree,One Owner Since New, Power Advantage +,Aux Advantage, Pro Parts, Over $1Maccrued in programs, Motivated Owner,Replacement Aircraft on the way

Conquest IISN 441-0096, Delivered with Zero TimeEngines, Always Corporately Owned &Maintained, SIDs completed,Dual Garmin 430

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

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

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J Hopkinson December 17/12/2012 15:56 Page 1

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Freestream January 21/12/2012 10:21 Page 2


non-verbal cues, which can mean the success orfailure of a contract negotiation or new businessventure. Who are the company’s largest cus-tomers, and how often do they receive visits fromsenior executives? How often does the companybring them to the corporate headquarters formeetings?

Getting new customers will typically takemore effort than retaining the ones you have.Would it be appropriate to arrive for the big pres-entation to a prospective customer with a team oftwo or a team of seven? Is the business aircraftused to facilitate these meetings?

Once more, it should be easy to track what thebusiness purpose is for the aircraft, whether thatbe to facilitate a new client visit, make a salesvisit, provide engineering support, or some othersuch purpose.

If it takes ten visits to three prospects to land amajor client, how much easier would the businessaircraft be to enable these visits to occur, asopposed to attempting this via the Airlines?

TRAVEL BETWEEN CORPORATE LOCATIONSMany companies have operating locations inhard-to-reach areas. One company that I’ve donea study for has four major operating locations infour non-airline-hub locations. The business air-craft keeps the senior executives at each of theselocations connected in person with the companyheadquarters. The company airplane also enablesshort-notice travel to a vital meeting.

This company tracks the number of overnightstays that its executives spend away from theirhome office (i.e. how many overnight stays weresaved by using the business aircraft).

NON-TANGIBLE REWARDSMany of the rewards we value are non-monetary.The buyer discussed in the introduction of thisarticle had not really estimated the cost of gettinga divorce in dollars, but in the loss of a valuedrelationship with his wife and family.

Turnover in key positions means a loss of con-tinuity, a loss of a team’s effectiveness and timespent searching for the new executive that cannotbe spent elsewhere. The business aircraft saves onthe wear and tear of travel and indeed enables thespouse to make it home for their child’s soccergame on a Friday afternoon.

The founder of Zappos, Tony Hsieh, is wellknown for his rise to the top. He’s also wellknown for his corporate culture of happiness. It’sno coincidence that Tony Hsieh uses businessaircraft.

There are many uses for the business aircraft –but they all center around making the most effec-tive use of the time available. There needs to besome measure of how the business aircraft is con-tributing to the success of a company’s mission.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 48

“Many of therewards wevalue are

non-monetary.The buyer

discussed in theintroduction ofthis article had

not reallyestimated thecost of getting

a divorce indollars, but inthe loss of a

valuedrelationshipwith his wifeand family.”



Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

A IRCR A FT SAL ES & ACQUIS IT IO NS

402.475.2611 · www.DuncanAviation.aero/aircraftsales · 800.228.4277

2 0 0 9 G l o b a l E x p r e s s s /n 9 3 0 0

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World Aircraft Sales Ad 12_12_12.indd 1 12/11/2012 1:45:54 PM



As Francis Bacon has it: “Discern of the coming on of years,and think not to do the same things still: for age will not bedefied”. Stuart Hope discusses the insurance issues related toolder pilots and examines how underwriters view and addressthe issue.

Age & Aviation Insurance:Weighing the pros and cons of hiring a veteran pilot.

�



Stuart Hope is a co-owner ofHope Aviation Insurance. Hiscareer as an aviation insurancebroker began in 1979, and todayhe is a frequent speaker/authoron insurance & risk managementtopics. He also serves on theNBAA Tax, Insurance and RiskManagement Committee. Mr.Hope can be contacted at [email protected] robably the benchmark most often used to

define an “older” pilot is the mandatoryretirement age for Airline pilots. In the USAthat limit is 65, increased from age 60 five

years ago by the FAA. Insurance underwriters do nothave a mandatory cut-off for insurability of pilots, butare largely influenced by the age 65 rule.

Typically age is not a factor for corporate aircraftflown by a single pilot who has not reached his or her65th birthday, but for every year past that age, he orshe becomes more difficult to insure (without somemodification to the policy wording, conditions, etc.).Underwriters don’t like to “non-renew” an account,which they are more likely to do as the pilot ages, sothey are reluctant to continue policies beyond 65.

PROS AND CONSAmong the pros of retaining or hiring an older pilot isthat they bring a tremendous amount of experience tothe table for a flight department. Many valuable safe-ty lessons in aviation are simply learned through “theschool of hard knocks” – namely, experience. Manypassengers feel safer with an older more seasonedlooking aviator than with a young “wet behind theears” pilot.

In addition, older pilots typically aren’t looking tomove up the career ladder, thereby making thempotentially stable longer-term employees.

On the flip-side, among the cons of retaining orhiring an older pilot is that they inevitably bring theincreased prospect of a physical event (such as heart

P



General Aviation January 17/12/2012 16:09 Page 1

Aircraft Sales & Acquisitions

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

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

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1996 Citation Ultra | 560-0366

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Citation ExcelCitation Excel

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1981 Citation II | 550-0286

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1985 Challenger 601-1A | 3044

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Citation CJ3Citation CJ31993 Citation V | 560-0208

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1982 Citation ISP | 501-0255

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Learjet 45Learjet 45

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

Aircraft Sales & Acquisitions

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

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

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For full specs & additional photos, please visit our website at www.BellAviation.com

King Air B200 / 200King Air B200 / 200

1979 King Air 200 | BB-545Also Available: BB-1140

1980 Conquest II | 441-0116Also Available: 425-0133

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MeridianMeridian

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1998 King Air 350 | FL-199

Navajo CRNavajo CR

1979 Navajo CR | 31-7912049

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1992 Beech 1900D | UE-5King Air C90King Air C90

1991 King Air C90A | LJ-1274


attack or stroke) occurring while in flight. In addition,motor skills as well as mental acuity decline in ourolder years; for some that happens faster than others.It is for these reasons that insurance companies startto put the brakes on insuring pilots past a certain age.

Further, in the event of an accident where severalpassengers are injured or killed, the plaintiff’s attor-ney representing the passengers or their estates willpaint the aircraft owner as negligent in his utilizationof pilots past the age of 65 since “even the Airlinesknow pilots should not fly past age 65.”

Unfortunately, rightly or wrongly, a jury of yourpeers will get to make that call. It’s not fair, but it’sreality.

ALL INSURANCE CARRIERS ARE DIFFERENTMany insurers have similar views of insuring theolder pilot, but some are more liberal than others.Furthermore, the underwriter’s position dependsgreatly on whether the insurance market is soft orhard. A soft market like we have experienced for thepast four or more years is characterized by low ratesand greater flexibility, making it much easier to placecoverage for accounts with older pilots. In a hard mar-ket, the opposite is true.

Underwriters use different strategies for craftingcoverage for older pilots. If the aircraft is flown single-pilot, some will limit the liability coverage to a lesseramount and provide the higher limit when it is flown

with two qualified pilots. Some insurers will not writeolder pilots on a single-pilot basis but will continue toinsure them up to the age of 80 provided they fly witha co-pilot.

The limit of liability coverage carried has a greatimpact on an underwriter’s flexibility. Naturally, anaccount with a $10m liability limit will be given muchgreater flexibility that one that carries $100m. Themore money on the line, the more conservative anunderwriter will be.

Older pilots can be proactive in addressing anunderwriter’s fears by voluntarily submitting to aFirst Class medical with an EKG on an annual basisand forwarding the results, along with their pilotinformation to their insurance broker. Also, if an olderpilot is in very good shape a picture is worth a thou-sand words. A face-to-face meeting with the under-writer is also advisable.

At the end of the day, your broker can insure justabout any exposure for a price. It is up to you toweigh the cost benefit of your own unique situation inclose coordination with your aviation insurance bro-ker to decide what is best for your operation.

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



“Older pilots can be proactive in

addressing an underwriter’s

fears by voluntarilysubmitting to a

First Class medicalwith an EKG on anannual basis andforwarding the

results, along with their pilot

information totheir insurance

broker”.


Year Model Serial No.1988 Astra 1125 012

1983 Challenger 601-1A 3010

1995 Citation Jet 525-0092



2008 Citation CJ3 525B-0263

2003 Citation Excel 560-5325

2005 Citation XLS 560-5560

1995 Citation VII 650-7050

1985 Citation Super SII S550-0046

1995 Falcon 900B 153

2001 Global Express 9029

2003 Global Express 9085

2001 Gulfstream G200 015

1988 Gulfstream GIV 1057

1989 Gulfstream GIV 1107

2000 Gulfstream GIV/SP 1433

2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

1999 King Air 350 FL-226

1997 Learjet 31A 147

2002 Learjet 31A 239

1996 Learjet 60 085

2002 Learjet 60 244

2007 Learjet 60XR 320

2002 Piaggio Avanti P180 1050

1994 Sikorsky S-76B 760416

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O'Gara January 19/12/2012 09:47 Page 2

n issue that commonly arises whenestablishing policies governing use of acorporate aircraft is whether or not to

allow executives to use it totravel between their resi-

dences and their worklocations, and how to

account for such air-craft use for incometax purposes. Theissue becomes par-ticularly complexwhen an executivehas a primary orsecondary residencein a part of thecountry other thanthe executive’s prin-cipal place of busi-ness, or when theexecutive frequentlytravels to othercities for business

purposes. Thisarticle discusses

how to deter-mine when

such air-craft

use is

deductible as a business expense, and when suchuse is considered personal use of the corporateaircraft.

IRS regulations provide that commutingexpenses are generally non-deductible personalexpenses rather than business expenses. However,as discussed in prior Business Aviation and theBoardroom editions, expenses incurred by anemployer to provide air transportation to anemployee for the employee’s personal benefit aredeductible (subject to the limitations imposed byIRC § 274 with respect to Entertainment Flights) ifthe employer imputes income to the employee forthe value of the flight. This includes costs ofemployer provided that air transportation consti-tutes commuting.

WHEN TRAVEL IS NOT COMMUTINGNot all travel between an executive’s residenceand places where business is being conducted iscommuting, however. Most travel to or from busi-ness locations other than an executive’s primaryplace of business is not considered commuting,even when such travel originates or terminates atthe executive’s residence. In such cases, the flightsare considered business travel, not personal, andno income should be imputed to the executive.

For income tax purposes, the word “home”refers not to a person’s primary residence, butrather, (somewhat counter-intuitively) to the per-son’s regular or principal place of business. Wherethere is a question as to which of two or moreareas is a taxpayer’s “home”, all the facts andcircumstances of the particular situation will beconsidered. In Francis J. Markey v. Commissioner,the 6th Circuit indicated that some of the moreimportant factors to be used in determining whicharea is the taxpayer's "home" for tax purposes are:

(1) The total time ordinarily spent in performing duties in each area;

While simply commuting between home and office is notconsidered a business expense, there are circumstanceswhere travel between a place of residence and worklocations can be deemed deductible, observes Troy Rolf.

Knowing The Difference:Distinguishing between business travel and commuting.

�


Troy A. Rolf, a business aviationand tax attorney, manages theMinnesota office of GKG Law,P.C. Contact him via email [email protected].


A



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Boutsen January 17/12/2012 16:34 Page 1

Boutsen January 17/12/2012 16:34 Page 2


(2) The degree of the individual's business activityin each area; and

(3) The relative significance of the financial return from each area.

Generally speaking, if an employee’s residence(whether primary or secondary) is located in a cityor general area other than the city or general areain which the employee’s tax home is located (i.e.,the city or general area in which the employee’sregular or principal place of business is located),flights between the employee’s residence and hisor her regular or principal place of business consti-tute commuting (and therefore personal) travel,not business travel.

Conversely, travel between an employee’s resi-dence and a temporary work location (such astravel to attend a business meeting) will be consid-ered business travel, not commuting, and thereforenot personal.

Similarly, when an employee’s work requiresthe employee to travel between two or moreplaces of business, travel between the two placesof business is generally considered business travel.This can be true even when the employee’s resi-dence is located in the same city or general area asthe employee’s secondary place of business, but

only if the employee travels directly between theprincipal place of business and the secondaryplace of business without intervening travelto/from the employee’s primary residence, andthere is a legitimate business purpose for the trav-el between the principal and secondary places ofbusiness other than tax avoidance.

In other words, one cannot maintain, and/ortravel to or from a secondary place of businessprincipally to convert commuting travel to busi-ness travel.

This article provides a very brief introductionto the issues related to when travel between a resi-dence and a work location is considered personalcommuting and when such travel is considereddeductible business travel. The tax rules governingwhether such travel is personal commuting orbusiness are indeed complex.

Boards of directors should consult experiencedaviation tax counsel for a more thorough explana-tion of the rules and the tax consequences of suchuse.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]



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

avbuyer.com/dealers

“...one cannotmaintain,

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commutingtravel to

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ize is often used as a measure of quali-ty or desirability. While the sayinggoes, “good things come in small pack-ages”, the pragmatic view would bethat some big things need equally big

packages, and so it is with Business Aviation.Some days, the mission commands an aircraft of

larger capacity. In respect to that, this month ourvalue examination focuses on our definition ofLarge Cabin business jets.

THINKING BIG WHEN SIZE MATTERS: People deal with the concept of size on a fairly rou-tine basis, usually with little thought to the relativityof the concept. What constitutes small to one mayappear large to another; what amounts to huge on

my scale might only tip the scales toward mediumfor you.

In aviation, one usually deals in such relativitieswith reference to weights. For the purpose of thismonth’s focus on Large Cabin jets we categorize air-craft MTOW roughly between 36,000 pounds and100,000 pounds (the latter figure once constitutingthe upper limits of business turbojet and turbofanjet airplanes). The advent of the additional, moreniche-focused Ultra-Long-Range airplanes and theBusinessLiner segments have since stretched thoselimits.

PERFORMANCE CONSIDERATIONS: Large Cabin jets offer plenty in their favor. First,however, if there’s one defining negative element of

Some missions call for more than a Light or Medium Jet.Sometimes it takes a larger jet to handle a large job -hence the ongoing appeal of the Large Cabin jet.

S

The Large Cabin Choice:For the times that size matters.

�



“For thepurpose of thismonth’s focuson Large Cabin

jets wecategorize

aircraft MTOWroughlybetween

36,000 poundsand 100,000

pounds.”

BG 8 JAN13Tues_FinanceSept 18/12/2012 16:28 Page 1

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Call/Email For Details

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

[email protected]

US office: MesaTel. +1 480 396 9086Fax.+1 480 393 7008

[email protected]

US office: AtlantaTel. +1 770 331 [email protected]

Aradian January 19/12/2012 14:33 Page 1


the Large Cabin jet and its upsize kin it’s in the run-way lengths they typically require. Runways longerthan 6,000 ft (ideally longer than 7,000 ft) makeaccess comfortable, particularly when the airportelevation is high or on days when the temperatureis warm. As density altitude increases, so do run-way requirements – but that’s not unique to thelarger jets.

Many paybacks counter-weigh the runway num-bers. The key elements of this category’s appealinclude speed, cabin size and range.

SPEED & RANGE:The main differentiator between Large Cabin jetsand their purpose-built Ultra-Long-Range counter-parts generally stem from the larger fuel capacitiesand the higher gross weights the latter categoryneeds to go enormous distances.

Otherwise, the average Large Cabin and Ultra-Long-Range airplanes share more in common thanthey differ, with similar cabin sizes and comparablecruise speeds. Speeds ranging roughly between 450and 500 ktas are the overall trend for the LargeCabin segment.

Seats-full range capabilities typically up to, andinto the 5,000-nautical mile range make Large Cabinjets effective non-stop continent- and ocean-crossingmachines: and the fewer the stops, the shorter theoverall trip time.

SIZE: Where the Large Cabin airplanes really excel (as thename would suggest) is in their cabin capacities. Acabin for this category of jet typically will stretchfrom 30, into the 40 feet range (or slightly more),enabling operators to enjoy a wider array of finish-ing options and office-like features than jets in thesmaller segments. Cabin heights in excess of 6ft isthe norm, and seating capacity, depending on con-figuration, of eight to eighteen is typical for this cat-egory of aircraft.

Naturally, the size and range capabilities of LargeCabin jets don’t come cheaply; you’ll need a largerfuel budget, more hangar space, a larger mainte-nance budget and, for safety and utility, a crew ofthree: two on the flight deck, and a professionallytrained Flight Attendant for the cabin.

Essentially, for the company with the need andbudget, the Large Cabin business jet will rarely, ifever prove too small – and will only occasionally betoo large for an airport you’d prefer. For cases likethose, you can always charter, just as the small air-craft operators do, when they need to up-size for theoccasional trip.Note: We have included 34 aircraft models in the

following Large Cabin jets price guide, however, foradditional assistance and interest, Conklin & deDecker Performance and Specifications data forthese Large Cabin models can be referred to begin-ning on page 66 of this issue.

LARGE CABIN JET PRICE GUIDEThe following Large Cabin Jets Average Retail Price

Guide represents current values published in theAircraft Bluebook – Price Digest. The study spansmodel years from 1993 through Winter 2012. Valuesreported are in USD millions.

Each reporting point represents the current aver-age retail value published in the Aircraft Bluebookby its corresponding calendar year. For example, theBombardier Global Express XRS values reported inthe Winter 2012 edition of the Bluebook show $34mUSD for a 2005 model, $36m USD for a 2006 modeland so forth.

Aircraft are listed alphabetically. With the read-er’s knowledge of aircraft, equipment, range andperformance, the following Guide allows the readerto determine the best value range for consideration.

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

“...for thecompany withthe need andbudget, theLarge Cabin

business jet willrarely, if ever

prove too small.”


BG 8 JAN13Tues_FinanceSept 18/12/2012 16:29 Page 2



LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDEWINTER 2012

BOMBARDIER CHALLENGER 850ER 30.2 24.0 22.0 20.0 19.0 18.0 17.0

BOMBARDIER CHALLENGER 605 30.16 23.0 21.0 19.0 18.0 17.0

BOMBARDIER CHALLENGER 604 14.0 13.3 12.5 11.5 10.9

BOMBARDIER CHALLENGER 601-3R

BOMBARDIER CHALLENGER 300 24.33 19.0 18.0 16.2 15.0 14.0 13.0 12.0 11.0 11.25

BOMBARDIER GLOBAL 6000 58.5

BOMBARDIER GLOBAL 5000 48.6 42.0 39.0 37.0 35.0 32.0 30.0 27.0

BOMBARDIER GLOBAL EXPRESS XRS 58.5 49.0 47.0 44.0 41.0 38.0 36.0 34.0

BOMBARDIER GLOBAL EXPRESS 30.0 27.0 25.0

DASSAULT FALCON 7X 52.2 47.0 44.0 41.0 39.0 38.0

DASSAULT FALCON 2000LX 32.3 26.0 24.6 22.7 20.8 19.3

DASSAULT FALCON 2000DX EASY 20.0 16.5 15.0

DASSAULT FALCON 2000EX EASY 21.8 19.3 17.8 16.8 16.2 15.8

DASSAULT FALCON 2000EX 14.8 13.8

DASSAULT FALCON 2000 12.8 12.3 11.8 11.6 10.6

DASSAULT FALCON 900LX 42.4 38.0 35.0

DASSAULT FALCON 900EX EASY 34.0 31.0 28.0 27.0 26.0 25.0 24.0 23.0

DASSAULT FALCON 900EX 19.8

DASSAULT FALCON 900DX 25.0 21.5 20.5 19.5 18.5 17.5

DASSAULT FALCON 900C 17.8 16.7 16.0

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000 52.5 48.0 45.O 43.0

EMBRAER LEGACY 650-135BJ 29.9 27.0 24.0

EMBRAER LEGACY 600-135BJ 25.9 24.0 21.0 17.0 15.0 13.5 12.7 12.2 11.5 11.0

GULFSTREAM G650 64.5

GULFSTREAM G550 56.2 49.0 46.0 44.0 42.0 38.0 36.0 35.0 34.0 32.0

GULFSTREAM G500 48.2 42.0 39.0 34.0 32.0 31.0 28.0 27.0 25.0 24.0

GULFSTREAM G450 39.9 34.0 30.0 28.0 26.0 25.0 22.0 21.0 20.0

GULFSTREAM G400 17.0 16.0

GULFSTREAM G350 34.9 29.0 25.0 24.0 23.0 20.0 18.0 17.0 16.0

GULFSTREAM G300 13.0 12.0

GULFSTREAM G280 24.0

GULFSTREAM GV

GULFSTREAM G1V-SP

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

MODEL

YEAR OF MANUFACTURE$

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

2003US$M

Retail Price Guide Dec12_PerfspecDecember06 18/12/2012 16:34 Page 1



What your money buys today

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

9.8 9.0 8.6 8.1 7.7 7.3 7.0 BOMBARDIER CHALLENGER 604

4.8 4.6 4.4 4.2 BOMBARDIER CHALLENGER 601-3R

BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000

BOMBARDIER GLOBAL 5000

BOMBARDIER GLOBAL EXPRESS XRS

24.0 23.0 22.0 21.0 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASY

DASSAULT FALCON 2000EX EASY

DASSAULT FALCON 2000EX

10.1 9.6 9.1 8.6 8.1 7.6 7.1 6.6 DASSAULT FALCON 2000

DASSAULT FALCON 900LX

DASSAULT FALCON 900EX EASY

18.9 18.0 17.3 16.3 15.5 15.0 14.5 13.0 DASSAULT FALCON 900EX

DASSAULT FALCON 900DX

15.5 15.0 14.0 13.0 12.0 DASSAULT FALCON 900C

12.6 12.3 11.6 11.2 10.5 10.0 9.5 9.0 DASSAULT FALCON 900B

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

10.5 EMBRAER LEGACY 600-135BJ

GULFSTREAM G650

GULFSTREAM G550

GULFSTREAM G500

GULFSTREAM G450

GULFSTREAM G400

GULFSTREAM G350

GULFSTREAM G300

GULFSTREAM G280

25.0 24.0 23.0 22.0 21.0 20.0 19.0 18.0 GULFSTREAM GV

14.5 13.5 13.0 12.0 11.5 11.0 10.5 10.0 9.5 9.0 GULFSTREAM G1V SP

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

1993US$M

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

MODEL

YEAR OF MANUFACTURE$

Retail Price Guide Dec12_PerfspecDecember06 18/12/2012 16:34 Page 2

n this month’s AircraftComparative Analysis, weprovide information on theCessna Citation Excel. We’llconsider some of the produc-

tivity parameters including payload, range,speed and cabin size, along with currentmarket value. The field of study alsoincludes Bombardier’s Learjet 40.

BRIEF HISTORYThe Citation brand encompasses six distinctfamilies of aircraft. The Excel, the CitationXLS and the Citation XLS+ comprise one ofthese families. In total 372 Citation Excel(Model 560XL) aircraft were built from 1996to 2004. The first flight of the Citation Exceltook place on February 29, 1996. By the timeFAA certification was granted in April 1998,Cessna held over 200 orders for the aircraft.

The 100th Excel was delivered in August2000 at a time that the Wichita production

line was producing an aircraft every threedays. Of the over 6,500 business jets built byCessna, the Citation Excel ranks fourth onthe OEM’s list of individual models built(by units) behind the Citation II, Mustangand CJ3.

Rather than being a direct variant of

another Citation airframe, the Excel was acombination of technologies and designs.The Citation Excel is a growth/derivativevariant of the Citation V and Citation Ultrawith a shortened Citation X stand-up fuse-lage and a lengthened Citation V wing. Itutilizes two Pratt & Whitney PW545A

by Michael Chase


❯

I

Cessna Citation Excel

AIRCRAFT COMPARATIVE ANALYSISCESSNA CITATION EXCEL

LEARJET 40

Learjet 40

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

20,000

20,350

EXCEL 6,740

5,375

2,500

2,282

960

1,507

1,839

1,707

1,045

1,115

Max P/Lw/avail fuelIFR Range

(nm)

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

TABLE A - PAYLOAD & RANGE

AirCompAnalysisJan13_ACAn 18/12/2012 16:48 Page 1

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

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

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

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


engines, and an advanced avionics suiteincludes a Honeywell Primus 1000 flightguidance system and a single AlliedSignalflight management system. This aircraft canbe RVSM certified when Service Bulletin SL-560XL-34-02 is complied with. The Excelcan climb to a maximum flight level of45,000 feet.

PAYLOAD AND RANGEThe data contained in Table A (previouspage) is published in the B&CA May 2012issue, but is also sourced from Conklin & deDecker. As we regularly state, a potentialoperator should focus on payload capabilityas a key factor. The Citation Excel ‘Availablepayload with Maximum Fuel’ at 960 poundshas less payload capability than the Learjet40 (1,507 lbs).

CABIN VOLUMEIn spite of its lower available payload withmaximum fuel weight, according to Conklin& de Decker, the cabin volume of theCitation Excel at 461 cubic feet is 25 percentlarger than that of the Learjet 40 aircraft (368cubic feet) as shown in Chart A (left).

POWERPLANT DETAILSEach of the Citation Excel’s Pratt & WhitneyCanada PW545A engines offer a thrust rat-ing of 3,804 pounds. The Learjet 40, mean-while, is powered by a pair of HoneywellTFE 731-20AR engines, each with a thrustrating of 3,500 pounds.

Table B (left), sourced from the AircraftCost Calculator, shows the fuel usage ofeach aircraft in our field of study. TheCitation Excel - at 258 gallons per hour(GPH) - uses 41 gallons per hour (or 18.9%)more fuel than the Learjet 40 at 217 GPH.

COST PER MILE COMPARISONSUsing data published in the May 2012B&CA Planning and Purchasing Handbookand the August 2012 B&CA OperationsPlanning Guide we will compare our air-craft. The nationwide average Jet-A fuel costin the August 2012 edition was $6.30 pergallon at press time, so for the sake of com-parison we’ll chart the numbers as pub-lished.

Note: Fuel price used from this source doesnot represent an average price for the year.

Chart B (left) details ‘Cost per Mile’, andcompares the Citation Excel to the Learjet 40factoring direct costs, and with each aircraftflying a 1,000nm mission with 800 pounds(four passengers) payload.

The Citation Excel cost at $4.91 per nauti-cal mile is higher than the Learjet 40 at $3.73by some 32 percent.

US $ per nautical mile

$2.00 $4.00 $0.00

EXCEL

$6.00

$4.91

Learjet 40

*1,000 nm mission costs

$3.73


TABLE B - FUEL CONSUMPTION

Learjet 40

Model Fuel Usage (GPH)

Excel 258

217

Source ACC - www.aircraftcostcalculator.com

CHART C - VARIABLE COST

US $ per hour

$1,500 $1,000

EXCEL

$1,623 Learjet 40

$2,000

$1,962

$2,500

CHART B - COST PER MILE *

Cubic Feet

200 100

EXCEL 461

Learjet 40

300 400 500

368

CHART A - CABIN VOLUME



❯


TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’, illustrated in ChartC (bottom, left), is defined as the cost of FuelExpense, Maintenance Labor Expense,Scheduled Parts Expense and Miscellaneoustrip expense. The total variable cost for theCitation Excel at $1,962 has a 21% highervariable cost per hour compared to theLearjet 40 at $1,623.

PRODUCTIVITY COMPARISONSThe points in Chart D (right) center on theExcel and Learjet 40 aircraft. Pricing used inthe vertical axis is as published in Vref. Theproductivity index requires further discus-sion in that the factors used can be somewhatarbitrary. Productivity can be defined (and itis here) as the multiple of three factors.

1. Range with full payload and available fuel;

2. The long-range cruise speed flown to achieve that range;

3. The cabin volume available for passengers and amenities.

The result is a very large number so forthe purpose of charting, each result is divid-ed by one billion. The examples plotted areconfined to the aircraft in this study. A com-puted curve fit on this plot would not bevery tight, but when all business jets are con-sidered the “r” squared factor would equal anumber above 0.9. Others may choose differ-ent parameters, but serious business jet buy-ers are usually impressed with price, range,speed and cabin size.

After consideration of the price, range,speed and cabin size, we can conclude thatthe Citation Excel aircraft, as shown in theproductivity index Chart D, is productivecompared to the Learjet 40. In spite of itshigher operating costs, the Excel has a largercabin volume which many operators value.This comes at a higher cost, however.According to Vref, a 2004 model CitationExcel costs $4.4m, whereas a Learjet 40 of thesame year retails for $3.0m (as represented inour Productivity Chart).

Table C (right) represents the average pre-owned retail price from Vref for each aircraft.The last two columns of information showthe number of aircraft in-operation, and thepercentage “For Sale”, as per JETNET. It isinteresting to note that with 369 aircraft in-operation today (42 are leased, 95 are used incharter ownership), only 8.7% of the CitationExcel fleet is currently for sale (traditionally aseller’s market). The Learjet 40 is in a buyer’smarket position with 17.5% of the fleet of 40aircraft for sale.

IndexP

ric

e (

Millio

ns)

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

$3.0

0.230 0.2500.240 0.260

$5.0

$6.0

Learjet 40 ‘04

EXCEL ‘04$4.0

$2.0

TABLE D - AIRPORT PERFORMANCE CRITERIA (FT)

Learjet 40

Model TOFL*

EXCEL 3,590

4,680

* SL Elev. ISA Temp. ** 5,000ft. @25 degrees CSource: B&CA magazine. Conklin & de Decker

5,770

5,690

4,917

4,033

TOFL** Landing

CHART D - PRODUCTIVITY

Model

LongRangeSpeed

CabinVolume(Cu Ft)

Max P/Lw/avail

Fuel Range (nm)

%For Sale

In -Operation

EXCEL

Learjet 40

373

428

Vref RetailPrice $m

461

368

1,045

1,115

$2.8m (’98)$4.4m (’04)

369

40

8.7%

17.5%

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET;

2012 Operations Planning Guide B&CA Aug. 2012; Vref

$3.0m (’04)$4.0m (’07)

TABLE C - COMPARISON TABLE




AIRPORT PERFORMANCEThe airport performance illustrated inTable D (previous page) includes airportlanding and take-off field length (TOFL)for each aircraft. The Excel aircraft has theadvantage of take-off field length at ashorter distance (3,590ft.), while theLearjet 40 can land at shorter distance(4,033ft).

LOCATION BY CONTINENTTable E (right), meanwhile, offers a break-down of the location by continent for thewholly-owned Citation Excel fleet. NorthAmerica is home to the majority of thefleet (208 units, or 69%), followed byEurope with 18% (55 jets). Currently,twelve Citation Excel aircraft are inshared-ownership, and 57 are in a fraction-al-ownership arrangement.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the key attributes

that business jet operators value. However,there are often other qualities such as serv-ice and support that factor in a buyingdecision, but which are beyond the scopeof this article.

The Citation Excel business jet has itsadvantages - so those operators in themarket should find the preceding compari-son of value. The aircraft is very popularand operated by private individuals, com-panies, fractional and charter operatorsand aircraft management companies. Our

expectations are that the Citation Excelwill continue to do very well in the pre-owned market for the foreseeable future.For more information:Michael Chase is presidentof Chase & Associates, andcan be contacted at 1628Snowmass Place, Lewisville,TX 75077; Tel: 214-226-9882; Email: [email protected]: www.mdchase.com

Location of Aircraft By Continent

Make/Model Africa

Asia Australia/ Oceania

Europe

North America

South America

Total

CITATION EXCEL 9 208Fleet Percentage 1% 0% 18%

Twelve (12) aircraft are in shared ownership arrangements and 57 are in a fractional programSource: JETNET STAR Reports

069% 8%

243%

4 55 300100%

TABLE E - LOCATION BY CONTINENT


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e are currently engaged in help-ing a first-time buyer acquire alarge aircraft. We are employingthe principles and practices wehave talked extensively about

within past editions of this column, all ofwhich are ultimately intended to help theclient narrow their focus for the type of air-craft needed to fulfill the mission. This processcan be likened to driving initially on a multi-ple lane interstate highway, then exiting theinterstate and taking a narrow two-lane roadleading to a turning onto a long, one-lanedriveway that finally brings you to your spe-cific destination.

This arrival at your destination representsyour selection of the ultimate aircraft of choicefor your needs. It sounds easy, especially withthe use of a GPS or other such guidancesystem.

So what is that guidance system used tohelp the client navigate the road to success inidentification of a specific type of aircraft topursue? With our current client, there aremany critical variables to identify and workwith to achieve the ultimate success. Forinstance, if you start - like I always do - with asimple set of city-pairs, it might quicklybecome apparent that the destination airporttraveled to with some regularity has a fairlyshort runway. Thus, if you take that one desti-nation and review the list of initial aircraft forcomparison, the list could be dramaticallyshortened by that one airport’s limitations.Consider this list revision to be the equivalentof turning off the interstate and on to the two-lane road.

It is often the case that one specific criteri-on can quickly reduce the number of aircraftfor consideration. Next come the range limita-tions of the remaining aircraft on the list.When, combined with passenger/fuel loadson typical missions to obtain the MGTOW cal-culations, this can help the team continuedown the two-lane road with confidence.

It may be during this phase that the listwill be shortened again on the basis of rangeand appetite of the client to make stops en

route or not. Often with International travelfactored, range can be critical - especiallywhen confronted with the idea of potentiallyhaving enforced fuel stops in unfriendly partsof the world.

As the journey progresses down the two-lane road, the next important step is to deter-mine whether Charter and AircraftManagement will be a component of the pur-chase. If the answer is “Yes”, it will be impor-tant to try to select, and engage the preferredManagement company early in the process.Their participation in the selection of aircraftas well as their inspection and conformityrequirements is critical. There is nothing thatshapes a bad outcome quite like a broker whomakes all the decisions before dropping thenewly acquired aircraft off on the ramp of theManagement company and expecting them totake responsibility for everything. TheManagement company must have ownershipof the process early so that they can take someof the responsibility.

Returning to the ‘shorter runway’ factorabove, wouldn’t it be terrible if you madedecisions about aircraft type leading to anacquisition, only to find that the Managementcompany cannot allow their pilots to operateout of a runway of the length that is critical toyour mission need? Additionally, if charterrevenue is important to offset your ownershipcosts, and you were to pick an airplane with-out first discussing it with the charter compa-ny, you could find that the charter companywould have advised an airplane from yourshortlist with much better charter appeal inthe market you are operating in if you hadonly made them privy to your planning.

Of course once you choose the type of air-craft, the focus process starts all over againbecause now you must take the entire list ofthat aircraft type that are ‘for sale’ intoaccount and search for the best one available.You have effectively just turned back on theinterstate. The way ahead that leads to yourfinal two-lane road stretch seeks to narrow thelist by interior configuration, installed avionicsequipment and office-in-the-sky capabilities.

Then you mustdetermine the moti-vation of the indi-vidual sellers, andthe asking prices ofthe offerings.

Once you’re backon the two-laneroad, further investi-gation is requiredinto the individualaircraft still beingconsidered - including their records historyand specific condition. Deeper digging willreveal the proximity to specific major airframeor engine costs, and as this becomes clear, youmake a right turn onto the one-lane driveway.

This process of focus enables you to getright up to the front door of a very specificlocation. There can be no substitute for accu-rate planning and guidance to get here. Nor isthere a substitute for being right the first time.After all, don’t you feel bad when you knockon the wrong door, thinking you are at thehouse you were invited to for dinner?Especially so if you are not even in the rightneighborhood!

That mistake would have never occurred ifyou would have set the right address in theGPS, followed the direction and stayedfocused.

❯ Jay Mesinger is the CEO and Founder of J.Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman of AMAC.He served on the Duncan Aviation Customer AdvisoryBoard for two terms and is now on the Jet AviationCustomer and Airbus Corporate Jets Advisory Boards.Jay is also a member of EBAA and the ColoradoAirport Business Association (CABA). If you wouldlike to join in on conversations relating to trends inBusiness Aviation, share your comments on Jay’sblog www.jetsales.com/blog, Twitter and LinkedIn.More information visit www.jetsales.comDo you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


The Focused Road To Happiness

THE AVIATION LEADERSHIP ROUNDTABLE

W

JMesingerJan13_JMesingerNov06 18/12/2012 10:46 Page 1


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P75_JMesingerNov06 19/12/2012 11:21 Page 1


Pre-Owned AircraftSales Trends

PRE-OWNED A/C SALES TRENDS

Tune out the noise andfocus on the market:Price airplanes to sell...by Fletcher Aldredge

ow that we think we know whatthe new business/tax/health-care landscape looks like for thenext four years, businesses canstart hiring again, putting Amer-

ica back to work – right? Well, not exactly.As Gilda Radner used to say, “It’s always

something!” And, this something is huge. It’scalled the debt cliff. Even though we haveseen spotty good news, such as the improvinghousing market, concern over what lawmak-ers will or won’t do regarding our nationaldebt is likely to keep most of us uneasy.

PISTON SINGLES & TWINSFuel prices and maintenance costs continue todampen the piston twin market as well as thelarger singles. Many owners of aging aircraftpostpone maintenance and panel upgrades,but – if you’re going to fly – fuel is the one costthat can’t be deferred.

The Vref Light Single Index fell 1.4% in valueduring the previous quarter (seeVrefOnline.com). Complex Singles droppedan average of 1%, while Light Twins lost 1.5%.Surprisingly, Pressurized Twins remained al-most even, losing less than 1%.

Cessna 421s and 340s are still seen as amore affordable alternative to a turboprop. Intoday’s market, priced-right and squawk-freeis the only kind of airplane enjoying goodactivity.

TURBOPROPS AND JETSWhile the average turboprop remains rela-tively flat, jets do not. Prices for the average jetmay be perceived as falling at a slower rate,but they are still falling. One dealer summa-rized it this way: “This is the most pricedriven market I’ve ever seen.”

The Vref Light Jet Index dropped 3.4% inthe recent quarter. The Mid-Size Jet Index lost9.4% in value, and Large Jets lost an averageof 5.9%. What continues to drive this marketdown?

Certainly the most talked about story is theHawker Beechcraft bankruptcy. Many wonderhow that will affect future values. For thenear-term it can’t be a good thing, but thatalone does not explain the continued erosionof other airplanes.

What does is quite simply ‘supply and de-mand’. Take, for example, the Challenger604… there are nearly 70 available right now.

N

Pre-OwnedOct12_Pre-Owned Sales Jan06 18/12/2012 10:55 Page 1

We think many dealers and brokers hada good, some say verygood, past four years.The one thing they all had in common is an understanding

that we are operatingin a free market.

PRE-OWNED A/C SALES TRENDS


That’s 18% of the fleet. This soft market hasspread to Falcon 2000s and even EmbraerLegacy 600s, of which 17% of the fleet is forsale. Since there is little-or-no brand loyaltythese days, buyers simply migrate to the bestdeal. In some cases that best deal might be aheavily discounted brand new airplane.

Almost every manufacturer has had toslash prices in order to clear out new inven-tory. This can have a crushing effect on theirown pre-owned fleet.

THE NEXT FOUR YEARSIt is no secret that GA is a somewhat conserva-tive industry. Ok, seriously, we might be a lit-tle right of the NRA. We’ve had a fewconversations with dealers lately who are nottoo optimistic about the next four years. Theyare thinking about moving to a foreign land.

What about ‘taxmaggedon’? We are opti-mistic a solution will be reached. It may not bethe grand plan we are hoping for, but it willprobably work (at least temporarily) and lifewill go on. Rest assured, if the world comes toan end it will be no more related to politicsthan the Mayan calendar.

What do we really think? We think many

dealers and brokers had a good, some say verygood, past four years. The one thing they allhad in common is an understanding that weare operating in a free market. Obviously, thismarket — and the economy — is still fragile.However, aircraft prices have always been de-termined by supply and demand. The govern-ment will not hurt us anymore than it willhelp us. Therefore, we cannot wait for ourteam to get the ball before playing the game.

The more successful brokers wasted nary aminute complaining about some terrible thingWashington was doing to them, or going to doto them. They assessed the market and went towork selling airplanes.

Note to buyers: There has never been —and may never be — a better time to buy.

There will always be something to worryabout - pundits on both sides will make sureof that. A difficult challenge of the comingmonths — maybe years — will be to tune outthe noise and focus on the job at hand. Stay fo-cused on the facts. In aviation, that meanskeeping up with the market and pricing air-planes to sell.

❯ More information from www.vrefonline.com

Pre-OwnedOct12_Pre-Owned Sales Jan06 18/12/2012 10:56 Page 2


“The core concept has always been to earn the right to

buy and sell aircraft on behalf of the

clientele by providinggreat consulting advice, market intelligence and

peerless execution.”

- Guardian Jet History

heir booth stood as a 20-by-20island on the exhibit floor of the65th Convention of the NationalBusiness Aviation Associationinside the Orange County

Convention Center North. But the 400 squarefeet was too small a footprint to contain theenthusiasm and energy of the Dwyer Brothersand the other staff of Guardian Jet LLC. As its11th year in business drew near its end, broth-ers and managing partners Don and MikeDwyer and Michael Mikolay, Executive VicePresident and Director of Operations, exudedan aura of energy and enthusiasm about thecompany’s prospects and success going into2013.

Mike Dwyer and Michael Mikolay co-founded the company in January 2002 andDon joined the team after leaving HawkerBeechcraft Corp. in 2010, and the trio has beenfinding significant interest in a new servicedevelopment launching in 2013 – ‘The Vault’.

“The Vault,” Don quickly explained, “is anonline platform that provides clients withcomplete access to all the tools in our kit, 24-hours a day, from anywhere in the world.”

It’s a facility created in-house by a small,nimble, deep company that offers its clients

services in fleet planning, transportationconsulting brokerage services and acquisitionassistance – in whatever a client needs tomaximize and rationalize its business-traveldollars.

Don explained, “Sometimes that means aclient comes to you to study its needs and tosell and airplane, but after researching theclient’s needs and situation, we explain tothem why now may be a bad time to try to selland buy something different. They tend tolook at you with the question obvious on theirface: I thought you were in the business of sell-ing jets…?

“We’re ultimately in the business of satisfy-ing clients by helping them do the most withtheir assets – and that’s not always fulfilled byselling, or buying a different airplane.”

THE SLOW-BUILD OF A SOLID FOUNDATIONBack in 2002, Guardian Jet started out aim-ing for a high level of service as the key towinning clients and turning a profit. Thechurn started as slowly as you mightexpect for a fledgling LLC with a staff oftwo. Between forming in January and for-mally opening their doors in April, the

Guardian Jet In 2013:

GUARDIAN JET PROFILE

T

Opening The Vault on Client Service.by Dave Higdon

DON DWYER MIKE DWYER MICHAEL MIKOLAY

Guardian Jet_Gil WolinNov06 19/12/2012 09:55 Page 1

SCREENSHOT FROM GUARDIAN JET’S 20/20 ONLINE GATEWAY

two Mikes pitched their first prospect,landed their first listing and made the“cash register ring” for the first time (tothe tune of a $2,000 consulting fee on aCitation).

Then the doors formally opened, on TaxDay, April 15. By year’s-end the pair hadlanded their first large-cabin listing, theirfirst Falcon listing, their first helicopterlisting – and a project to produce a fleettransition for a new client.

The next year business grew in earnest,and the pair added staff to support theirgrowing listings and expanding successes.By 2011, the company had its first 30-transaction year and in September of lastyear launched its interactive website andThe Vault. (Guardian Jet also launchedMarket Survey 2013, a ground-breakingturbine-market software tool to support itscustomers’ needs and its services.)

All the way through those 10 years thecompany’s Fortune 100 penetration grewfrom the first year’s two-percent to 27 per-cent at the end of 2012. All the while, thecompany’s consulting services haveincreased hundreds of times over – nearly400 percent in 2011 alone.

EXPERTISE, INNOVATION &INTELLIGENCE“The key to our success is really in the peopleon our team,” explained Don Dwyer. “We hirefor talent; for attitude and dedication to pro-viding clients with the best of our services -whether it’s consulting, fleet planning, anacquisition or disposition.”

Beyond the Dwyer Brothers and Mikolay,Guardian Jet’s staff also includes Stan Smith,director of technical services and BenSchiraldi, a CPA and the LLC’s treasurer.Guardian Jet boasts sales and acquisition part-ners Edward Osgood, based in Florida, andFred Clarey in Southern California. AlenaShepard, one of the first hires, leads the con-sulting team while Lenny Huntley spearheadsthe information technology (IT) and softwaresolutions areas.

Staff today totals 17 people, includingGuardian’s consulting team, which boasts fivestaffers with graduate degrees in business,three Airline Transport Pilots (ATPs), twomore CPAs, an IT professional and fourMarket Analysts. And that’s the consultingside!

Over on Guardian’s brokerage side, the“transactional experience” includes people

with backgrounds at more than seven differentmanufactures, and the cumulative experiencegained through thousands of transactions cov-ering everything from business rotary aircraftto ultra-long-range jets. Depth is importantwhen a company sets its sights as high asGuardian has.

GUARDIAN 20/20 & THE VAULTLate in 2012 Guardian Jet launched a newonline gateway geared to improving commu-nications with all of its clients and to helpthem stay abreast of Guardian’s efforts.Following on from a 2010 launch of 20/20Guardian introduced The Vault at the 2012NBAA Convention.

The 20/20 “dashboards” are online interac-tive displays providing Board-level visual pre-sentations about a client’s flight department,including supporting data right behind thecharts in a drill-down format, with five majorfocus areas: corporate overview; travel data;annual budget data; capital budgeting criteria;and current aircraft-market conditions. Thegoal, Don Dwyer explained, is to help clientsunderstand their situation so they can makebalanced judgments on future operations,travel and expenditures. ❯




■

More far-reaching than 20/20 is The Vault,which, as the Dwyer brothers explained it, is anew chapter in Guardian Jet’s continuingleadership in consulting and brokerage. TheVault brings to clients the online capabilities ofGuardian’s 20/20 Aviation Planning andReporting Software, expanding it to cover theentire Guardian Jet Product Catalog. As com-pany staff explained it, The Vault is poweredby a revolutionary new software product.

Market Survey 2013 collects and analyzesaircraft market conditions in what GuardianJet says is the most comprehensive manner yetseen in business-aircraft transactions. TheVault works as a web-based platform thatallows users to access every aspect of theirrelationship with Guardian Jet, 24-hours-a-day,and it includes real-time access to a catalog ofGuardian products, including AircraftValuations, Fleet Fair Market Values, FleetPlans, Market Surveys, Client Updates forSales and Acquisitions, Contract Negotiations,Pre-Purchase Inspection Oversight and AssetManagement.

To employ The Vault, Guardian assignsclients a username for which they create apassword which unlocks for viewing everyaspect of that client’s ongoing relationshipwith Guardian Jet.

“Think of it as a cloud that you can pullinformation from,” explained Michael Dwyer.“We believe information empowers the cus-tomer,” Don Dwyer added. “And the moreinformation we give them, the better we canmeet their needs. It’s a place your client can goin real time to see what we’re doing.”

Guardian’s software design for The Vault

follows the familiar convention of computer-ized storage and access. Don Dwyer explains,“Once you get into The Vault there’s a folderstructure covering everything from basic –what the airplane’s worth – to a complete fleetplan we’ve done, and every document we’ve

used, contracts, offers, the whole sale progres-sion, all the way through it.

“You can log on from anywhere to youraccount through the company’s website andbe able to manage the information fromthere.”

Guardian conceived the idea of The Vaultas a perpetually updating program so thatthrough continually refreshing its data theinformation found when accessed is alwaysbased on the latest information. That caninclude market surveys, proposals - even thecurrent value of your aircraft as adjusted bydata on recent transactions of similar aircraft.

Don Dwyer explained, “The surveys gointo details beyond value and into travel pat-terns, best options for a client’s fleet.Fractional, charter or jet card all go into thefleet-plan analysis to help clients plan for theirtravel needs.”

WHY SO MUCH EFFORT?As Mike Dwyer explained, it’s necessary tostay at the cutting edge when dealing with somany businesses that also employ high tech-nology to advance their profits.

“We don’t sell airplanes today the way wedid 10 years ago, and in 10 years’ time wewon’t be selling airplanes the way we dotoday,” he stressed. The Vault helps GuardianJet keep up with that. With more than adecade of growth and success to show, whocan argue with building on that degree ofsuccess?❯ More information from www.guardianjet.com



SAMPLE CLIENT RESOURCE WEB PAGE

SCREENSHOT OF ‘THE VAULT’ HOMEPAGE


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Rolls Royce October 20/08/2012 17:54 Page 1

icture the ghosts of aviation’sfailed development programs;the spirits of unrealized inspira-tions drifting aimlessly around amystical ‘Could-Have-Been’

Field. The landscape of aviation is ittered withthe carcasses of failed dreams and schemes offlying machines. Meanwhile, the successfulprograms cast their shadows wherever theycruise, whether across a cloud layer or whenalighting on a runway.

But there’s another world for the ghosts ofR&D – a kind of netherworld that existsbetween the extremes. This is the world inwhich programs maintain an ethereal status ofactivity, neither certificated and flying the

world, nor dead and buried. Most decidedly,this is not a world beyond all hope – at leastin the hearts and minds of their proponents.Here, hope flows in direct proportion to theresources devoted to completing the dormant-but-not-dead research and developmenteffort. So the dreams persist, the ambitionslive, but the long-odds remain.

Every so often, one of those programsactually makes it, completes the loop andstarts making and delivering certificated air-planes. Those behind it learned how formida-ble the obstacles are, and how to overcomethem.

Five programs feature in the paragraphsbelow, each sharing in the attributes of being

viable programs at their outsets that wereinterrupted and are now attempting to reviveat their own pace.

We’ll review the milestones and obstaclesalong the path for each program, and we’llupdate all five of the most-promising efforts;one each from Cirrus Aircraft, DiamondAircraft and Stratos, and two from SpectrumAeronautical.

ROLLING A ROCK UPHILLAs the executive of one long-gone OEM for astart-up operation once said: “It’s a little likerolling a rock uphill…you can’t stop becauseit takes energy just to stay put – and if you gobackward the big ball of stone will roll back-


P

R&D PROGRESS REPORT

If At First You Don’t T.C.,Fly, Fly Again...Light jet newcomers continue certification quests.

L Jets Update_Gil WolinNov06 18/12/2012 10:37 Page 1


❯

ward over you…and if it doesn’t squash you,you’ll still have to cover that same turf all overagain.” The process starts with a concept foran aircraft you believe can sell. In this phase,the proponents establish the baseline parame-ters they seek in the finished airplane. Withthe main parameters set, engineers anddesigners go to work to design a machinearound the engine, fuel and carrying capacitiesof cabin, fuel tanks and luggage compartment– typically a weight-constrained calculus.

The designers must fulfill the concept indetails that can translate into manufacturinginformation. Fine-tuning usually results insmall changes – with the designers working tooffset the impact of changes found necessary

by the aircraft’s lack of design figures.With the detail design largely done, the

sheet metal folks can go to work using thedrawings available to fulfill the designer’swish. Thanks to modern advances in comput-er-aided design and assembly-modeling com-puter software, engineers can often design allthe sub-parts and use the computers to digital-ly build an aircraft, learning what does anddoesn’t work together.

The final design product must instructworkers on how and where systems areinstalled, whether main-cabin seats, cockpitseats, lavatories and galleys, electrical out-lets (both AC and DC) – all the major andminor systems used by modern business

turbine aircraft.As construction of the prototypes proceed,

engineers will first connect and then activatethe prototype’s electrical and avionics systems,and the engines powering the jet. Fuel sys-tems, avionics, anti-ice equipment and galleyequipment must all be tested and flight-tested.The back-cabin systems (IFE, high-speed datasystems and galley spaces) undergo similarscrutiny throughout the flight-test phase.

It is at this flight-test phase that the wholeaircraft ultimately faces its biggest scrutiny.While flight-test programs vary, in excess of1,000 to 1,500 hours is common for brand newprograms (for derivative designs, this isgenerally lower).



❯

CERTIFICATE, ASSEMBLE,CERTIFICATEThe certification and development process allends with a function and reliability test of150 hours, a grueling experience designed toshow the aircraft can operate safely and effi-ciently. The final flight testing to earning atype certificate represents the triumph oflong odds over the house because even witha Type Certificate in-hand, the job remainsunfinished…

Now it’s time to build and deliver per thetype certificate – and earn another certificateof approval from the FAA… a “ProductionCertificate” that lets the company conductthe final inspection for compliance of the air-craft with the Type Certificate applicationand approval. Otherwise, the manufacturermust await the FAA inspectors to visit,inspect and approve the aircraft built sincethe agency’s prior inspection.

With the roadmap laid out, let’s see who’smaking progress on which program, andwhere they stand.

Each of the five aircraft from four plane-makers addressed here is a single-pilot IFRbusiness-capable machine; three of the fiveare single-engine jets and four of the fiveemploy a version of the same FJ33 fromWilliams International.

If you feel we’ve omitted some valid can-didates, a reminder: several other programshave been shut down or gone bankrupt butproponents of virtually all of them but one –Piper Aircraft’s PiperJet Altair – that hasviable support, is in some stage of progress.

CIRRUS AIRCRAFT:SJ50 VISION Launched several years back as The Jet, theVision gained a strong orderbook early on,but then fell on hard times and a decline in

company support during a particularly try-ing period for the original Cirrus DesignCorp. A single-jet with a well-proportioned,five-seat cabin, a relatively low cruising alti-tude and lower top speed, the Vision wasconceived and designed as a step up forCirrus SR20 pilots and owners.

With a 300-knot top speed and FlightLevel 280 ceiling, the aircraft was eventhoughtfully sized to fit into the same hangarfootprint as the SR22.

New leadership quietly shelved the proj-ect several years ago, but the sale of Cirrus toChina’s aerospace giant AVIC last yearbrought pressure from a public that voicedits support for the program, and promised a$100 million cash-infusion into the very lightjet design.

As of last summer the SJ50 Vision pro-gram was back on the front-burner of Cirrus,and progressing toward a non-specific certifi-cation date that insiders now state will beduring 2015.❯ More from http://cirrusaircraft.com/vision/

DIAMOND AIRCRAFT:D-JETThe first single-engine jet to make it to theflight-test phase, the Diamond D-JETquickly won a solid following of would-becustomers as the company refined the pro-totype multiple times. And in late 2012Diamond revealed plans to funnel morepeople through the company’s website.

Powered by a Williams InternationalFJ33 powerplant, the D-JET offers a faster,higher cruise than most singles still indevelopment. Diamond is now flying itsfourth prototype, one that closely followsthe final configuration planned.

R&D PROGRESS REPORT

PHOTOS COURTESY OF CIRRUS AIRCRAFT


FAR 135 Ready/Management Options Available•2007 Sovereign S/N 680-0120 •Dual Disc DVD Player

•In Service Date February 26, 2007 •Airshow Cabin Briefing System

•3,097 Hours Total Airframe Time •Nine-Passenger Executive Interior

•2,059 Landings/Cycles •R/H Mid-Size Refreshment Center

•Honeywell Epic Package •L/H Storage Annex

•Performance Database (TOLD) •Honeywell RE100CS APU

•Honeywell EGPWS •Eight 7” Rosen Monitors

•Enhanced Class A TAWS •Airframe on ProParts

•Aircell ST3100 w/Three Handsets •Engines on ESP

•TCAS 2000 w/change 7 •APU on Aux Advantage

About Us...Charleston Aviation Partners was established to promote a betterunderstanding of the overall needs and requirements of aircraftowners. The services we offer go well beyond the basic conceptsof marketing and selling your aircraft or helicopter

William J. Quinn, Managing DirectorCharleston Aviation Partners LLC, 103 PalmBoulevard, Suite 2-B, Isle of Palms, SC 29451+1 843 886-3313 (office)+1 843 743-6500 (mobile)+1 843 410-5698 (Fax)[email protected]

Business Aircraft Transaction Specialists

Excel Owners We Will Take Your Aircraft In Trade

CAP December 19/11/2012 16:28 Page 1

ABOVE: SPECTRUM’S S.33 INDEPENDENCE AND (BELOW) THE CABIN

According to Diamond official CathyWood, the company has set its sights on atailored-for-the-D-JET, three-screen version ofGarmin International’s G1000 integratedcockpit package. Certification flight tests willcontinue through 2013, Wood offered, withcertification in 2014 and first deliveries latethat same year.❯ More from www.diamondaircraft.com/aircraft/djet

SPECTRUM INTERNATIONAL:‘INDEPENDENCE’ AND‘FREEDOM’Fielding the only twin-engine designs in thisgroup, the S.33 Independence and S.40Freedom employ an advanced compositesconstruction system that keeps the outsidefuselage diameter comparable to others in itsclass but yields significantly more cabin vol-ume for the occupants. In fact, Spectrum callsthe larger S.40 a “medium cabin” jet eventhough its weights keep it closer to the lightjet realm.

The smaller S.33 Independence employs apair of Williams International FJ33 power-plants to achieve its maximum cruise of 425knots and long-range best of more than 2,000nautical miles. The S.40 Freedom flies on theGE-Honda HF120 powerplant making 2,095pounds of thrust to carry the aircraft 2,250nautical miles at 440 knots – and with a max-imum take-off weight of less than 2,095pounds.❯ More from www.spectrum.aero

STRATOS:STRATOS 714Stratos CEO Michael Lemaire told WorldAircraft Sales Magazine that the program isactive and making progress toward certifica-tion of this high-speed, 400-plus knots, long-range (more than 1,500 miles) single-enginejet. “We are very much in the developmentstage and will start building parts in a fewweeks,” Lemaire detailed.

“We are for now funded roughly up to the‘iron bird’ stage of development and so farfunds have been obtained as and when need-ed. The full amount required for certificationis, however, not spoken for yet. We are con-sidering additional partners.”

The company plans to fly a new proof-of-concept aircraft by the end of this year, beforewhich it expects to make a choice of panelequipment. “The avionics have not beenselected,” Lemaire said. “The target for certi-fication and first delivery? End of 2015.”

In the meantime, Stratos is acceptingrefundable deposits toward the purchase of a714, complete with escrow and accounting toassure potential buyers that there’s no risk totheir deposits – deposits which can bereturned on short notice.❯ More from www.stratosaircraft.com


R&D PROGRESS REPORT

MOCK-UP OF A STRATOS 714 CABIN


DASH TEN POWERED TWIN COMMANDER 900N544GA, S/N 15015, Dash Ten Engines with Only 161 Hours Since Overhaul. Dual Garmin G600 Panel with GNS 530AW and GNS 530W WAAS Units. Beautiful Paint and Interior Completed in 2011

2010 EMBRAER PHENOM 100M-YTOY, S/N 112, Still Under Factory Warranty with Only 470 Hours Since New, EEC Enhanced and ESP Gold. DME, ADF, 2nd Transponder, ChartView, and Premium Passenger Door

TWIN COMMANDER 1000N695EE, S/N 96205, Special 695B Model, Fresh HSI’s by Eagle Creek with 2581 SMOH on Dash Ten Engines, Collins APS-65 Autopilot, Garmin GNS 530, Freon Air, Wide Chord Q-Tip Props

2007 CESSNA CITATION CJ1+N34DZ, S/N 525-0640, 1401 Airframe and Engine Hours Since New. Enrolled on ProParts and TAP Elite. TCAS I, Mark VIII EGPWS, Jeppesen Electronic Charts, Collins FMS-3000 with WAAS, and Airshow

2006 SOCATA TBM 850N63DL, S/N 409, Only 356 Hours Since New, Pilot Door, Dual Garmin GNS 530 GPS with WAAS, Garmin GDL-69 XM Weather, 600 Hour Inspection/Annual and 60 Month Landing Gear Inspection C/W June 2012

TWIN COMMANDER 980N126M, S/N 95033, Dual Garmin G600 Panel with Garmin GNS 530 and 430 with WAAS, Cobham Intelliflight 2100 Digital Flight Control System and Wide Chord Q-Tip Props

2009 EMBRAER PHENOM 100N353SB, S/N 38, 889 Hours Since New, TCAS I, DME, 2nd Transponder, ChartView, Garmin GWX-68 Weather Radar, In-Flight Entertainment System with Cabin

Speakers and VIP Control Panel Including Cabin Light and Temperature Controls, Enhanced Take Off Package

www.eagle-creek.com | 317.293.6935 | 317.297.9341 Eagle Creek Airport | 4101 Dandy Trail | Indianapolis, IN 46254

88 S/N 38,N353SB,

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Eagle Creek January 18/12/2012 16:09 Page 1


arshall Aerospace announced anew venture into BusinessAviation under the moniker‘JETability.’ The RoyalAeronautical Society’s Marshall

of Cambridge Room, London, was certainly afitting venue to unveil this new suite ofbespoke service. The JETability initiativeencompasses the resources and expertise ofone of the largest and most venerable of aero-space companies in Europe into a customerfocused ‘one-call, one team’ center of excel-lence for Business Aviation.

AN AVIATION PIONEERMarshall Aerospace dates back to the early1900s with humble beginnings in the automo-tive trade. A brief encounter with a broken-down army airship, and the subsequent repairof its engine introduced the fledgling companyto the world of aviation.

Throughout the Second World War it over-hauled many bombers, and the post-war jet

era had it manufacturing Concorde’s droopingnose for the then British Aircraft Corporation.

Today the Marshall group has an expansiveaerospace portfolio that includes maintainingthe airworthiness of C-130 Hercules transportairplanes on behalf of the RAF. OwningCambridge Airport has afforded MarshallAerospace the freedom to cater to the needs ofboth the Military and Commercial Aviationsectors, however.

BEST KEPT SECRETMarshall Aerospace was already an approvedand authorised maintenance provider forCessna business aircraft, and has since part-nered with ExecuJet to lay the foundations fora comprehensive FBO at Cambridge. So itcame as a surprise to newly appointed manag-ing director of Marshall Business Aviation(MBA) and Marshall Executive Aviation(MEA) Steve Jones when he discovered thatthe company had done very little towards cap-italizing upon its expertise to further refine its

Business Aviation interests.“We were the best kept secret,” Jones told

World Aircraft Sales Magazine. “We possess theexperience through so many different fieldsthat I kept discovering new facets to the com-pany.”

Jones added that customers would facemultiple billing transactions because of thecompany’s fragmented approach to sellingrelated aviation services. This, in turn, was rea-son enough to establish JETability under thestewardship of Jones.

Reinforcing the company’s ambitions,Marshall Aerospace’s CEO Steve Fitz-Geraldsaid “JETability represents our commitment todevelop our business interests further by creat-ing a portfolio of services with the aim ofestablishing a top-ranked FBO along withpartner ExecuJet at Cambridge.”

THE JETability APPROACHDespite Jones shying away from namingJETAbility as a one-stop-shop, the new brand

Introducing JETability:

INTRODUCING JETability

MMarshall Aerospace lifts the lid on BizAv wing. by Sanjay Rampal

MARSHALL AEROSPACE CEO STEVEFITZ-GERALD AND STEVE JONES, MD,

MARSHALL BUSINESS AVIATION &MARSHALL EXECUTIVE AVIATION

Marshall Aerospace_Gil WolinNov06 19/12/2012 09:59 Page 1

serves as single interface for private jet ownersand corporations alike. Stressing the conven-ience and efficiency of the approach, Jones out-lined that “It means that customers only haveto deal with one invoice, as opposed to severalseparate ones. They also get a tailored solutionand benefit from downstream economies ofscale when additional services are taken up.”

The essential service elements making upJETability include Aircraft Management,Maintenance, MRO, Chartering, Sales,Concierge and Consultancy backed by adedicated call center and website (http://jetability.com).

Emphasizing the website as a means topromote the umbrella of services underJETability as opposed to serving as a portal forcustomers, Jones explained, “We prefer thepersonal touch and for customers to phone usdirectly so we can determine the best fit solu-tion that meets all their needs. The websitewill be developed as an interactive portal at alater date.”

The strategy is a global one. If necessaryMarshall Aerospace will invest at Cambridgeby increasing runway length to accommodatejets of the very large 747 BBJ category in addi-tion to making infrastructure improvements.

SALES AND ACQUISITIONBringing almost 25 years of experience gainedfrom his time at Hawker Beechcraft and otheraviation concerns, recently appointed salesdirector Howard Povey is relishing theprospect of establishing the sales arm ofJETability. “JETability has been trading fromthe minute we announced the new brand withthe other service and support aspects follow-ing on in the next few months,” he said.

With the expectation that most sales willtake place beyond UK shores, Povey added,“We aim to take a global perspective for salesand acquisition and each transaction will bethe best fit for both the customer and MarshallAerospace.”

Through JETability, Povey’s sales team willbe able to assist the customer in purchasingaircraft as well as perform checks on pre-owned airframes. And the aircraft potentiallycould be maintained, managed, chartered andeven allocated hangar space at Cambridge.Povey illustrated, “We have a King Air C90 forsale. It’s based at Cambridge, maintained byus and offered for charter until sold in theglobal marketplace. This is a good fit for bothus and the customer as ancillary revenues aregenerated.”

BRIGHT FUTURE FOR JETabilityMarshall Aerospace confidently predicts thatbusiness jet movements at its Cambridge basewill increase as a consequence of JETability.Jones sees the number of movements growingthree-fold in the forthcoming years from the

approximately 2,400 currently, with the trendbeing for the larger jets such as the BBJ andAirbus ACJ airframes.

Believing that the reputation of MarshallAerospace is a key ingredient to success, Jonessaid, “We are a big company and well respect-ed, so it will contribute towards the positivedevelopment of JETability. Also we will growthrough investments and acquisitions ifnecessary.”

Without significant investment outlays(apart from a dedicated call center team),JETability leverages existing infrastructure andexpertise from within the Marshall Aerospacegroup. Strained economic times aside,

prospects could be favourable given the re-energised global focus of this newly brandedinitiative.❯ More information from http://jetability.com/

❯ Sanjay Rampal channeled alife-long enthusiasm for avia-tion that sparked from hisfather’s time as a fighter pilotinto a career as a freelanceBusiness Aviation writer. Hehas also written fictionalworks, and co-authored ‘The100 Greatest Women inAviation’.

AERIAL VIEW OF CAMBRIDGE AIRPORT


INTRODUCING JETability

Marshall Aerospace_Gil WolinNov06 19/12/2012 11:06 Page 2

Your Private Flight:

FLIGHT SERVICE VALUE

hether your business flight isaboard your own jet or you’vechartered an aircraft, the mes-sage is this: Look for attractivedeals in these troubled and

competitive times.Services offered by Fixed Base Operations

(FBOs) and Flight Planning operations varyenormously - especially ground handlingcharges, parking and fuel prices, and evenin-flight catering. It’s up to the ‘guy in theback’ (that’s you) to get the best value foryour money. Some pointers to considerinclude fuel and catering prices, and connec-tivity speeds and costs. If you balance thesewith the overall experience in terms of time

saved and comfort, you could be well onyour way to getting the best out of yourbusiness jet.

“It pays to shop around,” Jason Haywardof Universal Aviation’s London StanstedFBO explains. “First, shop between the dif-ferent FBOs at an airport as it’s very rare forthe major centers to only have one FBO, soask them for a deal on handling and park-ing. But shopping around for the lowest fuelprice is probably the biggest potential cost-saver, with the price of a gallon of fuel vary-ing by 60 cents to 80 cents per gallonbetween three of the major London BusinessAviation airports, for example.

“Part of our job is making sure that we

can cater to all tastes, and I guess the reasonbillionaires become billionaires is becausethey’ve looked after the cents. Even some ofthe very big aircraft operators look verycarefully at their costs, making sure thatthey’re delivering good value to the compa-ny. It’s not just the small jet operators whoare trying to save money - it’s the same formost customers,” Hayward concluded.

INVISIBLE SERVICEWhen it comes to ground handling, WillHolroyd, Sales and Marketing Director ofHarrods Aviation (an FBO and charterprovider) explains it should be so efficientthat it’s invisible. “When passengers get on


W

What to expect and how to save. by Mike Viness

❯

Flight Planning Jan13_Gil WolinNov06 18/12/2012 11:42 Page 1

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board they don’t want to see anything out ofthe ordinary – they want it to feel like they’rein their own house or any hotel they’ve everstayed in or lounge they’ve ever sat in.”

To help achieve this ‘invisibility’Mohammad Saideh, Chief CommercialOfficer of Dubai-based FBO Palm Aviation,says he’s created the two-hour rule, the sixty-minute rule and the fifteen-minute rule toensure everything is in place to launch andreceive a flight. As the countdown startsbefore the flight, he ensures everything is inplace. One hour later comes a double checkthat everything is O.K. and at 15 minutesprior to take-off, a triple check is made. “It’sa very personalized service and people likeit,” he notes.

Jetex Flight Support provides services forBusiness Aviation and is headquartered inDubai. Marketing and PR Manager SabinaMakowska says, “Passengers don’t getinvolved in the planning of routes that willcut costs, fuel and time. They are mostly con-cerned with time, quality, and how manystops will have to be made.”

She felt that the most important featuresof a flight from the passengers’ perspectivewere safety, reliability, customer service,flight efficiency and fuel usage, the routeplan and the punctuality of everything that

is arranged. “Everything should be handledas efficiently as possible - passengers don’twant there to be any issues”. During 2012,Jetex launched a VAT exemption program.Clients requesting fuel uplifts can benefitfrom VAT exemption provided they are eligi-ble (check for eligibility at [email protected]).

CHEWING OVER COSTSCatering costs can be trimmed, but of courseyou only get what you pay for. Competitionbetween caterers is intense, so it pays to get anumber of quotes and make up your ownmind about the level of service and qualityyou require.

At the top-end is in-flight catering firmAlison Price On Air (APOA). “We’re a littlebit different from other companies cateringto business jet clients, and 90% of our cus-tomers are private owners - we do very littleon charter flights,” Managing DirectorDaniel Hulme revealed. “That maybe hassomething to do with the fact that we areprobably one of the more expensive.

“Each dish is designed into componentsby one of our trained Michelin Star chefs. Wesend these components to the aircraft andthey are assembled on board. I would saythat catering to an aircraft is more expensivethan in a 5-Star hotel. I have seven staff, ❯


“Everything should be handled as efficiently as possible - passengers don’t want there to be any issues ”.

- Sabina Makowska, Jetex



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seven days a week in my facility, regardlessof whether we’re busy or not. It’s unlike arestaurant where you can predict the numberof diners or size of the orders.

“Companies are being price conscious,but it seems to depend on where they arefrom. There’s not much of a problem withU.S. customers, while Russian and MiddleEastern clients don’t have a problem at all,”Hulme relayed. “Costs are watched carefullyby European clients though.”

Universal Aviation’s Hayward observedlots of belt tightening after the downturnstarted in 2008. Universal is one of the fewflight support companies with its own flightcatering company, Air Culinaire, with dedi-cated kitchens in London, Paris and majorU.S. metropolitan hubs. These supply food toaircraft as small as Entry Level jets up to theBusinessLiners, worldwide.

Jetex’s catering point of contact is usuallythrough the flight attendant who meets thecaterer and discusses the options.

“The client decides what he wants, whichis of course even more important if anyonehas special dietary requirements,”Makowska explains.

STAY CONNECTEDConnectivity is also a major point to consid-er. Being able to communicate by telephone

and email from your business jet is essential.When chartering a medium- or long-haulflight, passengers should ask about an air-craft’s internet connectivity and the associat-ed costs; coverage area limitations and thesort of connectivity experience to be expect-ed. How is the usage charged? Is it part ofthe quote, paid for via credit card or an addi-tional charge at the end of the trip?

David Stanley, Director of SatelliteServices for ARINC Direct, says the small- tomid-size jet connectivity market is growingquite rapidly. As an Inmarsat DistributionPartner for SwiftBroadband and a ServiceProvider for ViaSat's Yonder Global Ku-Bandservice, the company provides wireless inter-net data, email, messaging and voice toevery aircraft class.

In the past, smaller aircraft were limitedfor connectivity because the antennas weretoo large and expensive for the airplanes, butwith the introduction of the I4-satellitearrangement from Inmarsat, three differentantenna-sized solutions were created to fitthe different aircraft classes.

“Smaller aircraft can now take advantageof a blade-style antenna that requires mini-mum space on the fuselage,” Stanley details.“ARINC Direct currently services just aboutevery corporate aircraft type from EntryLevel, all the way up to Airbus ACJ320s.

Charter management companies have quick-ly realized that in order to have an advan-tage over their competition, internet connec-tivity is a huge differentiator.”

So the message from the experts is clear: itpays to ask the questions to the various par-ties involved in arranging your trips toensure you get the best value, productivityand comfort for that all-important next flightaboard a private or chartered jet.




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he cabin of a high-flying jetexists to house humans whentransiting an environment haz-ardous to their health.Insufficient atmospheric pres-

sure exists to sustain animal life outside thecruise-altitude turbine-aircraft cabin; thepressure drops continually from sea level allthe way up to the edge of space. Exposed tosuch a low amount of air pressure, we’d slowdown and eventually die of hypoxia.

It’s also cold up there! Temperaturesplunge into the -40°F and C range. But it can,and does, get colder at –60°. The fuselage,insulation and your aircraft pressurizationsystem keep life sustainable inside the jetcabin, even as those jets ply the Flight Levelat high speed between two points.

But the passengers come from all over the

map and from a wide array of activities –from athletic events to zoo exhibits and a lit-tle of everything in between. They bring ontothe airplane with them much of the worldthey occupied before boarding – which caninclude illnesses, bacteriological and viralthreat of many types. That, of course, issomething that flight crew and fellow pas-sengers alike should be prepared to manageappropriately, should the need arise.

Preparing to handle in-flight medicalemergencies should start long before creware turned lose in the company aircraft.Indeed, crew should be able to provide back-cabin passengers and Flight Attendants withan accurate cabin map detailing the storagelocation of any and all medical equipment.

If aviation practitioners develop ways toreduce accidents, these also should exist to

reduce the impact of an in-flight medicalemergency should it occur.

TOO BIG TO IGNOREAccording to various sources, the rate ofinstances of passengers suffering medicalemergencies is relatively small – even amongthe common air carriers. The occurrence ofin-flight medical emergencies is remarkablylow, despite the more than 1 billion passen-gers who annually travel by air worldwide.(Non-standard reporting makes precise esti-mates all but impossible.) Nevertheless, thefields of medicine and aviation both recog-nize that events DO occur, and thus cannotbe ignored.

Some in-flight medical emergencies hap-pen without influence from the act of flyingwhile others are often related to falling cabin


IN-FLIGHT MEDICAL CHECK

Emergency Medicine Aloft

T

Preparation, Flexibility and Training tosave a life. by Dave Higdon

Medical Issues Aloft_FinanceSept 18/12/2012 11:15 Page 1

air pressure and, even rarer, to activity priorto flight. Scuba diving before boarding anairplane, for example, can set up a passengerfor pulmonary barotrauma in the form of anasymptomatic intrapulmonary cyst in whoma severe case of cerebral gas embolism devel-ops after take-off.

“The Bends”, as it is called when it occursin deep-water divers, can occur on an air-plane when the diver emerges from thewater and boards an airplane that quicklydeparts and climbs for cruise all the way asthe cabin altitude drops, mimicking the phe-nomenon of the rapid ascent. And pilotshave been known to suffer the Bends solelybecause of rapid climb to high altitudes dur-ing record-attempt flights.

In this case two antidotes exist: To climbless rapidly or, for the record-setters like

Bruce Bohannon, spending an hour breath-ing pure oxygen through a pressure maskbefore engine start, thus purging any nitro-gen from the blood stream.

For the corporate crew with a passengersuffering the same symptoms – acute jointand muscle pain from the nitrogen “boiling”out of the blood and creating gas bubbles inthe circulation system – recompression is thesmartest and safest answer. This occurs sim-ply by descending as quickly as possible.

CARDIAC EVENTSCardio and pulmonary issues account for fartoo many deaths in America, and occasional-ly the precipitating event occurs in-flight.Commercial carriers today stow anAutomatic Electronic Defibrillator (AED)which can, in short order, provide the electric

shock necessary to restore heartbeat tonormal, sinus rhythm.

Instructions for use are generally on theinside of the lid, or on the storage container.The important part for passengers and crewis knowing if one exists on the aircraft andwhere it is located.

Corporate aircraft with flight attendantsin the cabin have the advantage of the train-ing that a flight attendant must undergo toqualify. Others, such as pilots, can learn tech-niques for cardiac emergencies at trainingevents such as Bombardier’s annual SafetyStanddown in Wichita, as well as through anumber of vendors who offer medical-emer-gency assistance to corporate operators. Anylocal chapter of the American Red Cross willalso offer training in AED use, as well as inqualifying to provide CPR (CardioPulmonary Resuscitation), which can alsohelp keep alive a stricken person.

OXYGEN – ANOTHER LIFESAVING TOOLCommercial carriers have supplies of emer-gency oxygen for flight and cabin crew, aswell as for medical emergencies. Many cor-porate aircraft operators also fly with supple-mental O2 supplies beyond what’s requiredfor the crew’s emergency needs. The key is,as with the AED, knowing where to find theO2 bottle, and how to use the masks orbreathing cannulas supplied.

Here’s one tip widely taught in classes onin-flight emergencies: If available, use a med-ical breathing mask shaped to fit over mouthand nose at the least, rather than the foam-cup style of mask sometimes found includedin emergency O2 kits. Identical to the drop-down masks for passengers, the foam cupsdon’t fit as well and can’t prevent pressureleaks of the O2 flow when pressure exceedsambient.

Oxygen can prove helpful in a variety ofsituations, from the obvious – such as heartattack, stroke or asthma attack - to less-obvi-ous situations, such as allergic reactions tofoods or medicines that can shrink breathingpassages. And it’s important to remember: ingeneral, administering supplement oxygen to


❯




someone cannot hurt them, whereas too littleO2 can. So if a pulse oximeter is available,use it. The device measures oxygen satura-tion in the blood – and anything below 90percent is cause for concern.

PASSENGER BRIEFINGAn acquaintance who owns and flies hisown business jet frequently volunteers for acharitable organization that provides flightsto treatment locations for people with med-ical issues. He created, printed and laminat-ed a special briefing card for his charges,and anyone traveling with them. One sideof this briefing card covers the same avia-tion issues we all hear about from flightattendants before every take-off: seatbeltuse; depressurization emergencies; and thefunction of the emergency oxygenequipment.

The opposite side shows, graphically, thelocation of emergency medical oxygen carri-ers, as well as which storage cabinet con-tains the AED with a pulse oximeter, somecommon medicines, and a first-aid kit.Every seat has its own copy of the briefingcard and the pilot/owner or someone withhim makes sure all passengers get theirhands on the cards and understand whereto find the tools, should they be needed.

WHEN SELF-HELP ISN’T ENOUGHOf course, not all emergencies in-flight canbe resolved with a descent, an O2 bottle, oran aspirin or two. Many illnesses and injuriesare the potential maladies that can emergein-flight. Fortunately, numerous organiza-tions offer in-flight access to real physiciansand a network of emergency serviceproviders which crew can access throughvarious communications links.

MedAir offered training in handling in-flight emergencies at a number of previousBombardier Safety Standdown events, andspecializes in such training and providingassistance to clients in the midst of suchmedical crises. It also offers specialized med-ical kits for carriage aboard aircraft and othermodes of travel. These include medicationsand emergency equipment needed by firstresponders. (http://www.MedAire.com).

Other organizations offer specialized liftin specially equipped aircraft for people whodevelop medical issues aloft. Angel MedFlight http://angelmedflight.com and AeroCarehttp://www.aerocare.com are among these.

PREPARATION: IT PAYS TO PLANPerhaps the simplest, most-useful prepara-tion a flight crew or corporate flight depart-ment can have is a plan, a policy and crew

who understand they have the latitude toimplement action as best they can determinefor the emergency. That means managerswho won’t be critical or penalizing should aflight deviate far off course to get a strickencrew member or passenger to the closestviable treatment.

Knowing where is best to turn for the sit-uation at hand is what a third-party medicalconsultant – such as MedAire – can provide.Of course, reaching out to authorities at thenew destination can help by declaring theemergency and imparting the nature of theproblems from which the passenger/patientis suffering. But even better, at least for flightdepartments with the depth and the budgetto do so, is seeing that flight and cabin crewreceive basic and advanced training in han-dling medical emergencies, both in-flight andon the ground.

Add in periodic exercises designed toassure that everyone is still up to speed onthe storage location and use of emergencymedical kits, and there’s no reason why acrew shouldn’t be able to give that strickenpassenger an extra shot at surviving.❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]



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Aircraft Sales 205x270_Mise en page 1 10/12/12 09:10 Page1

SAFETY & CRIMINAL JUSTICE

Aviation Safety & Criminal Justice:


Safety Matters Jan13_Gil WolinNov06 18/12/2012 10:24 Page 1

he air-crash investigation pen-dulum may, thankfully, beswinging back toward a long-held majority view that acci-dent investigations should be

free of the tensions and distortions commonto criminal inquiries, absent evidence of will-ful negligence or a hostile act. In other words,it’s important to recognize that accidents hap-pen; it is important to recognize that justbecause national code allows the prosecutionof someone on criminal charges after an avia-tion accident occurs doesn’t mean theallowance should be exercised.

Two other factors are essential torecognize, also:• First: exercising the allowance to act on a

criminal complaint will probably not yield the same safety knowledge or improvement recommendations that normally emerge from the investigations of independent, non-criminal, air-crash investigators.

• Second: that accidents – even those that are obviously preventable – seldom arise out of overtly criminal acts. They are generally events that no one intended.

Removing any motive to do harm, howcan authorities justify prosecution of a pilot ormechanic? People operate these highly com-plex, very sophisticated machines, and thesesame people are prone to make mistakes –even repeat mistakes occasionally. It’s humannature. Nonetheless, in the past several yearsaviation has borne witness to a number ofattempts to criminalize aviation accidents.

Thankfully, recent events and outcomesseem to indicate that such thinking is losingground under a mound of evidence into (a)the effectiveness of the existing system, and(b) a lack of any collaborative partnershipswith law enforcement to help make use ofinvestigative materials to actually fix a flaw,or overwrite a mistake.

For the sake of aviation safety at all levels,these criminal investigations should cedetheir authority to the NTSB – or other ❯

Criminalizing accident inquiries is

irrelevant, immaterial, and counter

productive. by Dave Higdon

T

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – January 2013 101


national investigator – until such time theinvestigations find evidence of a criminal act.Sometimes adhering to this priority strains theinstincts of law enforcement officials – partic-ularly when popular rhetoric erroneously, pre-maturely, concludes that a crash “could nothave been caused by anything else other thanan overt act of hostility”, however.

RIGHT AFTER WRONGFor decades, safety authorities around theworld have focused their post-accident effortsmostly on the finding of facts to assemble animage of what probably transpired – hencethe so-called “Probable Cause” findings weget from the efforts of the U.S. NationalTransportation Safety Board (NTSB).

Findings of fault mattered less than discov-ering the what, when, where, how and why ofan accident sequence – all in the name of cor-recting problems/flaws in flying machines orpilots with the goal of precluding a repeat sce-nario. They are predominantly devoid ofcriminal investigation elements in all butthose rare cases in which a hostile act or will-ful negligence appeared as factors during theinvestigative.

Throughout modern times (post WorldWar II especially) air-crash investigations werepurely civil inquiries, solely focused on find-ing facts to help avoid repetition of the acci-dent scenario. But a disturbing shift, onenation, one accident at a time has begun tomove investigations toward criminal under-takings with profoundly different rules,impact and outcome for improving aviationsafety.

More than a decade ago Kenneth P. Quinn,formerly a counselor to the Secretary ofTransportation, and later FAA Chief Counselin the George H.W. Bush administration wrotein Air & Space Smithsonian, “I reject the notionthat criminalizing accidents is necessary fordeterrence.” Quinn noted then the growingtrend of law enforcement officials to injectthemselves, unnecessarily, into accident inves-tigation – solely on the basis of instinct orpolitical expediency.

“Absent deliberate sabotage, an aircraftaccident should not be criminalized becausecriminalization of aviation serves no usefulpurpose,” Quinn wrote. “Unfortunately, thecriminal investigation that was so warrantedin the terrorist attack on Pan Am (Dec. 21,1988) has become all too commonplace intoday’s investigation of Airline accidents.Criminal investigations and sanctions in thewake of a major aircraft accident should bereserved for deliberate acts of sabotage. Thecurrent criminalization of aviation accidents isnot in anyone’s best interest.”

In fact, those investigations introduced intowhat once were collegial, co-operative effortsthe adversarial relationship of prosecution

and a withdrawal from the co-operativeatmosphere that helped companies reconcilethe need to find facts with their instinct, so asto protect themselves from the exposure ofdamning information.

The Lockerbie, Scotland criminal act ulti-mately resulted in the capture and successfulprosecution of the perpetrator who arrangedfor the placement of the bomb-laden radio inthe cargo compartment of the Pan Am Boeing747. It took years, however. Years aided inlarge part by the meticulous efforts of sea-soned crash investigators.

It’s with some sense of relief that the avia-tion community is watching two of the worstexamples get stepped back from that perspec-tive, even though the law enforcement agen-cies involved continue to push for criminalsanctions in aviation accidents.

UPPING THE ANTE…In France, authorities prosecuted a mechanicemployed by one Airline for failing to proper-ly install a strip of metal that came loose fromthe company’s Airliner and, subsequently,was struck by an Air France Concord on take-off from Paris. The collision sent the metalstrip up and into the wing where it ruptureda fuel tank and mortally wounded the super-sonic jet. The crash of Air France Flight 4590on July 25, 2000, killed 100 passengers andnine crew members, plus another four peopleon the ground.

The strip of metal came from a Continental

Airlines jet that departed previously, andHouston, Texas was where the work on theContinental jet had occurred. Nonetheless, theFrench opted to take legal action, and theensuing prosecution against the airline andthe mechanic took years of process, in whichneglect was alleged, but no criminal intent.

Late last year an appeals’ court in Francereversed the manslaughter conviction againstContinental Airlines. The November 29 rulingsaid that even though Continental mechanicsmade mistakes in repairing the DC-10, thosemistakes were insufficient grounds for puttingcomplete responsibility for the crash onContinental.

Quinn, now general counsel for the FlightSafety Foundation, told AIN Alerts, “We’revery pleased that courts are recognizing thatprofessional human error does not amount tocriminal conduct, even where it can lead tocatastrophic consequences. The tragedy of thisaccident and others is only compounded bydecades-long efforts to find someone to‘blame,’ rather than focus on human factors,training and technology to make sure that thetragedy does not re-occur.”

Courts in Brazil also overturned most ofthe convictions laid on Brazilian air-trafficcontrollers and American pilots in the case ofthe mid-air collision of GOL Airlines flight1907 – a Boeing 737 – and an Embraer Legacy600 business jet over the Amazon jungle onSeptember 29, 2006. All 154 passengers andcrew aboard the Boeing 737 died when the


SAFETY & CRIMINALJUSTICE

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aircraft broke up in midair and crashed intothe rainforest, but the Legacy landed safelywith its seven occupants uninjured, despitesustaining serious damage to its left wing andtail.

Authorities arrested, and jailed the twoAmerican pilots for several months beforethey were released on assurances of returningfor the trial. Realization is emerging that crim-inal trials may be necessary in the minds ofthe nation’s prosecutors, but that those legalactions will never be a contributing factor toimproving aviation in the South Americannation.

Those enlightened voices spent a week inlate November trying to educate and per-suade some the country’s judges and prosecu-tors to accept the mechanism of accidentinvestigations as pre-eminent in the wake ofcontentious accidents like the 2006 mid-aircollision. That week-long course was held inthe national capital, Brasilia, to examine bene-fits and disadvantages of criminalizing air-crash investigations for the attendees (all avia-tion-safety investigators, federal judges, pros-ecutors and assorted military officers andlawyers).

Law enforcement authorities in the U.S.went off on a tangent, if you will, in the after-math of TWA Flight 800 after the Boeing 747exploded in-flight over Long Island Sound onJuly 17, 1996.

The FBI asserted its lead into the investiga-tion very early on and effectively usurped theNTSB’s role and ability to function – solely onthe basis of a feeling that nothing other thanterrorism could have produced such a cata-strophic in-flight explosion.

An FBI agent told a reporter two weekslater, “No one can explain what else couldhave blown up the plane – other than a bomb.So were here to collect, analyze and protectthe evidence that will lead us to the perpetra-tors – as happened after Pan Am 103.”

The problem was that the FBI and otherlaw enforcement authorities were wholly mis-taken that “nothing but a bomb” could haveproduced the results. As the NTSB eventuallyconcluded, a fuel tank exploded when aheater element ignited fumes in the near-empty tank – a scenario that had befallenother Boeing airliners, but while on theground.

The FBI action delayed the NTSB’s abilityto proceed for months, and confused therecords of the debris field and where partswere found as the investigators worked,painstakingly, to reconstruct the shatteredfuselage.

OPENNESS AND COOPERATIONCriminalizing air-crash investigation is notonly a bad idea for all but the most-heinousexamples of human oversight or intentional

acts against aircraft safety, it’s counter-pro-ductive. There’s widespread consensus withinaviation that no safety advances came fromthe two criminal investigations into these twoaccidents.

Instead of a cooperative, no-holds-barredsharing of data among the parties, criminaliz-ing drives the parties in the opposite direc-tion. The parties must retain lawyers to helpthem deal with the inquiries, records requestsand interrogations; the fear of a prosecutorseizing on an otherwise innocent mistake as acriminal act drives the entire process back towholly adversarial with protecting one’s backtaking precedent over honest, unprotectedfact-finding. And even when the investigationis free of the threat of criminal prosecution,challenges remain to the unfettered flow ofinformation in investigations. Capt. KevinHiatt, COO, Flight Safety Foundation, spokein December to the International CivilAviation Organization's (ICAOs) SafetyInformation Protection (SIP) Task Force aboutthe importance of protecting safety dataduring investigations.

“The safety of the traveling publicdepends on encouraging a climate of coopera-tion following accidents and significantevents,” Hiatt said. “Over-zealous prosecu-tions would threaten sources of informationand jeopardize safety.”

Hiatt outlined the history of theFoundation's involvement in this issue as wellas recent news. “The Foundation recentlysigned a Memorandum of Cooperation withICAO, which will help facilitate more infor-mation-sharing globally among westernizedand non-westernized states. This joint effortwill breathe some life into information shar-ing, and we will need binding laws and stan-dards in order to gain the most benefit fromthat information.”

The ICAO SIP Task Force coordinated thelistening session in order to allow all interest-ed parties on this issue to present their viewsfor consideration during the final phase of theTask Force's work. It seems that a consensuswithin aviation circles continues to hold apreference for free, unfettered investigations –with criminal prosecutions spinning off safetyinvestigations, not the other way around.

It’s up to aviation proponents to press thismessage forward with our national politicaland law enforcement authorities. Otherwise,aviation faces the very real threat of aviationinvestigations losing the very basis for find-ings that have for decades driven improve-ments in aircraft, hardware and pilot training.

Jailing a pilot or mechanic for a veryhuman mistake is not a preferable alternativeto learning how to prevent the repetition ofthat mistake.

SAFETY & CRIMINALJUSTICE

...the fear of a prosecutor seizing on an otherwiseinnocent mistake as a criminal act drives the entire

process back to wholly adversarial...


Heliasset_FullPage-205x270_WAS0113_print.pdf 1 17/12/12 11:18



Market Indicators

▼

JETNET View

/ More from www.jetnet.comMarket Indicators - January 2013

JETNET has released October 2012 and year-to-date (YTD) 2012 results for the pre-ownedbusiness jet, business turboprop and helicop-ter markets. Highlighted in the table are keyworldwide trends across all pre-owned air-craft market sectors comparing October 2012to October 2011 as well as YTD numbers. Thefleet For Sale percentages for all market sec-tors were down in the October comparisons.

For Sale inventories continue to decline:• Business jets for sale were at 13.5%

(down -0.3% from 13.8%);• Business turboprops for sale were at

8.5% (down -1.3% from 9.8%);• Turbine helicopters for sale were at 6.2%

(down -0.5% from 6.7%);• Piston helicopters for sale were at 6.0%

(down -0.3% from 6.3%).

Full Sale Transactions had mixed results:• Business jets were up +7.6%;• Business turboprops were down -3.3%;• Both turbine (-7.2%) and piston (-7.7%)

helicopters were down.

Average Asking Prices show mixed results:• Business jets (+5.5%) and turbine

helicopters (+12.8%) increased;• Business turboprops (-3.7%) and piston

helicopters (-2.2%) decreased.

Average Days on Market - High levels:• All market sectors were on the market

for at least one year on average before a sale, except business turboprops (342 days).

• All market sectors have shown increases in average days on market YTD through October, except business jets which took exactly one year (365 days). The YTD October 2011 average days on market was also 365 days, so there was no change.

• Piston helicopters took more than a month (41 days) longer to sell than a yearago.

While thepre-owned marketcontinues to showimprovement, allmarket metricshave been slow torecover, though aremuch improvedcompared to thelows recorded overthe past three years.The CompoundedAnnual GrowthRate (CAGR) hasaveraged 12.2%, re-flective of the greatstrides that havetaken place in thepre-owned businessjet market full-saletransactions fromYTD October 2009to YTD October2012. A strong

recovery of the pre-owned business jetmarket full-sale transactions is underway in2012 and should result in a new record peakactivity, surpassing that last seen in 2007.

Business jets are on a positive pace in2012 with +7.6% growth YTD in pre-ownedsales transactions, and a +5.5% increase inaverage asking price compared to the sameperiod in 2011. However, other marketsectors are not showing similar results.

WORLDWIDE TRENDS Business Aircraft Helicopters

OCT0BER

2,541

13.5%

13.8%

(-0.3)pt

1,818

365

$4.620

7.6%

0

5.5%

1,172

8.5%

9.8%

(-1.3)pt

1,113

342

$1.290

-3.3%

19

-3.7%

1,163

6.2%

6.7%

(-0.5)pt

1,024

420

$1.442

-7.2%

13

12.8%

562

6.0%

6.3%

(-0.3)pt

784

352

$233

-7.7%

41

-2.2%

Jets Turbos Turbine Piston

For Sale

Fleet % For Sale 2012

Fleet % For Sale 2011

% Change For Sale

January to October 2012

Full Sale Transactions

Avg. Days on Market

Avg. Asking Price - $USD M

YTD January to October 2012 vs 2011

Change - Transactions

Change - Days on Market

Change - Asking Price

.

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Market Indicators 2

TRAQPak data shows that November 2012flight activity levels decreased from Octo-ber, finishing the month down -6.3% overall.The results by operational category weredown for all three categories (led by frac-tional activity, down -8.0%). Part 91 and Part135 flight activity were down -7.8% and -2.9% respectively.

Aircraft category results followed thepath of the operational categories andfinished down across the board. Turbopropflight activity saw the biggest month-over-month decline, finishing down -9.9%.Mid-size cabin aircraft finished down -4.6%,followed by large and small cabin aircraftwhich finished down -4.3% and -4.2%respectively. Looking at individual marketsegments the fractional turboprop segmentsposted a -31.7% month-over-month de-crease*, while the Part 135 large cabinsegment posted a +3.9% month-over-monthincrease.

Reviewing year-over-year activity(November 2012 vs. November 2011), TRAQ-Pak data indicates an overall decreaseof -2.3%. Results by operational categoryweren’t all negative for the period, however,with Part 135 activity posting a positiveyear-over-year increase of +5.6%. The Part 91

and fractional marketsposted year-over-yeardecreases of -3.6% and-12.2% respectively.

Looking at activityby aircraft category;only the small cabinsector finished thetimeframe on thepositive side, up+2.0% year-over-year.The turboprop marketsaw the biggest year-over-year decline,finishing down -7.1%.Large and mid-sizecabin aircraft finisheddown -0.3% and -0.8%respectively. Lookingat individual marketsegments the Part 135small cabin marketposted the largestyear-over-year in-crease, up +11.0%,while the fractional turboprop marketshowed the largest decline down -40.6%*.

*The temporary shutdown of Avantair’s flightoperation (Piaggio Avanti fractional aircraft

provider) which occurred in late October and didnot resume activity until mid-November nega-tively impacted flight activity in the fractionalturboprop market segment.

Business Aircraft ActivityNovember 2012 vs. October 2012

-9.0%

-6.1%

-7.5%

-7.5%

-7.8%

-7.5%

-1.0%

-1.6%

3.9%

-2.9%

-31.7%

-3.9%

-3.1%

-6.7%

-8.0%

-9.9%

-4.2%

-4.6%

-4.3%

-6.3%

Part 91 Part 135 Fractional All

Turbo Prop

Small Cabin Jet

Mid-Size Cabin Jet

Large Cabin Jet

All Aircraft Combined

Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010

Business Aircraft ActivityNovember 2012 vs. November 2011

-6.6%

-1.8%

-0.9%

-2.7%

-3.6%

0.1%

11.0%

7.0%

7.5%

5.6%

-40.6%

-3.8%

-7.4%

-5.7%

-12.2%

-7.1%

2.0%

-0.8%

-0.3%

-2.3%

Part 91 Part 135 Fractional All

Turbo Prop

Small Cabin Jet

Mid-Size Cabin Jet

Large Cabin Jet

All Aircraft Combined

Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010

TRAQPak

TRAQPakARGUS View

Market Indicators - January 2013 / More from www.argus.aero

NETJETS VS VISTAJET: WHOSE MODEL WILL PREVAIL?In 2011 NetJets, a Berkshire Hathaway com-pany, placed a record-breaking $7.3 billionorder for high-end business jets. Now thatrecord has been nudged upward by a $7.8 bil-lion order last month from VistaJet, a UK-based entity, for a top-end, all-Bombardierfleet. These huge dollar figures, more typicalof the airline world than General Aviation,would make headlines for their size alone. Butwhat’s even more significant is that these buy-ers have staked their fortunes on two funda-mentally different, and at times competing,business models. Whose solution will prevail?

NetJets made its mark by developing thefractional business model back in 1986. Itworks rather like a condo timeshare: clientsbuy a “fraction” of an aircraft in the NetJetsfleet and then pay hourly and monthly fees forthe company to crew, fly and maintain it;clients owning larger shares can fly more

hours. NetJets makes upfront money by buy-ing in bulk from business jet manufacturers ata discount, and then selling the fractions at fullretail.

Historically, both NetJets and other frac-tional providers (which tend to follow thesame basic operating formula) found it chal-lenging to make money operating the aircraftonce their fractional shares were sold. But re-cent changes in fee structures and operationalefficiencies have been turning the tide on that.According to AMSTAT, NetJets now has a fleetof 392 aircraft and a commanding 67% share ofthe US fractional jet market.

VistaJet is betting an equivalent fortune onthe charter business model, a completely dif-ferent and often competing approach to frac-tionals. For the end-user, it's as easy as callinga limo service to go from Point A to Point B.Costs are based on flying time alone, withnone of the up-front capital that fractional en-tails, but the hourly rates can be quite high.Clients typically buy blocks of charter hours in25, 50 or even 100 hour increments.

Obviously both NetJets and VistaJet areconfident enough in their respective business

models to risk billions on them, but how canthat be? After all, these models are not just dif-ferent, but competing and in a certain senseeven contradictory. Perhaps the market wantsenough variety to leave room for both. But in-dustry consultant Brian Foley lofts the notionthat worldwide market forces will graduallycompel providers to meet in the middle with ahybrid charter-fractional model - or“chactional”, as he calls it.

“For right now, fractional and charter areboth solid business models," Foley said. "Butto enable future growth, both will inevitablyadapt and evolve. In my view this meansmoving toward each other - particularly asthey tailor their offerings to suit varying re-gional needs and tastes throughout theworld. Just to choose one business model orthe other won't ensure success, and the samesolutions may not work everywhere. That'swhy branding is so vitally important. NetJetsand VistaJet have taken different approachesbut have similarly recognized a need for pri-vate air travel that is both worldwide inscope and under the auspices of their re-spected brands."

Foley View

/ More from www.brifo.comMarket Indicators - January 2013

MarketIndicators NEWDec12_Layout 1 19/12/2012 11:09 Page 2

COMMUNICATIONS &EXHIBITIONS (P) LTD.

Organised ByVirgo House, 250 Amarjyoti Layout, Domlur Extension, Bangalore 560071, India.

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Bombardier has delivered NetJets’ firstSignature Series Global 6000 jet at a specialceremony in Montréal. NetJets Chairman andCEO Jordan Hansell added “This is the firstall-new aircraft of the 670 we have on order.We have been successful in selling all theshares in this Global 6000 aircraft and weare excited about taking delivery because itkicks off the overall renewal of our fleet,beginning now./ More from www.bombardier.com

Dassault introduced the Falcon 2000LXSoffering a reduction in Vref speed to 107knots; a 4,675-foot takeoff distance; and2,300 feet for landing. Sticker price is ex-pected to be $32.8 million. Certification is ex-pected in 2014 when it will replace the2000LX. Dassault says the first year ofproduction is already sold out./ More from www.dassaultfalcon.com

Embraer Executive Jets has expandedits customer service and support solutions bylaunching the new Embraer Executive Care(EEC) Engine Add-On option that will offer anose-to-tail maintenance solution for Phenomjets, complementing the EEC and the EagleService Plan programs. The new EEC EngineAdd-On option helps Phenom 100/300 op-erators to streamline and simplify invoice andpayment processes, addressing one of thecustomers’ main concerns.

And Embraer’s new generation of busi-ness jets was introduced recently when theLegacy 500 made a successful first flight,marking the beginning of its flight test pro-gram. Deliveries of the first aircraft are ex-pected to begin in 2014./ More from www.EmbraerExecutiveJets.com

▼

The Jet Business contin-ues to improve its cus-tomer-driven experiencewith the launch of a newcabin interiors app. TheJet Business team hasdeveloped this cuttingedge app, the first in theindustry where clientscan visualize a variety ofbusiness jet cabins in afull-size replication.Clients can experimentwith a full 3D interiorview of a wide variety ofbusiness jet cabins atthe company’s Londonshowroom, and they canenjoy this value addedservice at no additionalcost.

The original sales appfeatures comparativegraphic images and fullsize 1:1 cabin cross sec-tions of the jets, and thisinteriors app goes evenfurther. It allows poten-tial purchasers tochange the style of air-craft seats, cabinetry ve-neers and softfurnishings in a virtuallife-size representationof the cabin. The easy tonavigate proprietarysoftware stores informa-tion on a range of air-craft. It can changefabrics, carpets, woods,

cabinetry, veneers, fin-ishes and upholstery in afew simple clicks. TheJet Business team willwork with material sup-pliers to ensure it hasthe most current digitaland physical samples inits selection choices.

The Jet Business islaunching this app in di-rect response to clientdemand. “With a widerange of options nowavailable in interior fur-nishings and the great

leaps in technology anddigital imagery, we arevery pleased to helpclients create personal-ized interiors which re-flect their lifestyle andtastes. Up to now, theprocess has been verydifferent for clients toimmediately visualizetheir choices only usingswatch materials,” SteveVarsano, founder, The JetBusiness stated./ More information fromwww.thejetbusiness.com

BIZJET CABINS VISUALIZED & CUSTOMIZED

NEWS IN BRIEF

Middle East Business Aviation As-sociation (MEBAA) and GAMA announced a joint initiative to work togetherto further promote and develop Business Avi-ation in the Middle East and North Africa(MENA) region. “Our two associations sharea strong sense of purpose and have decidedto work together more closely. The MiddleEast and North Africa region is of growing im-portance for Business Aviation, and we wantto ensure it develops to its full potential,” saidGAMA President and CEO, Pete Bunce. “It is

important we combine our efforts to ensureBusiness Aviation is treated fairly, with propor-tional rules implemented across the region. Iam looking forward to working closely to-gether on this new initiative with our friends atMEBAA, given their vital role representing theBusiness Aviation operators’ community inthis important part of the world.”

And speaking to members of the MiddleEast Business Aviation Association (MEBAA)at the recent MEBA Show, chairman AliAhmed Al Naqbi said he was open to moving

BizAv Round-Up 01.13

BusAviationNewsJan12_Layout 1 18/12/2012 15:01 Page 1

AIC August 23/10/2012 11:03 Page 1


the biennial event to other parts of the region,and possibly holding it every year. MEBAA willlaunch a one-off "mini-MEBA" regional ver-sion of the show in Morocco next year, and isalso holding discussions with authorities inSaudi Arabia and Lebanon about hostingsimilar events./ More from www.gama.aero andwww.mebaa.com

NARA (National Aircraft Resale As-sociation) recently announced that six Bro-ker/Dealers have been accepted intomembership, including:• Axis Aviation Group, Inc., of Sacramento,

Calif. (www.axisjet.com)• Embraer Executive Aircraft of Melbourne,

Fla. (www.embraerexecutivejets.com)• Jetcraft Corp. of Raleigh, N.C.

(www.jetcraft.com)• Mente Group, LLC, of Addison, Texas

(www.mentegroup,com)• Sojourn Aviation of Scottsdale, Ariz.

(www.sojournaviation.com)• Wetzel Aviation, Inc., of Englewood, Colo.

(www.wetzelaviation.com).

NARA is a professional trade associationof businesses organized to promote thegrowth and public understanding of theaircraft resale industry./ More from www.nara-dealers.com

Viation signed an exclusive agreement withPrivatAir of Switzerland to become its brokerfor business aircraft transactions worldwide.The deal was signed between Patrick McHaf-fey, Viation Managing Director and GregThomas, CEO and Chairman of PrivatAir. Via-tion, headquartered in the Cayman Islands,with offices at London, Farnborough UK, LosAngeles and Dubai, will support the Geneva-based charter and management companywhich serves blue chip clients in the mediumto large jet business aircraft sector globally.The agreement will focus primarily on supermid-sized jets and upwards./ More from www.viation.com ▼

Asset Insight, Inc. an-nounced its revolutionarysystem enabling buyers,sellers, financial servicescompanies and otherentities to accuratelyevaluate an aircraft’smaintenance condition toallow for better-informedbuying and financingdecisions.

“Our goal is to create,for the first time, an in-dustry standard thatcould be used to objec-tively analyze and gradethe maintenance condi-tion of any aircraft andthen compare it to anyother aircraft,” said TonyKioussis, President ofAsset Insight. “The AssetGrading System Process(AGSP) does just that. Itcreates an Asset InsightIndex (AI2) value for vir-tually any make, modeland vintage aircraft flyingtoday, a value that scoresthe current and requiredmaintenance and ac-crued cost on an objec-tive continuum.”

The AGSP is based onpatented algorithms ana-lyzing current age, thehours and cycles on anaircraft’s Major Sectors –airframe, engine(s), pro-peller(s), APU, paint, andinterior – as well as the

cost to repair or replaceparts with no defined life.The AGSP provides theability to optimize theasset’s overall financialperformance by:

• Objectively analyzing and grading an aircraft’s maintenance condition relative to themanufacturer’s approved maintenance program.

• Comparing any aircraft to another aircraft listed for sale.

• Proving and, if desired, improving an aircraft’s technical rating by ad-dressing Major Sector deficiencies.

• Helping to justify an asking or offer price foran aircraft.

The AGSP provides auniform methodology todetermine which aircraftshould receive a betterMaintenance Conditionrating: the older modelwith lower hours or theyounger model withhigher hours. Addition-ally, the AGSP providesan objective measure asto which aircraft posesthe greatest Financial Ex-posure going forward –that is, the financial liabil-

ity accrued with respectto future scheduled andunscheduled mainte-nance events – to itsowner and/or financialservices company.

This Asset InsightIndex is comprised of thefollowing three elements:• An Asset Technical

Condition Score (ATC Score) that measures the aircraft’s mainte-nance status relative toits Optimal Mainte-nance Condition.

• An Asset Financial Condition Score (ATFC Score) that measures the aircraft’s financial rating relative to its Optimal Maintenance Condition.

• An Asset Technical Financial Exposure Value (ATFE Value) thatmeasures the aircraft’s financial exposure based on its Mainte-nance Condition (the financial liability accrued with respect tofuture scheduled main-tenance events versus the estimated maxi-mum cost of future scheduled mainte-nance).

/ More information from www.assetinsightinc.com

NEW AIRCRAFT EVALUATIONTOOL DEVELOPED

BizAv Round-Up 2

(L-R): ROLF SMITH, SALES DIRECTOR, VIATION USA - PATMCHAFFEY, MD, VIATION UK – GREG THOMAS, CEO,PRIVATAIR - CHRISTIAN HATJE, VP BUSINESS AVIATION,PRIVATAIR - NICK MCHAFFEY, UAE DIRECTOR, VIATION.


Alex Ayling 0044 208 549 3917 alex avbuyer.com

Astrid Ayling0044 208 549 5024

astrid avbuyer.com

EHS August 21/08/2012 12:20 Page 1


Neil Book - Has been named president and CEO at Jet SupportServices, Inc. (JSSI), and Louis C. Seno will serve as chairmanemeritus and special advisor to the board of directors. Robert H.Book will act as chairman of the board and industry veteran Bryan Moss and Joe DaGrosa will both serve as vice chair-men of the board. Susan Marr continues as a member of theboard, general counsel and chief administrative officer of JSSI, aswell as chief executive officer of Aviation Insurance Corporation, anaffiliate of JSSI.

Markus Bucher - Has been elected as the new CEO and chair-man of the executive board of Pilatus Aircraft Ltd. He takes overfrom Oscar J. Schwenk, who will remain as chairman of theboard.

Charles Edelstenne - Long-standing chairman and CEO atDassault Aviation is due to retire this month after more than fiftyyears with the company. His retirement, which coincides with his75th birthday, has been planned for some time and is in accordancewith company statutes. His successor will likely have been namedbefore you read this announcement.

Samuel Hill - Is the new Quest Aircraft CEO. Hill has more than40 years of aviation experience, most recently with Honda Aircraft,from which he retired earlier this year. Before joining Honda, hespent 10 years with Embraer Aircraft in key leadership positions, in-cluding president and vice chairman, and was responsible for start-ing Embraer’s corporate aircraft division.

J. Philip Jordan - Has been recently appointed managing direc-tor for Tempus Aircraft Sales & Service, LLC, an Authorized Salesand Service Center for Pilatus Aircraft and Piper Aircraft in the mid-

BizAv Arrivals & Events 3

BizAv Events 2013

Events in RED indicate Business Aviation related. If you would like your event included in our calendar email: [email protected]

west region, and an Authorized Service Center for Pratt & Whitney.

Scott McDonald - Has joined West Star Aviation as director ofsales. Most recently, he held the position of director of sales forGulfstream Product Support.

Julien Nargeot - Has been promoted by Dassault to the newlycreated position of sales manager at its Dubai regional sales office.

Howard Povey - Has been appointed sales director of JETabil-ity, the newly created Aircraft Sales and Brokerage division, part ofthe Business Aviation arm of the Marshall Aerospace Group. Basedat its Cambridge Airport, UK headquarters, the new business willfocus initially on acquiring and selling pre-owned business jets andturboprops. Povey will report to Managing Director of Marshall Busi-ness Aviation (MBA) and Marshall Executive Aviation (MEA), SteveJones.

Allan Stanton - Based in Dubai, is now regional vice presidentfor International sales in the Middle East on behalf of Gulfstream.Prior to joining Gulfstream, Stanton served for seven years as a re-gional sales director for Hawker Beechcraft in the Middle East,Africa and Turkey. He reports to Trevor Esling, regional senior vicepresident, International Sales, for Europe, the Middle East andAfrica.

Rick Teel - Has joined Leading Edge Aviation Solutions, LLC asvice president aircraft sales. Teel will be based in Chicago, focusingon aircraft sales and acquisitions in the Midwest.

A.L. Ueltschi - Founder of FlightSafety International, passed awaypeacefully at his home in Vero Beach, Florida recently. He was 95.

Neil Book Charles Edelstenne Phil Jordan Scott McDonald Howard Povey Allan Stanton A.L. Ueltschi

U.S. SPORT AVIATION EXPO Jan 17 – 20 Sebring, FL, USA / www.sport-aviation-expo.com

AIRCRAFT INTERIORS MIDDLE EAST (AIME) Jan 22 – 23 Dubai World Trade Centre, UAE / www.aime.aero

NBAA: AIRCRAFT REGISTRATION CONFERENCE Feb 7 – 8 Bonita Springs, FL, USA / www.nbaa.org

NBAA: LEADERSHIP CONFERENCE Feb 12 – 13 Austin, TX, USA / www.nbaa.org

INDIAN BUSINESS AVIATION EXPO Feb 19 – 20 Delhi, India / www.miuevents.com

AVIONICS EUROPE Feb 20 - 21 Munich, Germany / www.avionics-event.com

AUSTRALIAN INT’L AIRSHOW – AVALON Feb 26 – Mar 3 Geelong, Victoria, Australia / www.airshow.net.au

NBAA: BUSINESS AVIATION REG FORUM Feb 28 Long Beach, CA, USA / www.nbaa.org

OPPORTUNITIES IN BUSINESS JETS Mar 4 Malta / www.quaynote.com

HAI HELI-EXPO Mar 4 - 7 Las Vegas, NV, USA / www.rotor.com/heliexpo

NBAA: INTERNATIONAL OPERATORS CONF Mar 4 – 7 San Diego, CA, USA / www.nbaa.org

ABU DHABI AIR EXPO Mar 5 - 7 Abu Dhabi, UAE / www.adairexpo.com

INT’L GENERAL AVIATION INDIA Mar 7 - 10 Ahmedabad, India / www.biztradeshows.com


B ETTER THAN A BBJ3! BOEING 757 -200 Exec s/n 24923 12% larger than a BBJ3, with 30+% more range potential. 25% faster climb to a 5000-ft. higher ceiling. Save $75M or so and consider this BBJ alternative: the lowest timed 757 in the world! Recent C, 7220H/ 2554 C, Rolls Royce Engines, Winglets, Forward Airstair, 40-Passenger Interior, Exceptional Flight Department, Prestigious pedigree

B OEING S27-200 S/N 22825 OUTRIGHT SALE, LEASE, OR LEASE/PURCHASE. Super 27 Valsan –217 modification. Only 5500 Hours / 3300 Cycles since new, Winglets, Recent C Inspection and Landing Gear Overhaul, MSG-3 maintenance upgrade, Boeing Aux Tanks, VIP SNEW. Beautiful new exterior and interior designed by prominent South African Designer in 2008. TRADES CONSIDERED.

C ITATION ENCORE S/N 579 REPLACEMENT AIRCRAFT ON THE WAY. OWNER WANTS IT SOLD! One of the lowest timed Encores on the market with only 1338 Hours/ 681 Cycles, Universal UNS-1Csp with GPS, Center Club Interior, TCAS-II, Freon, Hangared since new.

F ALCON 900EX S/N 91 WITH WINGLETS! Millions of dollars spent at Duncan Aviation in 2012 on avionic and cosmetic upgrades including full new designer interior, beautiful new paint scheme, Primus Elite Upgrade with EVS 1500, Winglets, Aviator Swift Broadband, and Much, Much More.

Wentworth January 19/12/2012 16:18 Page 1


he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

Data is updated by Conklin & deDecker on a regular basis. The Guide ismuch more comprehensive andinformative, providing more aircrafttypes and models and including vari-able cost numbers for all models.

This month’s category of aircraft -Large Cabin Jets – appears opposite, tobe followed by Medium Jets nextmonth.

Please note that this data should beused as a guide only, and not as thebasis on which buying decisions aretaken. The data presents aircraft agedbelow 20 years of age only, but Conklin& de Decker provides details of olderairplanes too.

If there are any other ways in whichwe can improve the content or presen-tation of this information, please let usknow.

❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: [email protected]. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

T

AIRCRAFT SPECIFICATIONS:LARGE CABIN JETS

Aircraft Performance& Specifications

FEBRUARY ISSUE: Medium Jets

MARCH ISSUE: Light Jets

APRIL ISSUE: Turboprops

The following describes the content of each cost elementused in The Aircraft Cost Evaluator. There are no sales taxesincluded in these costs.

VARIABLE COST PER HOUR Includes fuel, maintenancereserves for routine maintenance, engine/ propeller/APUreserves, and miscellaneous expenses.

SPECIFICATIONS - GENERAL:CABIN DIMENSIONS Cabin Height, Width, and Length arebased on a completed interior. On “cabin-class” aircraft, thelength is measured from the cockpit divider to the aft pressurebulkhead (or aft cabin bulkhead if unpressurized). For smallcabin aircraft, the distance is from the cockpit firewall to the aftbulkhead. Height and width are the maximum within that cabinspace. Cabin Volume is the interior volume, with headliner inplace, without chairs or other furnishings. Cabin Door Heightand Width are the measurements of the main passenger cabinentry door.

BAGGAGE Internal baggage volume is the baggage volume thatis accessible in flight by the passenger. This amount may varywith the interior layout. External baggage volume is the baggagevolume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew andpassenger seating commonly used on the aircraft. This is not themaximum certificated seats of the aircraft. These numbers mayvary for different operations (Corporate, Commercial, EMS, etc.).

WEIGHTS:• Maximum Take-Off Weight and Maximum Landing Weight arespecified during aircraft certification. • Basic Operating Weight is the empty weight, typicallyequipped, plus unusable fuel and liquids, flight crew @ 200pounds each and their supplies.• Useable fuel is the useable fuel in gallons x 6.7 pounds pergallon (Jet fuel) or 6 pounds per gallon (AVGAS).• Payload with Full Fuel is the useful load minus the useablefuel. The useful load is based on the maximum ramp weightminus the basic operating weight.• Maximum Payload is the maximum zero fuel weight minusthe basic operating weight.

SPECIFICATIONSPERFORMANCE RANGE:• Range - Seats Full is the maximum IFR range of the aircraftwith all passenger seats occupied. This uses the NBAA IFR alter-

nate fuel reserve calculation for a 200 N.Mi. alternate. This isused for jet and turboprop aircraft.• Ferry Range - is the maximum IFR range of the aircraft withthe maximum fuel on board and no passenger seats occupied.This uses the NBAA IFR alternate fuel reserve calculation for a200 N.Mi. alternate. This is used for jet and turboprop aircraft.• VFR Range - Seats Full is the maximum VFR range of the air-craft with all passenger seats occupied. This is used for all heli-copters and piston fixed-wing aircraft.• VFR Ferry Range - is the maximum VFR range of the aircraftwith the maximum fuel on board and no passenger seats occu-pied. This is used for all helicopters and piston fixed-wingaircraft.

BALANCED FIELD LENGTHBFL is the distance obtained by determining the decision speed(V1) at which the take-off distance and the accelerate-stop dis-tance are equal (fixed-wing multi-engine aircraft only). This isbased on four passengers and maximum fuel on board (turbineaircraft). For single-engine and all piston fixed-wing aircraft, thisdistance represents the take-off field length at Maximum Take-off Weight (MTOW).

LANDING DISTANCE (FACTORED)For fixed-wing turbine aircraft, landing distance is computedusing FAR 121 criteria. This takes the landing distance from50/35 feet (depends on certification criteria) and multiplies thatby a factor of 1.667. No credit is given for thrust reversers.Configuration is with four passengers and NBAA IFR FuelReserve on board. For fixed-wing piston aircraft, this figure isthe landing distance over a 50 foot obstacle.

RATE OF CLIMB (Ft/Min)The rate of climb, given in feet per minute, is for all enginesoperating, at MTOW, ISA conditions. One Engine Out rate ofclimb is for one engine inoperative rate of climb at MTOW, ISA.

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroJan13_AC Specs Intronov06 19/12/2012 11:54 Page 1

$3,708.80

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

9

48200

38000

27100

19850

1263

4815

3824

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,487.24

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

9

48200

38000

27150

19852

1298

4850

3834

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

BOM

BARD

IER C

HALL

ENGE

R 60

5

$4,189.04

6.1

8.2

28.3

1035

5.83

3

115

-

2

9

45100

36000

26250

17635

1365

4750

3380

3590

6500

4500

4259

1207

459

443

425

2

CF34-3A1

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

$5,175.90

6.25

8.17

42.47

2022

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

$5,391.20

6.25

8.17

48.35

2140

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR 710-A2-20

$5,364.12

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR 710-A2-20

$5,224.28

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR 710-A2-20

BOM

BARD

IER

GLOB

AL 6

000

BOM

BARD

IER G

LOBA

L 500

0BO

MBA

RDIE

R GL

OBAL

EXP

RESS

BOM

BARD

IER

GLOB

AL E

XPRE

SS X

RS

BOM

BARD

IER C

HALL

ENGE

R 60

1-3R

BOM

BARD

IER C

HALL

ENGE

R 60

4

LARGE CABIN JETS

DASS

AULT

FAL

CON

2000

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.

$3,840.21

6.2

7.7

31

1024

5.6

2.6

134

-

2

8

35800

33000

22750

12155

1095

5910

2975

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B

www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – January 2013 117Advertising Enquiries see Page 8

�

AircraftPer&SpecJan13_PerfspecDecember06 19/12/2012 11:59 Page 1

$3,401.42

6.2

7.7

31

1024

5.6

2.6

131

-

2

8

42200

39300

23190

16660

2550

6510

3915

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,274.97

6.2

7.7

31

1024

5.6

2.6

131

-

2

8

42200

39300

23190

16660

2550

6510

3915

4045

5585

4333

4375

490

482

459

442

2

PW308C

DASS

AULT

FAL

CON

2000

EX E

ASyAIRCRAFT

SPECIFICATIONS

$3,251.99

6.2

7.7

31

1024

5.6

2.6

131

-

2

8

41000

39300

23190

14600

3410

6510

3335

3440

5300

4333

4575

490

482

459

442

2

PW308C


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

$3,229.59

6.2

7.7

31

1024

5.6

2.6

131

-

2

8

42200

39300

24440

16660

1300

5260

4125

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,228.31

6.2

7.7

31

1024

5.6

2.6

131

-

2

8

41000

39300

24750

14600

1850

4950

3658

3681

4652

4450

4350

490

482

459

442

2

PW308C

$4,100.56

6.2

7.7

33.2

1264

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

$3,891.50

6.2

7.7

33.2

1264

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

DASS

AULT

FAL

CON

900C

DASS

AULT

FAL

CON

2000

LXDA

SSAU

LT F

ALCO

N 20

00S

DASS

AULT

FAL

CON

900B

DASS

AULT

FAL

CON

2000

DXDA

SSAU

LT F

ALCO

N 20

00EX

LARGE CABIN JETS

DASS

AULT

FAL

CON

900D

X


$3,611.75

6.2

7.7

33.2

1264

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



$3,641.67

6.2

7.7

33.2

1264

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

$3,634.10

6.2

7.7

33.2

1264

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

DASS

AULT

FAL

CON

900L

X

$3,760.66

6.2

7.7

33.2

1264

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


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

$3,946.55

6.2

7.7

39.1

1552

5.6

2.6

140

-

2

12

69200

62400

35600

31940

1660

5400

5950

6065

5505

3583

-

-

-

488

459

3

PW307A

$3,609.01

6

6.9

42.4

1410

5.8

2.5

42

325

2

16

44092

40785

25829

11321

7162

9445

1866

2034

4741

3417

2923

577

447

447

400

2

AE 3007A1/3

$3,646.22

6

6.9

49.8

1650

5.6

2.5

286

-

2

13

49604

40785

30081

18170

1507

5193

3090

3490

5887

3844

3040

777

455

455

424

2

AE 3007A1E

$3,678.05

6

6.9

49.8

1650

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1910

4939

3642

3964

6028

3912

3062

808

459

459

425

2

AE 3007A2

EMBR

AER

LEGA

CY 6

50

DASS

AULT

FAL

CON

7XEM

BRAE

R 13

5 SH

UTTL

EEM

BRAE

R LE

GACY

600

DASS

AULT

FAL

CON

900E

XDA

SSAU

LT F

ALCO

N 90

0EX

EASy

LARGE CABIN JETS

GULF

STRE

AM G

IV S

P


$4,989.88

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4458

3640

701

500

476

445

2

TAY 611-8

www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – January 2013 119Advertising Enquiries see Page 8

�


$4,822.56

6.2

7.3

45.1

1525

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8

$4,715.51

6.2

7.3

45.1

1525

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C

GULF

STRE

AM G

350

AIRCRAFT SPECIFICATIONS

$5,315.26

6.2

7.3

50.1

1669

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


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

$4,825.33

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$4,728.89

6.2

7.3

45.1

1525

5

3

169

-

2

14

74600

66000

43200

29281

2519

5800

4100

4400

5770

4417

3760

712

500

476

445

2

TAY 611-8C

$4,682.66

6.2

7.3

50.1

1669

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

$4,707.56

6.2

7.3

50.1

1669

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6490

6950

6200

3667

3650

594

508

488

459

2

BR 710-C4-11

GULF

STRE

AM G

550

GULF

STRE

AM G

400

GULF

STRE

AM G

450

GULF

STRE

AM G

500

GULF

STRE

AM G

VGU

LFST

REAM

G30

0

LARGE CABIN JETS

GULF

STRE

AM G

650


$5,268.88

6.4

8.5

53.6

2138

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

-

-

-

4167

-

-

516

-

488

2

BR 725 A1-12


�


ABACE October 17/09/2012 18:05 Page 1

Serial Number: 19Registration: N612MHAirframe TT: 5785Landings: 3355

Aircraft InformationOps Package MSG-3 Compliance Part 135

EnginesPratt & Whitney PW306AEnrolled on Pratt & Whitney ESP

APUHoneywell GTCP36-150 Enrolled on MSPS/N: P-116 TT: 3548

AvionicsRecently the following Avionics have beenupgraded:• Installation of a Flight Display FDIPD-MD• Installation of new SSDTY that features flashmemory technology• Installation of new Collins Airshow 410• INMRSAT System upgrade

Collins Proline IV 5 Tube EFD-4077Dual Collins FCC 4005 AutopilotDual Collins AHC-85EDual Collins ADC-850C Air Data SystemDual Collins VHF-422D VHF COMMDual Collins VIR-432 NAVSDual Collins ADF-462Dual Collins DME-442Dual Collins TDR-94D TranspondersDual Collins RTU-4200 Radio TuningCollins ICC-4005 IAPS

RVSM CompliantCollins MDC-4000King HF-950 HF COMMDual Honeywell WXP 4220 WCPUniversal UL601 UnilinkCVR 120 Cockpit Voice RecorderAllied Signal EGPWSArtex ELTUniversal Aero-I SATCOM ”Three Channels”Motorola SELCALSecond King KHF 950Honeywell TCAS II with Chg7

InteriorInterior refurbished in Sept. 2012 - A 9 pax cabinfeatures a fwd galley and fwd four (4) single seatsin club configuration with executive tables. Aftcabin has two (2) single seats on R/H side with athree (3) place divan on L/H Side. The divan andseats were recovered, all veneer was replaced,and the window and lower side panels wererecovered. Headliners and PSUs wererefurbished, carpet was replaced, and the crewseats were refashioned in leather and sheepskin.Countertops were replaced in the galley and lav.

ExteriorCompleted in Sept. 2012 - Overall MatterhornWhite with Black and Bronze stripping

Special FeaturesUniversal Univision System. Fwd and Aft CabinMonitors. Eight 110 AC Outlets in Cabin.iPod 4G. Warming Oven. Two Coffee Makers77 Cu Ft. O2 Bottle. Cockpit Printer

SHOWCASE


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

2000 Gulfstream G200

Florida Jet GIV G-200 sn 19 18/12/2012 14:52 Page 1

SHOWCASE

Serial Number: 1085Registration: N423TTAirframe TT: 8451.9Landings: 3914

EnginesEngine Model: Rolls Royce TAY MK611‐8Engine Program: Rolls Royce Corporate CareEngine #1: Engine #2:Overhaul: 11/20/2008 11/27/2008TSOH: 1272 Hours 1272 HoursCSOH: 622 622

APUGarrett GTCP36‐100Total Time: 6368 HoursTSHSI: 1646

Maintenance12, 24, 72 month items complied with July 2012by Gulfstream PBIGulfstream Computerized Maintenance Program

Additional FeaturesRVMSAllied Signal EGPWSHoneywell TCAS II With Change 7Honeywell Sat AFISBaker Audio Control SystemXM RadioBaker Passenger Briefing SystemArtex C‐406‐1 ELTFairchild A‐100 Cockpit Voice RecorderMotorola NA‐135 SELCAL

Avionics• Dual Honeywell SPZ‐8000 EFIS• Iridium Satphone• Triple Honeywell FMZ‐2000

w/5.2 software• Dual Collins HF‐190• Triple Collins VHF‐422D Comms• Dual Collins VIR‐432 Navs• Dual Collins ADF‐462• Dual Collins DME‐442• Dual Collins TDR‐94D Transponders• Honeywell Primus 870 Color Radar• Triple Honeywell Laseref II IRU• Dual Honeywell GPS• Honeywell Lasertrak• 3rd Standby Nav/Comm CTL‐23

ExteriorWhite with blue and silver stripesRe‐striped January 2007

Interior & Cabin FeaturesRefurbished soft goods and wood January 2007Replaced carpet & recovered Divan May 201213‐Passenger Executive SeatingForward crew only & Aft LavatoryAirshow 400Three 17" LCD Video Monitors

Price: Make OfferOwner Financing AvailableAll Trades Considered


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406


1988 Gulfstream IV

Florida Jet GIV sn 1085 Jan 18/12/2012 14:57 Page 1

SHOWCASE

Privately Owned & OperatedFAA & EASA

EnginesRolls Royce BR710-A2-20

APU1524 hrs. Last revision 5C – March 2012

Avionics/RadiosAutopilot Emergency Decent Mode (AEDM)Enhanced Vision System (EVS)Crew Emergency Vision Assurance System(EVAS)Honeywell LSZ-860 Lightning Sensor System (LSS)Airborne Data Link System (ADLS)Runway Awareness and Advisory (RAAS)Airshow with World Explorer GuideWide Area Augmentation System / LateralGuidance with Precision Vertical (WAAS/LPVElectronic Pilot Checklist (OBDS)Airshow: Day-Night Map with Time Zones

Additional EquipmentExternal Camera System and Color Glareshield Zoom Camera (Securaplane)

18.1 Inch Pop Up Monitors (Credenza) FlightCompartment Printer

SATCOM System and High Speed Link(SAT-6100)

IRIDIUM Telephone SystemUpgrade of Bulkhead Monitors from 21.3 to24 inches

Integrated iPodEICAS Door Open Annunciation "SMALL

SERV DOOR"Common Key PanelsUpgrade for bulkhead monitor from 21.3 inchto 24 inch (each)

Additional Wireless Telephone HandsetFloor Mat Heaters (Entrance Area & SingleClub Zone 1A & 1B)(Qty.6)

Power Converter Replacement (115V to 230V)- (price delta from standard 115V to 230V)

Laptop Imagery Displayed on BulkheadMonitor (Qty.2)

Addition of Ice Filter Assemblies at Mix ManifoldAircraft Identification Plate Qty 3LH Entrance Jespersen Manual (10max)Storage Drawer

Sunshield (Cockpit)Main Entry Door, Aft Handrail ExtensionIncreased MTOW from 88,700 to 89,700 lbsSpare Nose Wheel Mounting Provisions in AftEquipment Bay (includes one spare nose wheel)Winglet Viewing Mirrors (Cockpit)Passenger Filter Breathing Unit (Smoke Hood)Qty 13

Spare Nose Wheel Mounting Provisions

ExteriorPaint - Inside Engine CowlingsPolish Engine Cowling LatchesPolish Cockpit Windshield FramePolish Rear Bay Door HandlePolish Surround of Main Door HandleAdditional Forward Cabin Windows

Make Offer

2010 Global 5000 Limited Edition


WAKED JAYYOUSIGreece

Tel: +306947379572E-mail: [email protected]

Waked December 19/12/2012 11:27 Page 1

SHOWCASE

Serial Number: RK-19Registration: ZP-BJBAirframe TT: 9579Landings: 9545

• Will Trade for Citation VII• On CAMP• Thrust Reversers• Aft Baggae Mod• RVSM Equipped• No Damage History

EnginePRATT & WHITNEY JT15D-5 (3600 TBO)LH ENG: 9691 TSN 2703 SMOH 764 SHSRH ENG: 9659 TSN 1745 SMOH 1745 SHSAvionicsCOLLINS PROLINE IVDUAL COLLINS VHF-422A COMS DUAL COLLINS VIR-432 NAVS COLLINS FIS-870 4 TUBE EFISCOLLINS AUTOPILOTDUAL COLLINS 462-ADF TWR-850 COLOR DOPPLER RADARDUAL SDU-640A RMI’S COLLINS TCAS II /CHANGE 7DUAL COLLINS DME-442DUAL COLLINS TDR-94D TXPS HONEYWELL MARK VI EGPWSDUAL COLLINS FCS-850 FD’S RVSM COMPLIANTDUAL COLLINS AMS-5000 FMS COLLINS ALT-55B RADAR ALT

COLLINS GPS-4000A DUAL COLLINS ADC-850D ADC’STURBULENCE DETECTIONFeaturesFreon AirconditionerRohr Thrust ReverserRVSM Artex 406 ELT Emergency Exit Light Power Supply ModAft Baggage Mod Navs Upgraded for FM ImmunityAirshow 400 Cabin Display Moving . MapBRNAV / RNP-5 AuthorizedDavtron Digital Clock (CoPilot) On CAMPECU Access PanelEngine Fan Turbo Sync Increase Gross Take-off Kit45,000 ft. Alt. Kit Stand By GyroFuel Temp Indicator Stand By Airspeed IndicatorEngine Vibrate Indicator AAP-850 Altitude Awareness SystemAngle of Attack IndicatorInteriorNew 2006! forward 3-Place Club, an Aft 4-PlaceClub, and an Aft Belted Potty Seat completed inbeige leather, beige carpet, writing tables, forwardrefreshment cabinet with storageExteriorNew 2006! Overall white with green and silveraccents

1991 Beechjet 400A


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 Beechjet 400A January 18/12/2012 14:59 Page 1

SHOWCASE

Serial Number: 550-0636Registration: N50NFAirframe TT: 6343Landings: 4898

AirframeCESCOM Fresh Phase 1-5 and 10 - July 2011

EnginesPratt & Whitney JT15D-4Eng. 1: 2659 SMOH 711 SHOTEng. 2: 2659 SMOH 711 SHOT

AvionicsSperry 3 tube EDS-603 3 Tube EFISSperry SPZ 500 AutopilotGlobal GNS XLS w/ GPSKGP 860 MFDHoneywell Primus 650 Color RadarDual Collins 32A Navs 8.33 SpacingDual Collins 22A CommsDual Collins TDR 90 TranspondersDual Collins ADF – 462Collins ALT-55BFlightphone Honeywell Mark VIII TAWS406 ELT

Additional FeaturesRVSMThrust ReverseFairchild A100 CVRAFT BaggageFreon Air ConditioningNo Damage HistoryGross Take Off Weight Increase

ExteriorOverall Matterhorn White with blue stripes. Newpaint in June 1997

InteriorInterior has seven passenger center clubconfiguration. Also included is a left hand deluxerefreshment center. Seat belted flushing potty.New leather seats and carpet 2009


AeroSmith Penny8031 Airport Blvd., Suite 224, Houston,

TX 77061


1990 Citation II

Price Reduced

AeroSmith Penny August 18/12/2012 15:01 Page 1

Serial Number: 34303Registration: HB-JJAAirframe TT: 34534Landings: 3680

EnginesEngine Type & Model CFM56-7B27No 1 Engine Serial Number 893466No 1 Engine Hours Since New 34534No 1 Engine Cycles Since New 3680No 1 Engine Cycles to First Limiter 8051No 2 Engine Serial Number 892480No 2 Engine Hours Since New 34534No 2 Engine Cycles Since New 3680No 2 Engine Cycles to First Limiter 8051APUAPU Type & Model Honeywell GTCP131-9BAPU Serial Number P-6927APU Cycles Since New 8552APU First limiter Due at 30,000 cyclesAvionics822-0299-001 ADF (DUAL)2100-1020-00 326234 CVR967-0212-002 DFDAU2100-4043-00 DFDR4081600-930 DEU (DUAL)822-0329-001 DME (DUAL)965-1690-052 EGPWS176200-01-01 10-62225-004FMC (DUAL)822-0330-001 HF (DUAL)822-0297-001 Marker Beacon (DUAL)822-1293-002 TCAS (ACASII)822-1047-003 VHF (TRIPLE)

622-5135-802 Weather Radar822-1338-003 ATC (DUAL)822-1338-003 ATC (DUAL)241-280-056-014 EVM822-1604-101 FCCA822-1604-101 FCCBHG2050AC07 IRU (DUAL)822-1152-002 MMR (DUAL)0802070501 TRU #1 (TRIPLE)285A1010-6 Yaw Damper #1 (DUAL)InspectionMaintenance Schedule and Status The aircraft and all major components andsystems have been maintained in accordancewith the PrivatAir Maintenance Programme.This programme is aligned with the Boeing MPD.The aircraft recently underwent a 6yr checkduring February and March 2012The aircraft is planned to undergo a 24monthcheck in January/February 2013InteriorInterior Configuration and Optional Equipment44 Business Class Leather Seats – 60inch pitchForward and Aft Galley3 Lavatory, 1xForward, 2xAft5 Attendant Seats, 2xForward, 3xAftForward safety equipment stowage7 Aux Fuel Tanks – current FH:FC ratio inexcess of 9:1Further fitment details available upon requestto confirmed interested partiesRemarksWeight DataMaximum Ramp Weight 77,791 Kg

Maximum Take Off Weight 77,500 KgMaximum Zero Fuel Weight 57,153 KgMaximum Landing Weight 60,781 KgBasic Empty Weight 43,116 KgFuel Capacity 30,608 KgLanding GearLH Main Landing Gear CSN 3680RH Main Landing Gear CSN 3680Nose Landing Gear CSN 3680Next Limiter (ALL) 10 year limit due 08/2015

SHOWCASE

2005 Boeing BBJ


Ben Jacques, Commercial ManagerTel: +44 (0) 1372 224488Mobile: +44 (0) 7584 528 126E-mail: [email protected] www.ibagroup.com

International Bureau of AviationIBA House #7, the Crescent,

Leatherhead, Surrey, KT22 8DY, UK

IBA Janaury_Guardian Jet Chall 1076 oct 19/12/2012 12:39 Page 1

SHOWCASE


Serial Number: 650-7059Registration: N14DGAirframe TT: 4,456.4 Landings: 3,504

• LOW TOTAL TIME, 4,456.4 HOURS• MSP• XM RADIO• HERMISTATIC DOOR SEAL TO REDUCECABIN NOISE LEVEL

• 2 LARGE MONITORS & 5 INDIVIDUALSEAT MONITORS

Engines Garrett TFE - 731-4R-2SMSP GoldLeft: S/N: P102227. 4,220.5 Hours. 3,337 CyclesRight: S/N: P102228. 4,267 Hours. 3,329 Cycles

APUHoneywell S/N: 36-150. 2,459 HoursOn MSPAvionics• Honeywell SPZ-8000 Avionics Suite• Honeywell SPZ-8000 IFCS• Honeywell Primus 670• Dual Collins VHF 22A• Dual Collins DME 42• Dual Collins ADF 452• Collins TDR -94• Collins ALT-55• Honeywell TCAS-II• Fairchild GA-100 Cockpit Voice Rec.• Dual Honeywell NZ-2000• King KTR-953 with SeCal• Honeywell Mark VIII

AirCell 3100T with dual handsets. Airshow 400. RVSMCompliant. VHS and CD player. Hermistatic Door SealInteriorSix passenger configuration features a forward four placeclub with two fold out executive tables and two forwardfacing aft seats. The aircraft features a belted aft lavatory.Soft Goods Refurbished November 2008; New CarpetNovember 2008ExteriorNew Paint November 2008, by Jim Miller Additional Features5 Individual monitors. XM Radio IPod docking station. Camera14" Monitor in the forward right cabin10" Monitor in the forward left cabin Hermistatic Door Seal to reduce cabin noise level

1995 Citation VII

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Kyle FoddrillTel: +1 (817) 372-4527E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

rgetnem.ww.ww moc.puor

VA HCETNOITAIV LOSYGOLON SNOITU

Mente Citation VII December 18/12/2012 16:18 Page 1

SHOWCASE


Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]

• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 1895Landings: 1538

• Extended Range Fuel

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 1907 / Right Engine 1899 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Imbuia gloss inlays in thecenter club. Seating is finished in Almond Crunchleather with Surfside lower sidewalls and finishedImbuia wood gloss laminate

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

2008 Learjet 40XR

Northern Air N959RP June 18/12/2012 15:14 Page 1

Serial Number: 150Registration: EC-KCAAirframe TT: 1497Landings: 1110

EnginesEngines on Pratt & Wittney Eagle Service Plan(Gold). No damage historyLeft Engine: Model PWC-306ARight Engine: Model PWC-306A

APU1524 hrs. Last revision 5C – March 2012

Avionics• Avionics: Rockwell Collins Pro Line 4• Iridium Comunications System 200(ICS- 200) SATCOM

• Runway Awarness Advisory System• Air Traffic Controller transponder TDR-94D• Honeywell Laseref V IRS• L-3 Lighting storm detection system• Autothrottle system• Data Loader DBU-5000 (USB)• 2 x VHF Collins VHF-4000E• 2 x HF Collins KHF-1050• ELT ARTEX 110-406 NAV• 2 x FMS 6100• Radio Altimeter Collins ALT-4000• Radar Collins TWR-850• 2 x DME Collins DME-4000• 2 x ADF Collins 462• TCAS Collins TTR-4000

Additional Equipment• Airshow 4000• Stormscope WX 1000E• Emergency Lightning System• Installation of 60Hz• Autopower Throttle C34135-1• EGPWS RAAS• 2 x LCD 17 Rosen Aviation

Interior• Forward Galley• 8 Passengers• Audio Intl. Dual video disk player• 2 x Rosen 17” LCD monitors

Compliance / CertificationsEASA, RVSM, 8.33 COM, FM IMM, MNPS,EU OPS 1

Recent MaintenanceA & C checks, minor engine inspection.Next maintenance due 3A & 1500 hrs engine

SHOWCASE

Gulfstream G200


Frank DavidsonNew Jet International

Tel: +377 97 70 10 20E-mail: [email protected]

New Jet International January 19/12/2012 11:44 Page 1

SHOWCASE


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

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

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd.1441 Aviation Park NE, 2nd Floor,

Box 560, Calgary, Alberta, T2E 8M7

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

Cessna Citation Ultras

John Hopkinson Ultras July 18/12/2012 15:16 Page 1


Marketplace

European Skybus LtdPrice: Please Call

Year: 1990

S/N: 24570

Reg: N470AC

TTAF: 53457

Location: United Kingdom

This Boeing 737-300 has recently undergone extensivemaintenance and engineering work and has beenconverted to a VIP configuration in February 2011. Theaircraft has been completely refurbished to the higheststandards. The new owner will benefit from the millionsof dollars and thousands of man hours that have goneinto completing this VIP conversion. Winglets have beenfitted to improve the aircraft performance and range.

Boeing 737-300 VIP Tel: +44 (0) 1531 633 000Email: [email protected]

European Skybus LtdPrice: Please Call

Year: 1991

S/N: 24645

Reg: EI-EOE

TTAF: 36,946


This Boeing 737-500 has recently undergone extensivemaintenance and engineering work including a “D”check and has been converted to a VIP configuration inNovember 2010. The aircraft has been completelyrefurbished to the highest standards. The new ownerwill benefit from the millions of dollars and thousands ofman hours that have gone into completing this VIPconversion which can include optional Winglets toimprove the aircraft performance and range.

Boeing 737-500 Tel: +44 (0) 1531 633 000Email: [email protected]

SCI Asia LimitedPrice: $7.5 M

Year: 1998

S/N: TBC

Reg: TBC

TTAF: TBC

Location: USA

Boeing 737 Luxury VIP Private Jet available as low asUS$7.5M, Versatile Interior, 29 pax standard configuration,Superb Entertainment and Communications Facilities:incl. 2 iPod docks & 4 40” Flat TVs, Rockwell-Collins AirShow 4000, 4 Distinct seating areas & one 8-personConference Table, Spacious cabin & Massive storage,Fwd & Aft Galley,Aft VIP Lav & Fwd Crew Lav, State of theArt Engineering, New Personalized Exterior Paint,Customization Available.

Boeing 737 Tel: +852 39752959Email: [email protected]

[email protected]

FortAero Business Aviation Corp

Price: $23,500,00 no VAT

Year: 2009

S/N: 160

Reg: OY-CKH

TTAF: 2220

Location: Denmark

EASA Ops compliant, JAR OPS1 Regulation. Up to datemaintenance service, Airshow 4000. The crew and theoperator are ready to continue the operation of theaircraft. A simple change transaction of business jetownership.

Dassault Falcon 2000LX Tel: +31 (0) 629 560 272Email: [email protected]

ACTIFLYPrice: USD $ 21,800,000

Year: 2011

S/N: 5865

Reg: F-HMOB

TTAF: 330

Location: France

Rockwell Collins Pro Line 21 with four 10” x 12” (25.4 cmx 30.5 cm) LCD screens and integrated menu control.- Dual autopilot with single autothrottle.- EFIS / EICAS with synoptic.- Dual FMS-6000 with coupled lateral and vertical nav &performance calculations.- Integrated Flight Information System (IFIS).

Contact: Bernard Vermandel

Bombardier/Challenger 605 Tel: +33 (0) 148 358 606Email: [email protected]

Marketplace Jan13 19/12/2012 13:42 Page 3


Leonard Hudson DrillingPrice: US $3,975,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,975,000.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg:

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. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Seven, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all seven.

BELL 212 (Seven Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace

Thro Aviation, Ltd.Price: Please call

Year: 2010

S/N: 20800521

Reg: N720QB

TTAF: 486

Location: Islip, NY

This 2010 Executive Cessna Caravan, with only 486Hours total time since new, is on Wipline 8000Amphibious floats. The aircraft's stunning interiorincludes a Taupe executive leather seating with twotables and an exceptional entertainment system withceiling mounted LCD monitors and more!!!

Cessna Caravan (C-208) Tel: +1 (631) 218 2152Email: [email protected]



Marketplace

James LovettPrice: 925,000 $ USD

Year: 1974

S/N: 31P-7400227

Reg: N900TB

TTAF: 8,499

Location: UK

Pratt and Whitney PT6A-135 750hp engines flat rated to620hpStandard Airworthiness Certificate in normal category22nd may 2012Dual purpose aircraft passenger or aerial survey withdual camera ports

8,499hrs TT, Engine TSO 877.5/117.7

Piper PA31-P Navajo Commanchero Tel: +44 (0) 7747 011 642 Email: [email protected]

James LovettPrice: 795,000 $ USD

Year: 1989

S/N: RJ-59

Reg: ZS-MHN

TTAF: 3,997.7

Location: South Africa

Rohr thrust reverser systemBranson long range tankRVSM compliantPainted 2009

3997.7hrs TT, Engine TSO 1590.6/512.2

Beechcraft Beech Jet 400 Tel: +44 (0) 7747 011 642 Email: [email protected]

James LovettPrice: 1.495 M $ USD

Year: 1996

S/N: 31A-115

Reg: ZS-NYV

TTAF: 1,937.7

Location: South Africa

1937.7hrs TT, Engine TSO 1937.7/1834.6RVSM Compliant

Learjet 31A Tel: +44 (0) 7747 011 642 Email: [email protected]

Inflite Engineering Services LtdPrice: Make Offer

Year: 1982

S/N: 1067

Reg: M-IFES

TTAF: 8183.13


Fine and very well equipped example. Privately operatedand in prestine condition. Engines & APU enrolled onMSP Gold. Gear overhauled 2009 and exteror paintrenewed in 2007, along with new Interior. Aircraft alwaysparked inside and maintained by UK based Part 145Organisation. Record set in first class order.Aircraft available for immedaite viewing and sale. 1 ofonly 6 aircraft w/ EFIS avionics installation at build.

Bombardier Challenger 600 +44 (0) 1279 837 919Email: [email protected]

Beechcraft Vertrieb & Service GmbHPrice:

Year: 2007

S/N:

Reg:

TTAF: 2,730

Location:

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, fresh HSI 08/2012!

Cessna Citation XLS Tel: +49 (0) 821 7003 100/145Email: [email protected]



Marketplace

Aviation Advisors Int’l, IncPrice: $7,500,000

Year: 2008

S/N: 338

Reg: TBD

TTAF: 218

Location: USA

The Learjet* 60 XR easily outpaces the competitionin time-to-climb performance and operating altitudewithout compromising a class-leading low operatingcost. With its cutting-edge cockpit technologies andstylishly redefined cabin space, the Learjet 60 XRacross distances of up to 2,405 nm. with ease.

Learjet 60 XR Tel: +1 (941) 351 5400Email: [email protected]

Aviation Advisors Int’l, IncPrice:

Year: 2006

S/N: 360

Reg: N874CA

TTAF: 1,475

Location:

Jet speeds with single engine turboprop economy. That is whatyou get with this superbly maintained TBM 850. Climb to 31,000in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100foot strips. That is the versatility of this marvelous plane. Thepanel and maintenance history of this aircraft is proof ofexceptional pride of ownership. The panel includes the IHAS8000 TCAS/TAWS and the WX500 stormscope and RDR Radardisplayed on the KMD 850 MFD for utmost safety and comfort.Maintenance has been performed by the book and only byfactory authorized technicians.

Socata TBM 850 Tel: +1 (941) 351 5400Email: [email protected]

Normal Piotr Jafernik

Price: 610,000 Euro

Year: 2001

S/N: 1264

Reg: SP-KKR

TTAF: 2101

Location: Poland

For sale Eurocopter EC 120B with turbine Turbomeca Arrius2F engine.Good condition, as you see at photo. Airworthy,Ready to fly. All amintenance history - since 2006 maintainand management at Certifying Maintenance Station Part145/MG. Under polish registry, all maintenance done,

If you have question feel free to call:Angelika Szewczyk +48 (0) 33 811 37 [email protected] Jafernik (mobile) +48 (0) 501 59 50 50

Eurocopter EC 120B Tel: +48 (0) 501 595 050Email: [email protected]

Beechcraft Vertrieb & Service GmbHPrice:

Year: 1990

S/N:

Reg:

TTAF: 6.165

Location:

EU Reg, TSHSI 982 hrs (Engines), 9 Pax (opt.) HF-9000, GPS-4000A, 2x FMC-5000, TWR-850, 2x TDR-94D XPDR (ID), Rohr Thrust Reversers, RVSM + Incr.Weight Modification - Top Deal !

Cessna Citation XLS Tel: +49 (0) 821 7003 100/145Email: [email protected]

Aviation Advisors Int’l, Inc Price: Please Call

Year: 1992

S/N: 5121

Reg: N328AM

TTAF: 8,949

Location: USA

A "no excuses" airplane. With all major inspections justaccomplished. Fresh 6/12/24/60 /120 & 240 Monthinspection c/w in 2011. Fresh HSI on left engine.Fresh gear overhaul and interior refurbishment

Tel: +1 (941) 351 5400Email: [email protected]

Bombardier/Challenger 601-3A/ER



Marketplace

Heli PartnerPrice: 11,900,000 Euro

Year: 2004

S/N: 2600

Reg: D-HDON

TTAF: 727.42

Location: Italy

APU: 96 hrs, Number of landings: 1218Avionics/Radios:Digital mapping system DMAP w/ NMD screen display, GPSCMA 3012 (Canadian Marconi), GPS FREEFLIGHT 2101 I/O"approach+" independent navigation system, FMS CMA3000 (Canadian Marconi), Telephonics 1400C radar withNMD screen display, VHF 422 D Collins pilot, VHF 422 DCollins co-pilot, BAKER M 1060 Cabin sound system, ICSTeam TB45 intercom system with 3 control units ref., 2618 incockpit and one control unit ref. 1976 in cabin, TEAM BA1920 intercom. Call Pietro Bulleri +60 124 942 660

Eurocopter EC 255-Super Puma Tel: +60 124 942 660Email: [email protected]

Hawker Pacific Pty. Ltd.

Price: USD $5,950,000

Year: 1999

S/N: 36246

Reg: N412HP

TTAF: 5,244.4

Location: ASIA

A rare opportunity to acquire a competitively priced, low time,offshore equipped 1999 Bell 412EP. This aircraft is presentlybeing fully refurbished at Hawker Pacific’s Gold BellCustomer Support Facility. Included in the refurbishment area fresh 3000 Hr / 5 Year Inspection, installation of the BLRFastFin & Strake System and a full strip and repaint in allover white. All major dynamic components are zero timehaving been overhauled at Bell Helicopters Piney Flatsfacility in the USA.E-mail preferred

Bell 412 EP Tel: +9714 886 0470Email: [email protected]

CAAD Inc.Price: $1,150,000 USD

Year: 1999

S/N: 208B0781

Reg: YN-CGS

TTAF: 20,419.65

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Total cycles: 19,444, Configuration: PASSENGER,Aircraft status: OPERATIONAL, King IFR, A/P and FD,MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS+. EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]


Year: 2008

S/N: 2064

Reg: TI-BCY

TTAF: 4,371.30

Location: USA

Total Aircraft Cycles: 8,052, Configuration: 12 Pax Seats,Aircraft Status: OPERATIONAL, Seats covered withL441630 leather. Red seat belts Charcoal gray vinylflooring, Cargo pod installation, KRA 405b Radar Alt.,Cabin a/c., Oversized tires, 29”, 14 place commuterseating, 2nd GTX-33 Transponder GWX-68 Weather Radar,Garmin TAWS, KR 87ADF Honeywell Traffic Advisory SysKTA 870 Jeppesen Chartview, Synthetic Vision Tech.,Exhaust Deflector, APE III STC

Cessna Caravan 208 Tel: +1 (305) 593 9929Email: [email protected]


Year: 1997

S/N: 208B0607

Reg: YN-CGU

TTAF: 17,538.03

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Cycles: 23,358, Configuration: PASSENGER, AircraftStatus: OPERATIONAL, King IFR, A/P and FD, MFD, APEIII, POD, A/C, P&W C. SB 1669 Blades, ADAS +.EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]

www.caadinc.com

www.caadinc.com

www.caadinc.com


Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING


Next Issue copy deadline: Wednesday 16th January 2013

World Aircraft Sales (USPS 014-911), January 2013, Vol 17, Issue No 1 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulationto decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Marketplace

Advertiser’s Index

21st Century Jet Corporation ...............................138

ABACE-Asian Business Aviation ........................121

Abu Dhabi Air Expo ...................................................99

AeroSmith/Penny.....................................................126

AIC Title Services....................................................111

Aradian Aviation..........................................................63

Aviation Consultants..................................................91

Avjet Corporation.................................................16-19

Avpro ......................................................................11-13

Bell Aviation ..........................................................50-51

Blue Star Aviation ......................................................25

Bombardier..................................................................69

Boutsen Aviation..................................................58-59

Central Business Jets.............................................139

Charleston Aviation Partners ...................................85

Charlie Bravo Aviation .................................................5

Conklin & de Decker..................................................75

Corporate Aircraft Photography ...........................137

Corporate AirSearch Int’l ................................29, 125

Corporate Concepts .................................................33

Dassault Falcon Jet Europe....................................2-3

Duncan Aviation..........................................................45

Eagle Aviation..............................................................37

Eagle Creek Aviation .................................................87

EMBRAER Pre-Flown ........................................30-31

European Helicopter Show...................................113

ExecuJet Aviation........................................................65

Florida Jets .......................................................122-123

Freestream Aircraft USA....................................42-43

General Aviation Services........................................49

Gulfstream Pre-Owned ......................................26-27

Heliasset.com...........................................................105

IBA-Int’l Bureau of Aviation ...................................127

Int’l General Aviation-India Expo ..........................109

Intellijet International..................................1 (FC), 6-7

J. Mesinger Corporate Jet Sales ......................22-23

Jet Affiliates International..........................................21

Jet Support Services (JSSI).....................................72

JetBlack Aviation ........................................................93

JetBrokers .............................................................38-39

Jetcraft Corporation.........................46-47, 140 (BC)

Jeteffect ........................................................................53

John Hopkinson & Associates.......................41, 131

Lektro ............................................................................75

Mente Group ...........................................................128

NBAA Regional Forums .........................................107

New Jet International .......................................61, 130

Northern Air...............................................................129

O’Gara Aviation Company.................................54-55

OK3 Air ........................................................................29

Par Avion ......................................................................75

Rolls-Royce .................................................................81

Southern Cross Aviation...........................................95

Tempus Jets .................................................................57

The Jet Collection ................................................34-35

Universal Avionics ......................................................73

VREF Aircraft Values...............................................137

Waked Jayyousi........................................................124

Wentworth & Affiliates ............................................115

Wright Brothers Aircraft Title ................................103


When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal AviationAdminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthyhandling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. Inaddition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than theGulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a morebeneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

Copyright of Leor Yudelowitz

21st Century May 24/10/2012 11:01 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

FALCON 50 RETROFITTED TO FALCON 50EX (SB280) S/N 171MSP Gold on -40 Engines, Completely New Proline IV Avionics

Package, 4C Heavy Check and Landing Gear OH 09/10

FALCON 900B SN/65Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine

Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav;Impeccable US Ownership History

FALCON 900B SN/60Will be Delivered w/ Fresh 4C and Landing Gear OH, JSSI Engine Package,

Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable USOwnership History

2008 HAWKER 900XP S/N 033853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place

Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

CITATION VII S/N 7048Two Fortune 500, Midwestern, United States Owners Since New,

Impeccable Maintenance by Both Factory Service Centers and in-houseFactory Trained Personnel. Below Market Priced

CITATION EXCEL S/N 5248Power Advantage Engine Program, Pro-Parts Airframe Program and on

Cescom Since New; Dual Universal UNS-1ESP FMS; Aircraft can bedelivered anywhere in the world

1125 ASTRA SP S/N 493597.9 TT; Fresh C Check, new paint & refurbished interior by Astra

Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMSw/ GPS, Increased Weight Mod

2009 CHALLENGER 300 S/N 202641185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS

FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, DeluxeGalley w/ sink, Maintained to Part 135 Standards

SIKORSKY 76B S/N 344Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon

Air-conditioning

CITATION VII S/N 7004Two Fortune 500, Midwestern, United States Owners Since New,

Impeccable Maintenance by Both Factory Service Centers and in-houseFactory Trained Personnel. Below Market Priced

Deal

PendingDeal

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Pending

Mexico office

Enrique A. Ortega Lapham

TEL: +52.55.5211.1505

CELL: +52.55.3901.1055

WEB: www.cbjets.com

E-MAIL: [email protected]

CBJ January_CBJ November06 18/12/2012 15:28 Page 1

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FEATURED INVENTORY

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

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

1998 ChALLENGER 604 - SN 5368 Engines Enrolled in GE OnPoint - Honeywell Direct TV36-150 APU Upgrade - Triple DCU’s, IRS’s & Comm’s

2008 CITATION XLS+ - SN 560-6006 Pristine Condition AircraftAll Serious Offers Considered

2001 GLOBAL EXpRESS - SN 9076 Available for Immediate Sale and DeliveryRSVM Compliant - EASA / JAR-OPS 1 Certified

2006 hAwkER 850Xp - SN 258787Honeywell MSP on Engines and APU IFIS-5000 Integrated Flight Information System

2003 ChALLENGER 850 - SN 7755New VIP Completion - Numerous UpgradesNew PATS Extd. Range Fuel Allows Up to 3,000 NM Range

2007 ChALLENGER 3001989 ChALLENGER 601-3A1995 ChALLENGER 601-3R2006 ChALLENGER 6042005 ChALLENGER 6042008 ChALLENGER 6052009 ChALLENGER 6052010 ChALLENGER 6052011 ChALLENGER 6052005 CITATION Cj22009 FALCON 2000LX

2012 FALCON 7X2009 GLOBAL 50002013 GLOBAL 50002013 GLOBAL 60002002 GLOBAL EXpRESS2007 GLOBAL XRS2010 GLOBAL XRS1997 GULFSTREAm GIVSp1988 GULFSTREAm IV2000 GULFSTREAm V2007 LEGACy 600

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