World Aircraft Sales Magazine November 2013

The global marketplace for business aviation November 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 24 - 71

Jetcraft is pleased to present the2002 Airbus A320 VIP #1868and the following exceptionalopportunities for your ultra-long missionon pages 32-33:1988 Airbus A310-3042011 Airbus A318 Elite2000 Airbus A319 CJ2005, 2006, 2007, 2012 Global 50002012 Global 60002003, 2005 Global Express2005, 2007, 2009, 2010 Global XRS2003 Gulfstream G550

FC JetCraft Nov13_FC December 06 23/10/2013 11:09 Page 1

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

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

PRE-OWNED FALCON

Project1_Layout 1 30/10/2013 13:39 Page 1

1998 • s/n 062 • 2,712 hrs. total time : very low time

• 8 passengers with Fwd & Aft lavatories • EASA / EUOPS1 • Engines & APU on MSP• Single Owner since new • Never chartered. Only private use• Next “C” in 2017• New paint 2012, new partial refurb 2011

Falcon 2000

2009 • s/n 185 • 901 hrs. total time

• 8 passengers • EASA Registered, EUOPS1 compliant • Engine on ESP Gold, APU on MSP • HUD, EVS, dual Electronic Flight Bags• 3 IRS, 3 FMS, 3 VHF • Aircell Axxes II Satcom, Wireless connectivity

Falcon 2000LX

2005 • s/n 150 • 2,408 hrs. total time

• 14 passengers with Fwd & Aft lavatories• EUOPS1 compliant • EASy II upgrade • FWD and AFT Lav • Sept. 2011 fresh C check • Aero I Satcom

Falcon 900EX EASy

2007 • s/n 609 • 2,082 hrs. total time

• 14 passengers with Fwd & Aft lavatories• EASA / EUOPS1 compliant• Fresh C Check• FalconCare covered, MSP Gold covered• 3 IRS, 3 FMS, 3 VHF• Excellent in and out condition• Aero H+ Satcom, Satcom TV

Falcon 900DX

Falcon 900EX2002 • s/n 109 • 7,350 hrs. total time

• 12 passengers with Fwd & Aft lavatories• Cabin refurbished & New Paint in 2008• Engines & APU on MSP “Gold”• 2 C Check, landing gear overhaul, dry bay mod

due in 2014• Aero 1 Satcom• Head Up Display• EASA / EUOPS1 compliant

1997 • s/n 017 • 8,458 hrs. total time

• 12 passengers with Fwd & Aft lavatories• Cabin refurbished in 2010• Engines & APU on MSP• 2010 2 C Check, landing gear overhaul,

dry bay mod• MSC 7000 Aero+ Satcom• 3 IRS, 3 FMS, 3 VHF

Falcon 900EX


4 WORLD AIRCRAFT SALES MAGAZINE – November 2013

11.13Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA310-04 . . . . . . . 1,A318 . . . . . . . . . . 47,A318 Elite. . . . . . 1, 32, 69,A319. . . . . . . . . . . 101,A319 CJ . . . . . . . 1,A320 VIP . . . . . . 1, 156,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 16, 28, 35, 46, 47,. . . . . . . . . . . . . . . 150,BBJ II . . . . . . . . . 16,BBJ 3. . . . . . . . . . 29, 36,Super727 VIP . . 29,727-100 REW .. . 14127-200 . . . . . . . . 97,737-200 . . . . . . . 138737-800 . . . . . . . 126,757-200 Exec . . .97,MD-87. . . . . . . . . 148,

BOMBARDIERGlobal 5000 . . . . 1, 7, 10, 22, 32, 36,. . . . . . . . . . . . . . . 49, 58, 63, 156,Global 6000 . . . . 1, 7,Global Express . 1, 32, 47, 61, 67, 143,. . . . . . . . . . . . . . . 156,Global Express XRS.. 1, 10, 16, 23, . . . . . . . . . . . . . . . 33, 36, 51, 65, 156,ChallengerCRJ 200ER . . . . . 150,CRJ 200LR . . . . . 32,CRJ 700ER . . . . . 12,300 . . . . . . . . . . . 7, 12, 32, 36, 115,. . . . . . . . . . . . . . . 127, 155, 156,601 . . . . . . . . . . . 29,601-3A-ER . . . . . 124,601-3R . . . . . . . . 17, 156,604 . . . . . . . . . . . 12, 23, 29, 32, 67,. . . . . . . . . . . . . . . 115, 155, 156,605 . . . . . . . . . . . 7, 18, 36, 101, 156,650 . . . . . . . . . . . 109,800SE . . . . . . . . . 12,850 . . . . . . . . . . . 35, 156,Learjet 31A . . . . . . . . . . . 59, 67, 148,40 . . . . . . . . . . . . 101,40XR . . . . . . . . . . 59, 131,45 . . . . . . . . . . . . 14, 19, 29, 148,45XR . . . . . . . . . . 33, 63, 132, 156,60 . . . . . . . . . . . . 14, 31, 33, 44, 47, 63,. . . . . . . . . . . . . . . 79,60SE . . . . . . . . . . 59,60XR . . . . . . . . . . 14, 67, 146,

CESSNACitationII. . . . . . . . . . . . . . 39, 54, 58, 153,IISP . . . . . . . . . . . 58,

III . . . . . . . . . . . . . 54, 58,V. . . . . . . . . . . . . . 13, 53, 59, 75, 153,VI . . . . . . . . . . . . . 5,VII . . . . . . . . . . . . 124,X . . . . . . . . . . . . . 13, 32, 35, 39, 67,. . . . . . . . . . . . . . . 139,XLS . . . . . . . . . . . 12, 18, 31, 44, 49,. . . . . . . . . . . . . . . 49, 54, 65, 135, 151,XLS+ . . . . . . . . . . 12, 31,CJ1. . . . . . . . . . . . 53,CJ1+ . . . . . . . . . . 13, 31, 49, 156,CJ2. . . . . . . . . . . . 13, 39, 58, 101, 109,CJ2+ . . . . . . . . . . 5, 13,CJ3. . . . . . . . . . . . 13, 109, 144,CJ525 . . . . . . . . . 99, 145,Bravo . . . . . . . . . 59, 115, 130, 151,Encore . . . . . . . . 13, 53, 75, 101, 148,Encore+ . . . . . . . 59,Excel . . . . . . . . . . 49, 134, 155,Jet . . . . . . . . . . . . 59, 115, 148,Mustang . . . . . . . 13, 101,Sovereign. . . . . . 12, 29, 39, 44, 49,. . . . . . . . . . . . . . . 58, 63, 134, 135,T206H StationAir .39,Ultra . . . . . . . . . . 13, 39, 44, 125,ConquestII . . . . . . . . . . . . . . 55,

EMBRAERLegacy 500 . . . . 35, 156,Legacy 600 . . . . 29, 31, 150,Lineage 1000. . . 47,

FAIRCHILD DORNIER328 . . . . . . . . . . . 39,

FALCON JET7X . . . . . . . . . . . . 11, 36, 63, 101, 137,. . . . . . . . . . . . . . . 153, 154,10 . . . . . . . . . . . . 58, 95,20-5BR-2C . . . . . 75,20F . . . . . . . . . . . 155,50 . . . . . . . . . . . . 5, 11, 12, 32, 63, . . . . . . . . . . . . . . . 154, 155,50EX . . . . . . . . . . 11, 154,900B . . . . . . . . . . 11, 22, 28, 31, 67,. . . . . . . . . . . . . . . 101, 133, 136, 153,. . . . . . . . . . . . . . . 154,900C . . . . . . . . . . 54, 128, 153, 154,. . . . . . . . . . . . . . . 155,900DX . . . . . . . . . 3,900EX . . . . . . . . . 3, 18, 65, 97, 109,. . . . . . . . . . . . . . . 153, 154, 156,900EX EASy . . . 3, 153, 154,900LX . . . . . . . . . 11, 36, 140,2000 . . . . . . . . . . 3, 18, 28, 57, 58, 63,. . . . . . . . . . . . . . . 152, 156,2000EX . . . . . . . 129,2000EXEASy . . 156,2000LX . . . . . . . . 3, 32, 36,

GULFSTREAMIISP . . . . . . . . . . . 153,IV . . . . . . . . . . . . . 11,IVSP . . . . . . . . . . 10, 11, 17, 22, 29, 50,. . . . . . . . . . . . . . . 67, 79, 124, 142, . . . . . . . . . . . . . . . 156,V. . . . . . . . . . . . . . 10, 50, 51, 67,100 . . . . . . . . . . . 49,150 . . . . . . . . . . . 10, 36, 49, 50, 65,. . . . . . . . . . . . . . . 75,200 . . . . . . . . . . . 5, 7, 44, 50, 67, 153,350 . . . . . . . . . . . 17,450 . . . . . . . . . . . 5, 10, 17, 22, 28, 33,. . . . . . . . . . . . . . . 49, 51, 79, 156,550 . . . . . . . . . . . 1, 7, 10, 36, 49, 51,650 . . . . . . . . . . . 37,

HAWKER BEECHCRAFTBeechcraft G36 Bonanza . . 150,400 . . . . . . . . . . . 58,400A . . . . . . . . . . 14, 53, 58, 155,Premier 1 . . . . . . 53, 67,Premier 1A . . . . . 67, 79,King Air300 . . . . . . . . . . . 55,350 . . . . . . . . . . . 49, 54, 58, 101,B100 . . . . . . . . . . 55,B200 . . . . . . . . . . 49, 55, 67,C90 . . . . . . . . . . . 49, 58,C90B . . . . . . . . . . 31,F90 . . . . . . . . . . . 69Hawker400XP . . . . . . . . . 23, 49, 58, 67,4000 . . . . . . . . . . 14, 79,800A . . . . . . . . . . 14, 19, 53, 54, 58,. . . . . . . . . . . . . . . 65, 149,800XP . . . . . . . . . 7, 23, 44, 49, 58, . . . . . . . . . . . . . . . 149, 155, 156,850XP . . . . . . . . . 33, 44, 49, 141,900XP . . . . . . . . . 13, 23, 49, 49, 79,. . . . . . . . . . . . . . . 101,1000A . . . . . . . . . 19,1000B . . . . . . . . . 156,

IAIAstra 1125 . . . . . 5, 61,Astra SPX. . . . . . 5, 22, 109,

PIAGGIOII. . . . . . . . . . . . . . 155,Avanti . . . . . . . . . 35,Avanti II . . . . . . . 79, 150,Avanti P180 . . . . 97, 156,

PILATUSPC12 . . . . . . . . . . 23, 35, 99, PC12-45 . . . . . . . 151,

PIPERCheyenne II . . . . 101,Cheyenne IIXL . 58,

Jetprop DLX . . . . 55,Meridian . . . . . . . 55, 79,Seneca V. . . . . . 101,

SABRELINER65 . . . . . . . . . . . . 58,

SOCATATBM 700A . . . . . 99,TBM 700B . . . . . 59,TBM 700C2 . . . . 99,TBM 850. . . . . . . 58, 99,

HELICOPTERSAGUSTAWESTLANDA119 KE . . . . . . . 101,A109 E . . . . . . . . 44,Grand . . . . . . . . . 147,Koala. . . . . . . . . . 49,

BELL206L4 . . . . . . . . . 149,212 . . . . . . . . . . . 149,230 . . . . . . . . . . . 101,407GX. . . . . . . . . 107,412EMS . . . . . . . 149,

EUROCOPTERAS 350 B3 . . . . . 101,AS 355 F-1 . . . . . 151,AS 355 N . . . . . . 101,AS 365 N3 . . . . . 156,BK 117C1 . . . . . . 101,EC120B . . . . . . . 151,EC 130 B4 . . . . . 31,EC 135 P2+ . . . . 49,EC 135T2 . . . . . . 14,

MCDONNELL DOUGLASMD 600N . . . . . . 49,

SIKORSKYS-76B . . . . . . . . . 29,S-92 . . . . . . . . . . 14,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 82, 105,Aircraft Perf & Specs . . . . . 111, 115,. . . . . . . . . . . . . . . . . . . . . . . . 116,Aircraft Title/Registry . . . . 77, 93,Avionics . . . . . . . . . . . . . . . . 111,Finance . . . . . . . . . . . . . . . . 111,Ground Handling . . . . . . . . 115,Photography . . . . . . . . . . . . 115,

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AC Index NOV13 30/10/2013 14:19 Page 1

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9,225 Total Time. MSP. 3D Engines. Collins EFIS 86. Dual UNS-1K.

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1,831 Total Time. Aircraft on U.S. Registry. Excellent Cosmetics. HF-900.

World Aircraft Sales Ad 10_16_13.indd 1 10/9/2013 8:24:16 AM



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

World Aircraft SalesEDITORIAL

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The global marketplace for business aviationNews - Aircraft listings - Editorial

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August 2013

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proudly presents1998 Gulfstream GVSerial Number 545See page 5 for further details


September 2013

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Business Aviation & The Boardroom: Pages 20 - 65

proudly presents2003 BBJ Serial Number 32775See page 28-29 for further details


October 2013

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proudly presentsFalcon 7XSerial Number 57 - Registration N57BR

See pages 10 - 15 for further details

Performance. Integrity. Reputation.

Visit Avpro, Inc. atNBAA 2013 Static Display

Panel Nov13 23/10/2013 10:46 Page 1

Contents

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

Regular Features15 Viewpoint88 Aircraft Performance & Specifications114 Aviation Leadership Roundtable117 Market Indicators121 BizAv Round-Up

Next Month’s IssueBusiness Aviation and the BoardroomNextant Aerospace G90XTRegional RVSM Review

Featured Articles - Business Aviation and the Boardroom24 The Peaceable Skies of Business Aviation: Business jets flown by

two-person crews are outstandingly safe—but the Board has a key role to play in this…!

26 Safety Is Fundamental: To be accepted by travelers, transportation must be statistically and demonstrably safe. Business Aviation scores top marks here.

30 Passenger–Flight Crew Relations: Most Business Aviation professionals and their passengers engage ‘professionally’. But when lapses happen, what is the wider impact?

38 Whole Aircraft Ownership (Part 2): If whole aircraft ownership seems the right option for your company, here’s how management companies may be of benefit.

48 Know Your Business: The Board that knows its business well isn’t driven by the shifting markets, but knows when the purchase of a business aircraft will provide best value.

56 Acquiring a Business Aircraft 101 (Part 1): Legal advice and tax planning support are essential in every business aircraft acquisition. Here’s why…

62 Are All Pilots Created Equal?: A common insurance question is, “Is thispilot covered to fly the aircraft?” The answer can lie somewhere between ‘yes’ and ‘no’, as we outline....

66 Entry Level & Light Jet Value: A look at the benefits of Entry Level & Light Jets, and a listing of values for models built over the last 20 years.

Main Features72 Flight Dept. Management Skills – Vision, Mission and Values: Too often the

power of these three tools of management are overlooked or discounted. They shouldn’t be…

74 Flight Dept. Management Skills – Do I Have What it Takes: There are several basic tenets to be considered before pursuing management training.

78 Aircraft Comparative Analysis – Pilatus PC-12 NG: How does the performance of the PC-12 NG stand up against the Grand Caravan and TBM 850?

84 Weatherproof your Jet: By taking care of the finish to your airplane you’ll protect an investment and project a good impression to clients.

96 Propjets’ Progress: The turboprop industry is flourishing, with several single- and twin-engine models in development, as reviewed by Dave Higdon.

102 Registers of Convenience: Rod Simpson considers the reasons for placing the airplane on an offshore register, as well as what might be required to do so.

108 Federal Shut-Downs: Andrew Bradley reflects on the ripple effects felt in aviation and elsewhere as a result of October’s Federal shut-downs.

110 Global Markets Round-Up – China: A review of the recent news and developments in the Chinese Business Aviation market-place.

Volume 17, Issue 11 – November 2013

24

96

38

Avpro November 21/10/2013 14:43 Page 1






charter operator is not a char-ter operator when it’s a char-ter broker. At least, that’swhat the US Department ofTransportation (DOT) says, in

its long-awaited Notice of Proposed RuleMaking (NPRM) published September 30 (http://www.nbaa.org/ops/part135/brk-ers/20130927-dot-issues-air-charter-broker-nprm.php).

This particular NPRM has been morethan a decade in the making. As noted herebefore (“Cracking the Code,” October 2012,and “Charter a G550 For $3990,” June 2011editions), charter brokering is the onlycommercial aviation activity not regulatedby the DOT. And while this proposed ruleis a valiant effort, it falls well short of themark in protecting both consumers andcharter operators from the ethically-chal-lenged “bedroom broker.”

The stated intent of the NPRM is “toimprove the air travel environment for con-sumers of single entity charter air trans-portation.” And it does that, in some ways,by ensuring that when one of the 850+ cer-tificated turbine aircraft charter operatorsin the US subcontracts (brokers) a trip toanother operator, that its charter customeris provided with all pertinent detailsregarding that other operator prior to thetrip, including: the operator’s name; thenature of the relationship between theoperators; the subcontracted aircraftmake/model; and a detailed summary ofall charges for the sub-contracted flight.

In essence, it makes certain that thisbusiness jet charter counterpart to commer-cial airline code-sharing, makes full disclo-sure to the customer with whom and onwhat aircraft they would be flying. But itdoesn’t make the same demands on a non-operating charter broker, so long as thatbroker positions itself only as the chartercustomer’s agent.

This NPRM is certainly a step in theright direction. Air charter brokers havebeen completely unregulated by any gov-ernment entity since Orville Wright firstcircled Kill Devil Hill. When charter broker

regulation was first seriously discussedalmost a decade ago, the National AirTransportation Association (NATA) andothers in the industry pressed for a DOT-required registration of all brokers. Thatwould have made even the non-operatingbroker an “indirect air carrier,” much likean air freight forwarder, and made themsubject to regulation and governmentoversight.

That effort was derailed by the 2009Colgan Air crash. The flight had been mar-keted as a “Continental Connection” flight,and families of the crash victims believedthat the passengers did not understand thatthey were flying with a commuter underdifferent FAA regulations, and not withContinental Airlines. That lack of under-standing and faulty communicationappears to have shifted the DOT’s focus toregulating the code-sharing aspects of Part135 charter subcontracting, and away fromproviding some rules for - and accountabil-ity by - the non-operating charter broker.

So the NPRM does indeed create a newcategory of indirect air carrier, the air char-ter broker, under the new proposed Part295, but holds only the charter operatorwho subcontracts accountable for compli-ance with its regulations. According to theDOT, non-operating brokers have no DOTeconomic authority as either an indirect ordirect air carrier. They simply arrange airtransportation for charterers with direct aircarriers. They can’t “hold out” as a carrier,and serve much as ticket agent, rather acarrier. And that leaves a lot of wiggleroom for that non-operating broker – andleaves the DOT with no oversight authori-ty, so long as those brokers position them-selves as agents for their clients, the charterconsumer.

That provides no protection for the char-terer, as the broker can simply shop a tripand sell the quote that yields the highestprofit margin, and sell that to the clientwithout regard to safety or service quality.The NPRM does nothing to address that.

It provides no protection to the charteroperator, either, as there are no payment

escrow require-ments. A non-oper-ating broker canbook a trip, collectfrom its client andfail to pay theoperator who per-forms the trip.That leaves theoperator in a dou-ble-bind: it has lostthe profit marginon that trip (usually between five and fif-teen percent), and is forced to make goodon the operating cost to the aircraft owner(more than 90% of the turbine charter fleetare managed), putting that client-manage-ment relationship at risk.

Non-operating brokers do serve as a defacto extension of the operators’ sales andmarketing force around the world. Mostoperators depend on broker trips to fillempty-legs or to fly an extra revenue tripon an aircraft away from home-base.

Yes, the good guys among brokers willhave no problem adhering to the proposedregulations. But it’s never the good guysthat are the problem.

The NATA Air Charter Committee andthe NBAA Ops Service already have identi-fied many of the concerns noted above, andwill submit their comments this month. Ifthe DOT is going to make a move, we allwant it to be a good one. GivenWashington’s current inability to get evenroutine tasks – like a budget – done, whoknows when we’ll have another chance.❯ Gil Wolin draws on forty years of aviation mar-keting and management experience as a consultantto the corporate aviation industry. His aviationcareer incorporates aircraft management, charterand FBO management experience (with TAGAviation among others), and he is a frequentspeaker at aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA,and currently serves on the Advisory Board forCorporate Angel Network and GE CapitalSolutions-Corporate Aviation. He can be contacted at [email protected] orwww.wolinaviation.com

Brokering A New Regulation

VIEWPOINT

A

Q: When is a charter operator not a charter operator? by Gil Wolin

Gil WolinNov2013_Gil WolinNov06 22/10/2013 15:14 Page 1

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• Honeywell AIS-2000 Direct TV

• Honeywell High-speed data system

• Securaplane 500 Aircraft security system

• 14 Passenger Interior with Forward Galley

Gulfstream IVSP S/N: 1385. Reg: N4818C

• For Sale or Lease

• TTAF: 4266 / Landings: 2701

• APU on MSP

• Honeywell MCS-6000 SATCOM

• Securaplane 500 security system

• CVR/FDR

• Honeywell TCAS 2000

• New Paint July 2013

Gulfstream 350 S/N: 4026. Reg: XA-LAA

• Make Offer

• Total Time: 3645 hours / Landings 1631

• Entry into Service: Februay 2006

• 14 passenger

• Aft galley

• Airshow 4000

• Honeywell Visual Guidance System (HUD/EVS)

Challenger 601-3RS/N: 5162. Reg: N117RY

• Make Offer

• Motivated Owner

• Engines on GE OnPoint

• APU on MSP

• Airshow 410

• 48 Month due July 2015

• 96 Month due July 2018

2 Freestream November 22/10/2013 11:38 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Challenger 605 S/N: 5704. Reg: M-FBVZ

• Make Offer

• Total Time: 1616 Hours

• Total Cycles: 993

• Proline 21

• Collins SRT 2100 Inmarsat SATCOM

• Airshow 410

• 10 passenger

Falcon 2000 S/N: 1. Reg: G-YUMN

• US$4,950,000

• Total Time: 6289.27 hrs / Landings: 5614

• Engines and APU on Honeywell MSP Gold

• B-RNAV/RVSM/RNP10/RNP5 Compliant

• Honeywell Mark V EGPWS

• Collins TTR 920 TCAS II

• New Paint April 2007

• Elegant 10 Passenger Fireblocked Interior

Falcon 900EX S/N: 87. Reg: OE-IMI

• Make Offer


• Will deliver with Engines & APU on MSP

• Avionics on Honeywell Advanced Protection Plan

• Honeywell SSFDR & SSCVR

• Satcom Collins SRT-2000

• Airshow 400/Genesis

• 14 passenger w/forward crew and aft lavatories

Citation XLS S/N: 5763. Reg: OE-GSZ• US$5,950,000• Total Time: 2919.50 Hours / Total Cycle: 2206• RVSM Capable• Thrust Reversers• Precision RNAV Capability, B-RNAV/RNP5• U.S. Steep Approach including England Option• On Cessna ProParts Program• On AuxParts Program• On ProAdvantage+ Program

3 Freestream October 22/10/2013 11:39 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Hawker 1000A S/N: 259034. Reg: G-GMAB

• Make Offer

• TTAF: 8498 / Landings 5281

• Engines on MSP Gold

• 2006 Paint & Interior

• Dual NZ-2000 with dual GPS

• TCASs II with Change 7

• EGPWS

• 48 Month Inspection c/w April 2013

Hawker 800A S/N: 258074. Reg: N518S

• Make Offer• Total Time: 9164 / Landings 5743• Engines on MSP Gold• RVSM Certified/RNP-5• Dual Fujitsu electronic flight bags w/GPS interface• TCAS-II w/change 7• AirCell ST-3100 SATCOM• 2008 Eight Passenger Interior• 2008 Exterior by Weststar

Hawker 800A S/N: 258234. Reg: N65CE

• Lowest Time Hawker on Market• Total Time: 4926 / Landings 2595• Engines on MSP Gold• 48 Month c/w August 2012• Aircess Axxess two handset system• Cabin high altitude modification• Airshow 410• 2010 Nine Passenger Interior• 2011 Paint

Lear 45 S/N: 167. Reg: G-GMAA

• Make Offer


• Engines on MSP Gold / APU on MSP

• Smart Parts Plus

• Honeywell Primus 1000

• TCAS II with Change 7

• EGPWS

• 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

4 Freestream October 22/10/2013 11:41 Page 1

D e D i c a t e D t o h e l p i n g b u s i n e s s a c h i e v e i t s h i g h e s t g o a l s .

If there’s anything our Members love as much as flying, it’s knowing that when they fly for business,

they’re making the most of every hour. That is, after all, why they joined the National Business

Aviation Association. We offer literally hundreds of programs and services to help Members fly

as safely and efficiently as possible. And, ultimately, to help their businesses succeed. If you have

a passion for flying, and productivity, join the Association that not only shares your interests, but

also works to protect them.

Join today at www.nbaa.org/join/was or call 1-866-363-4650.

shareD mission. shareD passion.

BROKERAGE & ACQUISITIONS +1 303 444 6766 • JETSALES.COM

Focus.We see more clearly.

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Brokerage & Acquisitions

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Watch airplane videos at jetsales.com/inventory

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jetsales.com

1988 Falcon 900B

Serial Number: 25

Asking Price: $6,500,000

Hours: 9,990 TTAF

Landings: 5,146

Engine Program: MSP Gold

• Currently Operated Part 135

• 1C 2C 4C & Gear Restoration

c/w 2012

• Dry Bay Mod SB c/w

• Dual FMZ-2000 FMS Systems

with 6.1 Software & WAAS/LPV

• Aircell GoGo Biz High Speed Data

• New Paint in 2012

2007 GulfstreamG450Serial Number: 4089


Hours: 1,718 TTAF

Landings: 740

• Excellent 1 U.S. Corporate

Owner Pedigree

• Certifi cation Foxtrot Enhanced

• Synthetic Vision

• ADS-B Out

• TCAS w/ Change 7.1

• Gulfstream Broadband

Multi-Link (BBML)

2007 Global 5000

Serial Number: 9158


Hours: 1,523 TTAF

Landings: 616

• In-Service Date: January 2007

• Triple FMS/EVS Display/HUD

• High Speed Data

• Satellite TV

• Extended Range SB c/w

• November 2013 reserved slot at

Bombardier for Batch 3, FANS 1/A

and WAAS/LPV

2008 GulfstreamG450Serial Number: 4118


Hours: 1,931 TTAF

Landings: 603

• Excellent 1 U.S. Owner Pedigree

• Gulfstream Maintained

• Certifi cation Foxtrot

• Gulfstream Broadband

Multi-Link (BBML)

• Honeywell AIS-2000 Multi-Region

Satellite Television System

• Currently 135 Operated

PRICE REDUCED

1994 GulfstreamGIV-SPSerial Number: 1257


Hours: 7,893 TTAF

Landings: 4,243

• Recent engine overhauls

• 72 Month due items c/w 8/2012

• Airshow Genesys

• Triple Honeywell LASEREF

• Heads-Up display

• High service bulletin status

PRICE REDUCED

1996 Astra SPX

Serial Number: 83


Hours: 5,537 TTAF

Engine Program: MSP

• Full specs coming soon

FILE PHOTO

2002 Hawker 800XPSerial Number: 258588


Hours: 4,352 TTAF

Landings: 3,609

Engine Program: MSP

• Proline 21 Avionics

• AirCell Axxess II Iridium fl ight phone

• 9 passenger confi guration

2003 Hawker 800XPSerial Number: 258604

Hours: 4,151 TTAF

Landings: 3,371

Engine Program: MSP

• Proline 21 Avionics

• AirCell Axxess II Iridium fl ight phone

• 9 passenger confi guration

UNDER CONTRACT

+1 303 444 6766Jetsales.com

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Challenger 604• 12 Passenger Confi guration

• Part 135 Preferred

Hawker 900XP• 3 years old or newer

• 1,000 hours or less

• Prefer U.S. registered

• No damage history

Global XRS• 3,000 Hours or less

• U.S. based

• Midcoast completion

• Will also consider a Gulfstream G550 2007 or

older, 4,000 Hrs or less, Aft Galley

Pilatus PC-12 NG• No Damage History

Hawker 400XP• 4,000 hours or less

• On an engine program

• Recent Engine Overhauls

• No damage history

FILE PHOTOFILE PHOTO

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WANTED Signed Exclusive Acquisition Agreements, Buyers Pay Our Commission, No Financing Requirements

The Peaceable Skiesof Business AviationThe Board plays an integralpart in aviation safety.

BUSINESS AVIATION AND THE BOARDROOM

24 WORLD AIRCRAFT SALES MAGAZINE – November 2013 Aircraft Index see Page 4www.AvBuyer.com

ecently the Smithsonian Channel has beenairing a weekly series entitled Terror in theSkies, which features hair-raising coverageof aircraft accidents and aeronautical closecalls. The program’s creative personnel

have amassed dramatic clips from across the globe ofaircraft dealing with challenging situations, such asextreme crosswinds at airports where terrain featureslimit conventional approaches. A segment on fatiguefeatured video of a pilot asleep at the controls, andcases were described where the pilot in commandawoke to find the co-pilot also asleep, the aircraft

continuing on course thanks to its autopilot. Footageof tragic accidents also is aired.

Such situations may generate sensational TV, butthey are anomalies in an operational environmentwhere aviation’s culture of safety is reflected by anoutstanding safety record. Terror in the Skies is anunfortunate title for a series on commercial andprivate aviation.

The series does provoke a concept, however, thatshould be considered by those responsible for over-sight of a company’s most important assets—itsemployees.

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 withinMcGraw-Hill’s Aviation WeekGroup. He was President of theNational Business AviationAssociation from 1992 through2003, and today Jack’s network andpersonal knowledge of BusinessAviation uniquely qualifies him tooversee Business Aviation and theBoardroom. More information from www.generalaerocompany.com

R

The safety record of jet-powered business aircraft flown bya two-person salaried crew is outstanding—on a par withthe most experienced scheduled Airlines, observes JackOlcott.

“Such situationsmay generatesensational TV,

but they areanomalies in an

operationalenvironment

where aviation’sculture of safety

is reflected byan outstandingsafety record. ”

DOES YOUR TRANSPORTATION POLICYENSURE SAFETY OF YOUR EMPLOYEES?

BG 1 Nov13_FinanceSept 21/10/2013 14:59 Page 1

PUBLIC TRANSPORTATION—PUBLIC TRUSTTravelers who fly on US air carriers or foreignAirlines licensed to conduct activities in US airspacebenefit from the professionalism of the FederalAviation Administration and the commitment ofpilots, mechanics and flight attendants who earntheir living in commercial aviation. Providers of on-demand (i.e., chartered) air transportation are alsosubject to federal certification.

Our government as well as non-US governmentsestablish minimum qualifications for personnel whofly, with the highest standards specified for aviationprofessionals responsible for dealing with passen-gers who purchase air transportation. TheInternational Civil Aviation Organization (ICAO)provides review and harmonization of safety regu-lations globally. For the most part, the entire avia-tion community strives to exceed standards in dailyoperations. Passengers purchasing Airline tickets orchartering a flight can be assured that the system issafe.

The system is also impersonal. A passenger onany form of public transportation places his or herwellbeing in the hands of a stranger. Yes, the risk ofa mishap is very low. But the fact remains—some-one unknown to your company is in control.

FLIGHT DEPARTMENTS—COMPANY CONTROLIt is not so with a company-owned aircraft.Everything that is controllable lies within thepurview of the company that chooses to have itsown flight department. Each step within the processof providing air transportation for company person-nel is implemented by the flight department. Pilotsare hired, trained, retained or fired according to thecompany’s operating manual. Maintenance person-nel are similarly selected to fulfill the highly impor-tant role of assuring that aircraft are airworthy.

Individual and team performance is easilyobserved, measured, evaluated and corrected whenintervention is needed. Rarely is a flight departmentso large that the Director of Aviation is unable torecognize each member of staff solely by his or hername. Peer review is the norm, and communica-tions between aviation personnel is easily nurturedwhen the department is in the hands of a knowl-edgeable manager.

Flight safety is a function of how successfully theflight and maintenance personnel perform theirtasks. Mechanical malfunction is unlikely whenmaintenance and inspection protocols dictated bythe FAA and the companies that manufacture air-frames, engines and avionics equipment are fol-lowed. Systems are designed so that no single fail-ure results in a potential tragedy. Furthermore,flight crews are trained to deal with the fewmechanical failures that might occur.

In the highly skilled world of the scheduledAirlines, pilot error is deemed the leading cause ofaccidents and mishaps in slightly more than 50 per-cent of all crashes. In the field on General Aviation,of which Business Aviation is a specialized subset,about 75 percent of accidents are attributed to piloterror (the high percentage due mainly to the num-ber of relatively inexperienced private pilots who

are involved in GA accidents). Thus safety is correlated with the knowledge and

skill of those who provide air transportation. Thebest safety system is a well trained staff of aviationprofessionals, dedicated to a culture of safety andmanaged by a capable leader.

Final responsibility for travel safety of companyemployees rests with the Board of Directors. Boardshave the authority to establish transportation policy.By authorizing formation of the company’s flightdepartment and overseeing the policies that shapethat department’s service to the company, Boardshave the opportunity to exercise maximum controlover air travel safety for employees.

No other form of air transportation provides ahigher degree of control. Such authority should notbe misused. Nor should a Board’s fiduciaryresponsibility be overlooked.

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

Business Aviation and the Boardroom continues on Page 26

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – November 2013 25Advertising Enquiries see Page 8

“Finalresponsibility

for travelsafety ofcompany

employeesrests with the

Board ofDirectors.”


usiness Aviation is an efficient and effectivemeans of placing the right person in theright place at the right time. By providingtransportation to many more destinations

than are served by scheduled Airlines, and byenabling business men and women to use their trav-el time efficiency as they work in a secure, privateenvironment, the use of business aircraft is a widelyemployed practice for many corporations and entre-preneurs.

Acceptance of Business Aviation, however,would not be possible if it were not for the commu-nity’s excellent record of safety. While efficiency andeffectiveness are worthy attributes, BusinessAviation’s most important characteristic is its excel-lent record of safety—on a par with the largestscheduled Airlines (see Chart below). Business air-craft owned (or leased) by companies (or entrepre-neurs) for the purpose of industrial aid, and crewedby professional pilots receiving a salary for theirlabors from the owner, are a particularly safe modeof travel.

Since the wide-scale adoption of best practices intraining and flight operations several decades ago—about the time that second-generation simulators

employing digital computers and visual systemsbecame available to operators of business aircraft—the record of safety for Business Aviation rapidlybecame the benchmark for excellence.

The introduction of business aircraft powered byjet engines in the 1960s also added measurably tothe community’s safety record. Recognition ofBusiness Aviation’s culture of safety grew as acci-dents and mishaps became exceedingly rare, there-by adding immensely to the acceptance of businessaircraft as important business tools.

Statistics are appropriate for broad assessments.What matters, however, is the safety of the aircrafton which you and your employees are traveling.With Business Aviation, Directors are able to set pol-icy and monitor compliance for the operation of thecompany’s flight department. No other form oftransportation provides a higher level of control oropportunity to positively affect the safety ofcorporate air travel.

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 30

To be accepted by travelers, a means of transportation mustbe statistically safe. It also must be recognized as safe.Business Aviation scores top marks on both counts, assertsJack Olcott.

B

Safety Is Fundamental...and it rests in the Directors’ hands...



” What matters,however, is thesafety of theaircraft on

which you andyour employeesare traveling.”

00.20.40.60.8

11.21.41.61.8

2

2010 2011 2012

Per 100,000 hours

Year

Corp/ExecMajor AirlinesCommuter

SOURCE: ROBERT E. BREILING ASSOCIATES

TOTAL ACCIDENTS PER 100,000 FLIGHT HOURS


Corporate Concepts International, Inc. Member NBAA, NAFA, ISTAT, AOPA

"OUR EXPERIENCE AND EXPERTISE MAKESTHE DIFFERENCE"

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For over 36 years, Corporate Concepts International has been an industry leader providing comprehensive

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CCI's experienced team helps its clients find the best available aircraft value. Our transactional and

technical expertise allows CCI to deliver a smooth acquisition without surprises. See a few of our clients'

comments under the "Client Successes" tab at www.flycci.com. Our client references are available upon

request. Aircraft acquisitions have been the cornerstone of CCI's business since 1977. We view this as a

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they need. Contact us today to learn what we can do for you, our guarantee of results that meet or exceed

your expectations, and how CCI's expertise can make your aircraft search and acquisition totally

successful.

“In your initial proposal, you mentioned that CCI’s experience will make a difference andthat difference was substantial...I assure you, before we consider another aircraft, CCI willbe the first call I make...” - Letter from a CCI client

■ Defining the Mission and Solution

■ Identifying The Best Aircraft

■ Finding The Best Value

■ Advising The Negotiations

■ Advising On The Contracts

■ Final Acceptance and Delivery

■ Pre Purchase Inspection and Test FlightManagement

■ Interior and RefurbishmentManagement

■ New Aircraft Interior CompletionManagement

■ Aircraft Financing Advisory Services

Buying an aircraft in today’s market? CCI’s experience and expertise willmake the difference. Contact Dennis Blackburn at +1.919.264.6212 [email protected] to discuss how and what we can do for you.

Corporate Concepts 1 November 24/10/2013 10:12 Page 1


Immediately Available – Large Cabin Aircraft

■ Immediately Available

■ Seven Long Range tanks

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■ Immediate Completion Slots Available

■ Attractively Priced – Call for Details

Green BBJ

■ Satellite phone and Swift Broadband

■ Fourteen passenger interior

■ Enhanced Vision system

■ Enrolled on Corporate Care, MSP and HAPP plans

■ Forward and Aft Lavatories

■ New Price $23,495,000

Gulfstream G-450

■ New paint in January 2013■ EASA compliant – Currently operating under a EASA

commercial certificate■ Thirteen passenger configuration with forward and aft

lavatories■ Financing Available – For Sale or Lease – Some Trades

Considered – Financing Avialable - Motivated Owner

Falcon 900B

■ Highly desired ten passenger configuration■ Upgraded entertainment system with six individual

monitors■ Ultra Mid-Class cabin with over 3,000 mile range■ Financing Available – For Sale or Lease – Some Trades

Considered – Financing Avialable - Motivated Owner■ EASA compliant – Currently operating under a EASA

commercial certificate

Falcon 2000

At the Dubai Airshow please contact us on +1-919-264-6212 toschedule a meeting or to discuss any of these aircraft

All Offers Considered

Corporate Concepts 2 November 24/10/2013 10:13 Page 1


Dennis Blackburn

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Corporate Concepts International, Inc.

Fernando Garcia

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Chris Zarnik

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Larry Wright

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2008 Legacy 600■ New generation cabin with increased headroom ■ High speedinternet with satellite phone ■ Enrolled in Executive Care andCorporate Care programs ■ Forward and Aft lavatories ■ Burnshalf the fuel of a Gulfstream G-IV ■ FAA Part 135 – Recent 48month inspection ■ Motivated owner – Immediately Available

Challenger 604■ Ten Passenger configuration■ EASA compliant■ Enrolled in Smart Parts Plus■ Fresh Inspections■ Motivated Owner

GULFSTREAM G-IV SP ■ New Price - $6,995,000 ■ Recent 5,000 landing inspectionincluding landing gear and Thrust reverser overhaul ■ 16 passenger / Forward Galley ■ Forward and Aft Lavatories ■ On Condition engines ■ ASB 469 complied with■ Current FAR Part 135

Lear 45■ New to the Market■ New landing gear and recent inspections■ Honeywell MSP on Engines and APU■ Increased Gross Weight mod■ $2,295,000 - Motivated Owner

2007 Citation Sovereign■ JAR Ops 1 (EASA) compliant■ Less than 750 hours■ ProParts, Power Advantage, Aux Advantage■ TOLD database, Electronic Charts, Graphical Weather■ Iridium phone

Boeing Super 727 VIP■ Price reduced to $5,995,000 USD■ 4,000 NM range■ 32 seats / 2 sleeping areas■ SkyTheater in-flight entertainment system■ More cabin space than BBJ2

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Contact us for further details and see additional aircraft at www.flycci.comAlso Available - Off Market Boeing BBJ3 - Challenger 604 - Sikorsky S-76B - Challenger 601

Corporate Concepts 3 October 24/10/2013 10:26 Page 1

he relationship between flight crewmem-bers and passengers can have interestingdynamics. Many pilots consider them-selves special. We refer to it as the “Sky-

god” syndrome. Contributing to this strong sense ofself is the tendency for key passengers to put pilotson pedestals. Why? It is natural for us to want tobelieve the person we trust with our wellbeing is“the best”.

Most of us feel that way about our doctors. Yet, itis impossible for all of us to have the very best doc-tors and pilots. This dynamic is why a number ofcompanies have experienced some unfortunate Daysof Our Lives distractions caused by well-intendedcorporate policies or misguided passenger-crewrelations.

BOARDS BEWAREMore than one of our clients has had corporate“diversity in the workplace” efforts that created sub-stantially higher Business Aviation operational risks.To illustrate my point, look at the following hypo-thetical scenero: Your company has a core value ofdiversity, backed by metrics (headcount expecta-tions). It is a righteous goal. Your HR department iskeeper of the torch and has a great deal of authority,ranging from creating candidate slates to assuringpersonnel conformity. During a recent round of hir-ing, HR makes it clear the aviation departmentshould hire a minority pilot. HR creates a pool ofthree candidates, all of whom have less experiencethan normally required.

The interview process goes well. A young Latinfemale is the frontrunner. She demonstrates excep-tional social and communications skills. Even

though her flying experience and

Most Business Aviation professionals and theirpassengers are exactly that - ‘professional’. But whenlapses happen, the impact can affect safety, securityand costs, cautions Pete Agur.

T

Passenger-Flight Crew Relations:A potential Minefield



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 Aviation Manager.Contact him viawww.VanAllen.com.

“This dynamic is why a number

of companieshave experienced

someunfortunate

Days of Our Livesdistractionscaused by

well-intendedcorporatepolicies ormisguided

passenger-crewrelations.”

�

continued on page 34


Charlie Bravo November_Layout 1 22/10/2013 10:21 Page 1

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“The lesson tobe learned isthat nobleintentionsshould not

override criticalperformance

standards, lestheightened

risks topassengers andincreasing costs

to thecorporation be

incurred.”

cockpit skills are substandard, the department man-ager is coached to “hire her for her attitude andtrain her for performance”.

Unfortunately, over a two-year period she doesnot respond well to training. Her flying skillsremain substandard and her crew coordination, sit-uational awareness and decision-making skills inthe cockpit remain unacceptable (i.e., “riskinducing”).

She understands her employment is in jeopardy.Her response to technical coaching does not focuson improving. Instead, she launches a campaign todeliberately extend her social network into the backof the aircraft. She aggressively charms many of thekey passengers before, during and after their flights,to the point of neglecting her crew responsibilities.

CORPORATE CHALLENGESUnwinding high risk fur-balls are tedious andexpensive processes that typically require lots oflawyers, time and money. The lesson to be learnedis that noble intentions should not override criticalperformance standards, lest heightened risks to pas-sengers and increasing costs to the corporation beincurred.

Looking at a different hypothetical scenario, avery large company, with great success in its corebusiness, inexplicably experiences decades of insta-bility at the helm of its Business Aviation depart-ment. No aviation manager lasts more than twoyears. From the outside it looks like a series ofunfortunate circumstances. Each departing managerquietly fades into the sunset. Then the companyhires a new man—let’s call him ‘Fred’ for the sakeof this illustration.

Fred has exceptional leadership and manage-ment experience. He begins to understand the chal-lenges he faces when he discovers that top execu-tives know too much about the inner workings ofhis department. Unlike his predecessors, who triedto either ignore the issue or address it internally,Fred reaches out to the executive to whom hereports, and beyond. It takes a few exchanges overcoffee for him to uncover the source of the problem.Inappropriate conversations are occurring betweenpilots and passengers. A group of his captains act

like anarchists. They know that when they subverttheir department manager’s authority, they canoperate as they please, unsupervised.

By explaining the dynamics and unwantedimpact of bumptious backchannel behaviors, Fred isable to invoke top executive intervention with thesenior passengers. The cycle created by a smallgroup of errant pilots, and unwittingly exacerbatedby well-intended passengers, is broken.

Inappropriate communications can result in theunnecessary turnover of managers, with an accumu-lated cost in the hundreds of thousands of dollars.

ALL TOO REALISTICBoth of these cases may seem far-fetched, yet theyare not. In fact, they are not even the most egregiousexamples I could have conceived. I will save thosefor after I retire and all parties, innocent or other-wise, are deceased. I guess that means my lips aresealed, forever.

In the meantime, I urge you, as a Board Member,to provide specific guidance:• Well-intended company policies must be

written and implemented in a manner that assures they are not misunderstood or misused.

• Don’t allow critical standards designed to assure the mitigation of very real operational risks to be overridden by the subordinate objec-tive of social responsibility.

• I also recommend that you remind your top executives to maintain only the most profes-sional of communications and relationships with crewmembers.

• In kind, you should expect the Business Aviation manager to direct the same from flightcrews.

The goal is to prevent inappropriatepassenger–flight crew communications because theyare likely to lead to significantly increased opera-tional risks, unintended costs of distracting propor-tions, and potential damage to the brand.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]




thejetcollection.com

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

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In this series, we have covered a myriad ofways to access Business Aviation. Whole air-craft ownership offers the most freedom, cus-tomization, personalized service, control and

responsibility. Coordinating and utilizing businessaircraft requires individuals skilled in managementand aviation. This endeavor can be accomplished in-house with your own employees – or another optionis the "turn-key" approach of contracting the func-tion and oversight of the aviation operation to amanagement company.

Aviation management companies specialize inflight operations, which can be a distinct advantagefor some aircraft owners. One long-time user of amanagement company told me, "We make construc-tion equipment, not fly airplanes." For a first-timeowner of a business aircraft, contracted manage-ment is an attractive solution. In addition to provid-

ing flight crews and functional oversight, the man-agement company can provide economic benefits:• Fuel can be purchased in bulk on behalf of

multiple aircraft owners. A dollar per gallon discount on an aircraft burning 250 gallons per hour is substantial.

• Maintenance purchasing power can result in savings. When the management company repre-sents multiple aircraft, they should be able to negotiate discounts for spare parts, or at least obtain the most favorable buying terms.

• The management company can purchase insur-ance for its group of owners. If they have an excellent safety record and documented best practices (e.g. an established Safety Management System), the liability and hull insurance rates can be lower than for a single aircraft.

Continuing his series on delivery options for BusinessAviation, David Wyndham discusses how managementcompanies serve owners of business aircraft.

I

�



David Wyndham is co-owner andPresident of Conklin & de Deckerwhere the focus of his activities ison aircraft cost and performanceanalyses, fleet planning, and lifecycle costing for clients. Mr.Wyndham can be contacted [email protected]

“In addition to providingflight crews

and functionaloversight, themanagementcompany can

provideeconomicbenefits.”


Whole AircraftOwnership (Part 2)

The Role of ManagementCompanies

BG 4 Oct13_FinanceSept 21/10/2013 15:13 Page 1

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2005 SOVEREIGN, S/N 680-0019 1998 CITATION ULTRA, S/N 560-0463

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While management companies tailor their servic-es to meet your unique requirements, they typicallyoffer:• Hangaring the aircraft• Managing aircraft records• Hiring/training flight crews• Managing aircraft maintenance• Handling the billing and verification of all

variable operating expenses (fuel, maintenance,etc.)

• Ensuring all regulatory requirements are met by aircraft and crew

• Refueling• Cleaning and cosmetic upkeep of aircraft.

OFF-SETTING COSTSIf you, the owner, desire to further reduce your totalcosts, a management company can charter your air-craft when you are not using it, provided the firmhas authorization under FAA Part 135 or its equiva-lent in non-US countries. This relationship is compli-cated as there are regulatory restrictions governingoperational control of any aircraft used for commer-cial service. Here are the general terms:• The aircraft owner pays all operating costs (fuel,

maintenance, etc.).• The crew may be billed as salaries or as an

hourly fee.• The aircraft owner gets a set percentage of the

charter revenue.

The charter revenue to the owner should be morethan enough to cover the operating costs, but will notbe enough to cover all the fixed expenses, debt serv-ice, and depreciation. Charter revenue is sharedbetween the charter operator and aircraft owner.Rarely, however, does a chartering arrangement witha management company produce a profit for theaircraft owner.

If you place your aircraft on the charter certificateof a management company, aircraft and crew mustconform to the charter operator's approved operatinglimitations. For example, the aircraft must be on theoperator's approved maintenance program. Thisrequirement may necessitate additional safety equip-ment be installed on the aircraft, and the frequencyand depth of inspections may be increased. Thecrews must train to the approved operating stan-dards of the charter operator.

Furthermore, putting your aircraft on a charteroperator's certificate may incur initial expenses forinspections to demonstrate compliance with FAAstandards for commercial service. These costs, typi-cally borne by the aircraft owner, can range from sev-eral thousand dollars to tens of thousands.

Consider the following: A mid-size business jetmay charter for $3,000 per hour. Typically theowner’s share of the charter rate is 85%, or $2,550 perhour, and the charter operator gets the remaining$450 per hour. The variable costs for fuel and mainte-nance may be $2,000 per hour, thereby providing theowner an excess of approximately $550 per hour toapply to the remaining aircraft expenses.

Given the added costs of approving your aircraft

for on-demand commercial service, there must be acertain amount of charter revenue coming in themake the arrangement work financially. The moreyou fly for your own purposes, the less time thecharter operator has available to sell time on youraircraft. Depending on the added costs, 50 to 100hours per year of charter should generate sufficientadditional income to cover the added expenses, butnot produce a profit for the owner.

Making your aircraft available for charter impactsits availability for company travel. Some owners findit difficult, and at times impractical to allow a man-agement company access to their business aircraft.

Charter revenue is passive income. You shouldconfer with an aviation tax authority to see if thismakes sense in terms of taxes and tax depreciation.

OTHER ISSUESThe management agreement is a legal document thataddresses who pays what costs, who is responsiblefor the operation of the aircraft and crew, and howthe aircraft is to be maintained. The contract shouldalso cover any restrictions on the use of the aircraft,who maintains the insurance, the collection andremittance of applicable taxes, and the general legalresponsibilities.

The relationship with the management companyis as much a personal relationship as a business rela-tionship. Like all relationships, communication andshared goals are important.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

“Charter revenueis passive

income. Youshould confer

with an aviationtax authority tosee if this makessense in terms of

taxes and taxdepreciation.”


THE AIRCRAFT MANAGEMENTCOMPANY CAN FREE YOU UP TOFOCUS ON YOUR CORE BUSINESS

BG 4 Oct13_FinanceSept 21/10/2013 15:15 Page 2

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S/N 258557 S/N 258376S/N 258893

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O'Gara November 21/10/2013 15:18 Page 1

Knowledge

comes by eyes always open

and working hands,

and there is no knowledge

that is not power.

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—JEREMY TAYLOR

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O'Gara November 21/10/2013 15:18 Page 2

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Board Members are faced with difficult choices,especially when markets are moving, observes JayMesinger.

Know Your BusinessDon’t let the market dictate the cost of buying a business airplane.

�


Jay Mesinger is the CEO andFounder of Mesinger Jet Sales.Jay serves on the Jet AviationCustomer and Airbus CorporateJets Business Aviation AdvisoryBoards and is a member of EBAAand the Colorado AirportBusiness Association. Contact himvia [email protected].


aced with the decision whether or not toacquire a business aircraft, Directors mustweigh the cost of the aircraft against thecost of potentially delaying the purchase to

a time when the market seems more stable withrespect to pricing. Since aircraft prices have trend-ed downward for 25 consecutive quarters, thisanalysis is not new.

Some industry experts see the signs that withinthe next year to

eighteenmonths the

fall in

asset values may flatten or bottom out. Others donot. Let’s not get carried away, however, with dis-cussions about times that are not yet here. Thisarticle is about the challenge that Boards facewhen they are asked to make buying decisions inmarkets that have not yet bottomed out.

Aircraft have always been unique buying chal-lenges. They are either in short supply and there-fore garner a premium, or they are plentiful andsuffer rapidly declining prices. In either case theBoard could be making a buying decision whilefeeling they are over paying for the asset. Whatshould drive decision makers to move forward inwhat seems like paralyzing circumstances?

FOCUS ON NEEDA business aircraft is an effective tool

that can grow your company,

F

DON’T SIT AROUND WAITING FOR THE MARKET TO PICK UP. WEIGH THE COST OF DELAYING PURCHASE OF AN AIRCRAFT TODAY.


BG5Nov13_FinanceSept 21/10/2013 15:22 Page 1

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shorten customer response time, and enable inter-action with your clients ahead of the competition.The list of positive reasons to buy far outweighsthe fears of the incremental decline in the value ofthe asset. Each company can build its own needsassessment and develop the criteria and mile-stones for moving forward on this type ofinvestment.

Consider tools the Board can use to make the“purchase-versus-delay” decision. Going back tothe basics, solid cost metrics are needed. Beginwith defining the Mission Profile. This exerciseidentifies the annual use, from which the annualbudget can be developed.

Based upon Missions to be flown and costs tobe allocated, company executives and their avia-tion experts can make a recommendation to theBoard concerning what type of aircraft should beobtained. This selection will shed light on the cap-ital cost as well as operational costs to be includ-ed in the proposed budget. Now the justificationprocess can begin.

Will the ability to get out ahead of your com-petition and get in front of your client or prospectfirst create sales that might not have been made?Will interacting quickly with a potential client winhis or her business, and keep the relationshiprobust when issues arise? Will Business Aviationenable your company to field a sales force in ruralcommunities that are not served by scheduledAirlines and are too remote for surface transporta-tion? These are all questions that when answeredaffirmatively help steer the Board and the execu-tives to make the right buying decision.

AN ASSET TO BE USEDWhile retention of asset value is an importantconsideration, reselling your business aircraft isnot the main reason it should be acquired.Obtaining a business advantage is the reason forthe purchase, regardless of market movement.

A potential purchaser wants a fair price at thetime of acquisition and a reasonable assessment offuture market value in anticipation of an eventualsale or trade. Who would want to buy an asset asexpensive as a business aircraft without a clear

vision of value today and into the future? No one.On the other hand, who would seek logical waysto grow one’s business and introduce new prod-ucts into new markets as rapidly as possible?Everyone!

A business aircraft is a worthy investment forwhat it does for a company’s core business. Knowyour business and the decision to acquire such atransportation asset is not complicated.

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


Resale experts are watching closely for changes in market pricesof pre-owned business aircraft. Since the Great Recession burstonto the scene in the 2008/2009 period, asset values for busi-ness aircraft have fallen faster than what had been the norm formany years.

As the economy continues to recover, some market watcherssee movement back to traditional trends. In particular they pointto a sustainable reduction of inventory and a continuedincreased activity level for buying. This flattening out of asset

depreciation would need to last, in the opinion of some experts,at least three to four quarters for there to be a real strengthen-ing in the market. What traditionally comes next is a change inbuying habit.

Buyers will begin to pick off the best aircraft available anddraw clear price distinctions between the models listed for salein each segment. Once that culling begins and better aircraftenter the market, we may see an increase in prices (at leastbetween the good offerings).

TREND WATCHING

WILL THE ABILITY TO GET OUT AHEAD OF YOUR COMPETITION AND GET IN FRONT OF YOUR CLIENT OR PROSPECT FIRST CREATE SALES THAT MIGHT NOT HAVE BEEN MADE?

BG5Nov13_FinanceSept 21/10/2013 15:24 Page 2

Elliott Aviation October_Layout 1 21/10/2013 15:39 Page 1

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

2006 Citation XLS • 560-5631

Citation XLSCitation XLS

1985 Citation III • 650-0077

Citation 111Citation 111

1980 Citation II • 550-0116Also Available: 550-0350

Citation 11Citation 11

2003 Falcon 900C • 197

FalconFalcon

1984 Hawker 800A • 258008

HawkerHawker

King Air 350King Air 350

1998 King Air 350 • FL-199

Aircraft Sales & Acquisitions

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

Main OfficeSouth Carolina (CAE)[email protected]

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ConquestConquest

King Air B200King Air B200

1981 King Air B200 • BB-917Also Available: BB-1140

2006 Meridian • 4697247

King Air B100King Air B100

1980 King Air B100 • BE-97

MeridianMeridian

1989 JetProp DLX • 4622054

1984 King Air 300 • FA-20

King Air 300King Air 300

JetProp DLXJetProp DLX

Legal advice and tax planning support are essential in everybusiness aircraft acquisition, notes attorney Keith Swirsky. In allaircraft transactions, documentation should clearly detail therights and obligations of the individual parties involved.


ax planning, conducted in advance of the clos-ing, is essential to minimizing the effectivecosts of aircraft ownership and operations.

Similarly, aircraft financing transactions,which often have the longest lead times of all thecomponents in aircraft transactions, need to beplanned and commenced in the earliest stages of theaircraft acquisition process.

Finally, operational considerations, such aswhether the aircraft will be managed in-house, or byan external management company, must beaddressed in an orderly fashion during the acquisi-tion process (see David Wyndham’s article on AircraftManagement considerations, p38 of this issue).

This two-part article will provide a broad brushoverview of the process for acquiring an aircraft,starting with identifying those areas where legalexpertise is needed and following next month with abasic roadmap.

TIMING CONSIDERATIONSOnce the mission profile and acquisition criteriahave been determined and the purchaser’s acquisi-tion consultant has been engaged, it is likely that heor she will soon identify and present to the buyerfor consideration one or more available aircraft. It iscertainly possible that in just a few short weeks theconsultant and the buyer together will identify thespecific aircraft that the buyer will target foracquisition.

Buyers rarely involve legal and tax planningexperts during this early stage in the acquisitionprocess. However, in the event that the buyerdesires financing, ideally, the buyer will havealready commenced the process of soliciting loanproposals. While most lenders generally requestspecific information on the aircraft to be acquired,they are nonetheless able to provide general financ-ing terms in the event that certain specific aircraft

T


Acquiring A BusinessAircraft 101(Part 1)

Keith G. Swirsky is a tax special-ist and President of GKG Law. He may be reached viaemail: [email protected]

“Buyers rarelyinvolve legal

and tax planningexperts during

this early stage inthe acquisition

process. However,in the event thatthe buyer desiresfinancing, ideally,

the buyer willhave already

commenced theprocess of

soliciting loanproposals.”

�



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2006 Bombardier Global 5000 S/N 9190, 1603 TT, Corp Care, SmartParts, 5200nm Range, SATCOM, High Speed Data w/ WIFI,

Asking $29,250,000.00

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, DualNZ-2000’s, G Insp c/w 5/12, L/R O2, Iridium Phone,

Asking $1,695,000.00

2005 Hawker 400XP, S/N RK-411, 731 TT, Garmin GMX-200 MFD,XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner,

Asking $2,550,000.00

1991 Beechjet 400A, S/N RK-7, 5920 TT, 2210/2210 SMOH, TCAS 2,Mk-V EGPWS, AMS-5000, New Paint and Interior,

Asking $1,095,000.00

2005 Hawker 800XP2, S/N 258700, 2562 TT, MSP, API Winglets, Sat.Phone, 9 Pax Interior, EFG c/w Oct 2013,

Asking $4,100,000.00

1994 Beechjet 400A, S/N RK-84, 2453 TT, FMS-5000, TCAS II w/ Ch7, Mk-VIII EGPWS, 8.33 Spacing, FM Immunity, 4-Tube EFIS,

Asking $900,000.00

1981 Falcon 10, S/N 178, 8770 TT, MSP Gold on -2C Engines, KMH980MFD w/ TCAS/TAWS, TR’s, Current 135, RVSM,

Asking $495,000.00

Beechjet 400, S/N RJ-47

Citation CJ2, S/N 525A-0016

Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326

Citation II, S/N 550-0216

Citation III, S/N 650-0132

Falcon 2000, S/N 8

Sabreliner 65, S/N 465-45

Sabreliner 65, S/N 465-36

Cheyenne IIXL, S/N 31T-8166017

King Air 350, S/N FL689

King Air C90, S/N LJ-869

Socata TBM850, S/N 394

Also Available

JetBrokers November 21/10/2013 15:49 Page 1

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

CHICAGO+1-630-377-6900 Phone

DETROIT+1-248-666-9800 Phone

DENVER+1-303-494-6900 Phone

FARNBOROUGH+44 (0)1252 52 62 72 Phone

1991 Citation V, S/N 560-0112, 6824TT, 3186 SMOH, 5-Tube EFIS,Freon Air GNS-XLS,

Price Reduced to $1,300,000.00 – Make Offer!

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH,Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W,Annual c/w 4/13, Asking $1,275,000.00

1993 Learjet 31A, S/N 65, 6967 TT, Engines on JSSI Plus, TCAS 2,UNS-1C, TRs, Big Door, Single Point Refueling, 12 Yr due 5/17,

Asking $1,195,000.00

1999 Citation Jet, S/N 525-0301, 4361 TT, On TAP Elite, XM Wx,Iridium Phone, UNS-1K, TCAS 1, Doc 10 c/w 1/13

2000 Citation Bravo, S/N 550B-0935, 4548 TT, On Power Adv, ProParts, TCAS II, Mk-VII EGPWS, EU-Ops, Phase 1-5 c/w 11/12,

Asking $2,200,000.00

2008 Citation Encore+, S/N 560-0798, 511 TT, Power Adv Plus, ProParts, XM Wx, Collins FMS-3000 w/ WAAS, Single Pt. Refueling, LikeNew!, Asking $5,750,000.00

2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity,UNS-1E, Enh Mode S, On CAMP,

Asking $3,995,000.00

2008 Learjet 40XR, S/N 2102, 2358 TT, Smart Parts, Airshow, IridiumPhone, Steep Approach, Belted Lav, Dual UNS-1E’s,

Asking $3,695,000.00

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

JetBrokers November 21/10/2013 15:49 Page 2

parameters can be met (such as model year, pricerange and aircraft type), and certainly the lendersare able to commence the due diligence process andcredit committee approval.

The timetable to select a lender among compet-ing proposals can take two or three weeks, and thetime required to finalize the loan proposal, submitall financial information, and get the applicationthrough the credit committee approval process cantake another two or three weeks. Thereafter, up totwo more weeks may be necessary to negotiate andfinalize the loan agreement and all relateddocumentation.

Overall, the buyer should allow at least sevenweeks for the process of lender selection throughloan document execution. Aviation counsel shouldbe knowledgeable of the “niche” of each aircraftlender to help narrow the field initially and shouldbe able to provide guidance concerning commercial-ly competitive terms for loan proposals. Therefore,counsel should be involved in the entire process.

Based on 22 years of aircraft acquisition experi-ence (and thousands of transactions), we know thatthe timetable to acquire an aircraft can proceed farmore quickly than seven weeks. Once an offer letteris executed, it is likely that the process of negotiat-ing an aircraft purchase agreement and inspectingan aircraft will proceed in no more than four weeks.Of course, once the aircraft inspection is completedand repairs are finalized, the seller expects the buyerto proceed to closing expeditiously. Nevertheless,there can be a multi-week “gap” when financing thepurchase, in the event the financing process is notcommenced early in the process.

OFFER LETTER AND PURCHASE AGREEMENTWith respect to documentation, it is always advis-able to engage counsel to prepare the aircraft offerletter (letter of intent). While many aircraft brokerswill provide forms for this purpose, these are often“cut and paste” documents, cobbled together by thebroker from prior aircraft transactions. An aviationattorney is skilled at preparing a comprehensive andclearly thought-through document, appropriatelyharmonized with the attorney’s purchaseagreement.

The offer letter should identify several specificitems, including:

• Parties to the transaction• Aircraft, price and deposit amounts• All aircraft movements and the cost to the buyer

related to those movements• Identity of the inspection facility and inspection

commencement timing• Required condition of the aircraft at the time of

closing

• Whether the purchaser is permitted to reject the aircraft after the inspection

• Any business deal points that may require clarification.

Although an offer letter is usually legally non-binding (except perhaps for a confidentiality obliga-tion and reimbursement for aircraft movementcosts), the offer letter helps commit the parties to thetransaction and avoids any ambiguity on importantbusiness points.

Once the offer letter is executed, it is customaryfor buyer’s counsel (not seller’s counsel) to preparethe purchase agreement. The purchase agreementsets forth the commercial terms of the purchase andsale transaction. It expands upon the offer letter pro-visions, clearly defines circumstances where thedeposit becomes non-refundable, provides for con-ditions upon which each party is obligated to per-form in proceeding to closing, and sets forthdetailed closing procedures. The purchase agree-ment also governs the resolution of disputes and therights and remedies of the parties. The typical timeframe to negotiate the purchase agreement is twoweeks, although, in an import or export transaction,this timeline can be extended and oftentimesdoubles that period.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]


“Therefore,counsel

should beinvolved in the entireprocess.”



The world’s finest Business Jets, Turboprops & Helicopters

For Sale at www.AvBuyer.com


1999 Bombardier Global ExpressSerial Number: 9005

Exceptional Pre-Owned Aircraft For Sale

1989 Astra 1125Serial Number: 034

FEATURES INCLUDE:

FEATURES INCLUDE:

Contact:

xE e-Orceptional Px craft FOwned Air aleor SFxE e Orceptional Px craft FOwned Air aleor SF

Tempus October_Layout 1 16/09/2013 16:41 Page 1

One of the most common questions Stuart Hopereceives from pilots is “Am I covered to fly theaircraft?” The answer, he opines, lies somewhere inbetween ‘yes’ and ‘no’.


onfusion over insurance protection stemsfrom what is meant by the terms“approved” and “covered”. A pilot can beeither approved OR covered (or both).

There is a big difference between thesesituations, however, and the implica-tions for the pilot who misunder-stands these terms can be financiallycatastrophic.

Let me give you a hypotheticalexample. The full-time pilot for aninsured company has terminatedhis employment and taken a posi-tion with another flight depart-ment. Before his replacementcan be located, theinsured has atrip to

make and wishes to use an independent contractpilot while seeking a permanent hire. The insured’scarrier is informed of the situation, verifies that the

contract pilot’s credentials are sat-isfactory regarding experience

and recent training, andapproves the pilot for flights

under the insured’s policy.It’s an early morning

departure and things pro-ceed uneventfully untillanding at the destinationairport, which has a rathershort runway. Furthermore,

rain is falling. The air-craft runs off

the end of

C


All Pilots Are Created Equal......Except When They’re Not!

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]

“There is a bigdifference

between thesesituations,

however, andthe implications

for the pilotwho

misunderstandsthese terms can

be financiallycatastrophic.”

�



General Aviation November_Layout 1 21/10/2013 16:02 Page 1

the wet runway resulting in substantial damage tothe aircraft and minor injuries to three passengers.

A claim is filed, and the insurance company’sadjuster begins the process of collecting the loss infor-mation, such as whether the pilot at the time of acci-dent was approved under the provisions of the insur-ance policy to operate the aircraft. We have previous-ly established that he was approved—at least as faras the insured’s coverage is concerned. Not so fast forthe pilot himself, however!

KNOW WHAT IS COVEREDAviation insurance policies only provide coverage onbehalf of certain entities and exclude coverage forothers. Why? Because some entities are considered tobe “in the business of commercial aviation”, and assuch are responsible for providing their own businessinsurance.

The definition of insured as stated within the spe-cific aviation policy highlights the distinction. Oneinsurance company’s policy states:

“Insured: Any person or organization while using suchaircraft with the permission of the Named Insured providedthe actual use is within the scope of such permission andany other person or organization, but only as respects thatperson’s or organization’s liability because of acts or omis-sions of the Named Insured.

“Insurance under this policy does not apply to any per-son or organization, or agent or employee thereof (otherthan employees of the Named Insured) engaged in themanufacture, maintenance, repair, or sale of aircraft, air-craft engines, components or accessories, or in the opera-tion of any airport, hangar, flying school, flight service, oraircraft or piloting service.”

LEGAL, SO BEWAREThe coverage described makes sense when you areusing the services of an FBO or professional pilotstaffing company, but caution is needed when youare using independent contract pilots. As you can see,the contract pilot in this example may be left out inthe cold. In a perfect world, the contract pilot wouldhave his own coverage through carrying Non-OwnedAircraft Liability coverage, like FBOs carry. In prac-tice, however, such policies are prohibitively expen-sive for individual pilots, if available at all.

What’s the cure? You can add the contract pilot asan additional insured under the liability coverage(only with respect to pilot services). A downside ofincluding an independent as an additional insured isthat you dilute your liability limit. Therefore, limit thecoverage amount you provide to some smaller multi-ple of your overall liability limit.

For example, if you carry a $50m liability limit,you might limit the coverage amount you share

under the additional insured status to $5m, which isfair and reasonable. Also, have your insurer agree towaive right of subrogation against the contract pilotwith respect to any physical damage or hull damage.This proviso basically acts to restrict the insurer’sright to subrogate or go back against the contractpilot for the damage to the aircraft if the insurer felt itwas pilot negligence that caused the damage.

As you can appreciate, there is a reason the differ-ence between ‘approved’ and ‘covered’ continues tobe misunderstood. There are also other provisionsand strategies to consider that are beyond the scopeof this article. Your best move forward? Be certain toconsult with your aviation insurance broker whenusing a contract pilot.

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 66

“As you canappreciate,

there is a reasonthe difference

between‘approved’ and

‘covered’continues to bemisunderstood.”



COMPARE AIRCRAFT PERFORMANCE USING OUR

Aircraft Performance Guide at www.AvBuyer.comAnd select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale


Falcon 900EX5412 AFTT, MSP Gold, Triple Laseref IV,Collins SATCOM 2100 w/Swift Broadband,Airshow 4000, 15 Pax, Interior RefurbishedAugust 2010 and Painted August 2010

Gulfstream G150540 AFTT, Long Range Oxygen Bottle,Part 135 Certification, 7 Passenger, NewPaint & Interior soft-goods in 2012

Global XRS1712 AFTT, SMART PARTS, JSSI Platinum –100%, Inmarsat Aero-H+, CES Version 7.0,Second-Generation Enhanced Vision System

Citation XLSSN 560XL-5672, 4089 AFTT, ESP Gold, APU,EGPWS, Cockpit Voice Recorder, 9 Passenger,Air Conditioning

Hawker 800A8320 AFTT, MSP Gold, Dual HoneywellNZ-2000 FMS, Aviation Partners BlendedWinglets, Airshow 400, Aircell IridiumSATCOM, CVR, 8 Pax

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson 1 November 21/10/2013 16:13 Page 1

s business jets increase in size fromentry level and light jets to the low-endof the large-cabin purpose-built mod-els, the stated seating capacity tends tovary only slightly; six to eight seatsdominates the standard configurations

of many of the offerings across business airplanesize-category lines.

It is true that as aircraft increase in size, head-room and leg-room similarly increase, even if avail-able seating does not. It is also true that for many

models, full-fuel payload doesn’t seem to grow pro-portionally, although a model here and there doesdefy this generality. Still-air range increases as youmove up the categories, but ultimately steps-up insize and range also tend to reduce flexibility in animportant, not-to-be-overlooked way: airport access.

As jets get bigger and heavier their runwayneeds increase, often dramatically, with no apprecia-ble gain in how many people can fly or how muchequipment the jet can carry. Does that make bigger‘better’? Not where value and flexibility rule.

There’s nothing light-weight about the benefits offered bythe Light & Entry-Level business jet segments when travelrequires a typical business trip leg of between 500-750miles.

A

Entry Level & Light Jets:Flexibility at Lower Costs.

�



“ It is also truethat for manymodels, full-fuel payload

doesn’t seem togrow

proportionally,although a

model here andthere does defythis generality.”


Year Model Serial No.

2002 Beechcraft Premier I RB-50

1999 Challenger 604 5421

1997 Citation X 750-0016

1999 Citation X 750-0101

2008 Citation X 750-0283

1988 Falcon 900B 30

2003 Global Express 9085

2001 Gulfstream G200 015

2000 Gulfstream GIV/SP 1433

1998 Gulfstream GV 545

2003 Hawker 400XP RK-358



2008 King Air B200GT BY-56

1997 Learjet 31A 147

2002 Learjet 31A 239

2007 Learjet 60XR 320

2010 Premier 1A RB-280

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

BOSTON617.820.5268

Jeteffect Inventory October 18/09/2013 17:11 Page 1


THE VALUE QUOTIENTMany can feel an emotional aversion to aircraft toosmall for their sensibilities; people want to equate“bigger” with “safer” in a way that the physics belie.The realities of the physics aside, however, the nextstep-up in size seldom results in a major improve-ment in seating capacity, let alone in full-fuel cabinload.

In reality, the larger jets need more power whichmeans more fuel to cover the same ground at aboutthe same speed, so cabin capacity changes minimallywhere maximum-range trips are concerned. Thatreturns us to that maximum-range leg fixation:

A light jet fully-fuelled and flying a typicalBusiness Aviation mission departs with fuel for themission, including reserves - in some cases sufficientfuel to return home without topping up. And thatmaximum-fuel jet can often barely carry the typicalpassenger load of three persons making the trip,unless one or two of them also doubles as a crewmember.

With the average mission length under 750 milesand the nominal maximum-range of light jets around1,200 miles, the crew enjoys the option of flyinglighter, saving fuel. (Note: The lower the total weightof the aircraft, the less fuel it consumes on the mis-sion, all other factors being equal). Fueling for themission - with NBAA reserves - allows a larger cabinload, making three or four passengers, plus crew,possible.

In most cases where a fuel stop is not required, thespeed difference between a light jets and larger jetsresult in a leg taking only slightly longer to fly, but atthe trade-off of higher direct operating costs of thelarger jets. Any time gained, we’re talking a few min-utes in most cases, is certainly insufficient to offsetoperating costs running 50+ percent higher.

SIZE COSTSFor most people, the question comes down to this: isa bit of headroom for a 100-minute typical missionreally cost-justifiable? That brings us to the aspect oflight jets in which they not only excel but cannot bebeaten: accomplishing the needed mission at the low-est overall cost. 500-750 miles at a maximum cruisespeed of around 400 knots while carrying four pas-sengers will generally cost less in a light jet than mak-ing the same trip in a mid-size jet at a 480-knot maxi-mum cruise, let alone in a large-cabin jet.

The time difference between heavy and light busi-ness jets on a typical mission is small (about 10 to 12minutes) overall, and is not a large time saving forcosts that may be considerably higher for the largeraircraft.

Further, beyond these ‘speed-range-payload’ oper-ational basics, airport fees tend to be larger for heav-ier aircraft. With airports and FBOs increasingly turn-ing to weight-based ramp fees for revenue, a largerjet incurs a higher ramp fee, and even if a large-enough fuel purchase can bring a waiver of the fee,you’re still buying far more fuel.

Additionally, the light jet crew will have theoption of far more airports, often closer, more con-venient and less expensive than what’s needed for

the mid- and large-cabin jets. It’s hard to escape theheavyweight value edge of light jets.

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

Workspace while traveling is another considera-tion. Decisions related to aircraft size are impacted bythe needs of passengers to use their travel timeproductively.

WHAT MAKES A “LIGHT” JET?Today we consider a jet “light” when it’s MaximumTake-off Weight falls between 10,000-20,000 pounds.About a decade ago the Light segment representedthe bottom rung of the business jet ladder… that wasbefore the Entry Level Jets entered the market, differ-entiated by weights below almost everything everbuilt at less than 10,000 pounds.

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

ENTRY-LEVEL AND LIGHT JET PRICE GUIDEThe following Entry-Level and Light Jets Retail PriceGuide represents current average values published inThe Aircraft Bluebook – Price Digest. The study spans atwenty year period, from 1994 through Fall 2013, andcovers 29 models.

Values reported are in USD millions, with eachreporting point representing the current average retailvalue published in the Bluebook by its correspondingcalendar year. For example, the Cessna Citation CJ3average value reported in the Fall 2013 edition ofBluebook show $4.5 million USD for a 2006 model, $4.7million USD for a 2007 model and so forth.

Aircraft are listed alphabetically, and performanceand specifications for all listed models are featured inthis issue beginning on p88.


�

“Ultimately,where

performanceand value reign

as dominantfactors,

remember this:there’s nothing

lightweightabout the valueand flexibility

of these light jets.”


PremiAir November_Layout 1 21/10/2013 16:33 Page 1



ENTRY LEVEL & LIGHT JETS AVERAGE RETAIL PRICE GUIDE FALL 2013

BEECHCRAFT PREMIER 1A 5.0 3.3 2.8 2.4 2.2 2.0 1.8

BEECHCRAFT PREMIER 1 1.5 1.4

BOMBARDIER LEARJET 45XR 9.7 8.5 7.0 6.5 5.9 5.2 4.7 4.4 4.2

BOMBARDIER LEARJET 45 4.7 4.4 4.1 3.9

BOMBARDIER LEARJET 40XR 9.2 7.5 6.0 4.6 4.3 3.8 3.5 3.1

BOMBARDIER LEARJET 40 3.4 3.1 2.8 2.5

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 13.099 11.0 9.8 8.8 8.1 7.4

CESSNA CITATION XLS 560 6.0 5.7 5.1 4.9 4.5

CESSNA CITATION ENCORE+ 560 5.5 4.7 4.3

CESSNA CITATION V ENCORE 560 4.0 3.8 3.6

CESSNA CITATION EXCEL 560-XL 4.1

CESSNA CITATION V ULTRA 560

CESSNA CITATION BRAVO 550 2.9 2.7 2.5

CESSNA CITATION CJ4 525C 9.342 8.1 7.2 6.8

CESSNA CITATION CJ3 525B 8.347 7.0 6.2 5.7 5.4 4.9 4.7 4.5 4.3 4.1

CESSNA CITATION CJ2+ 525A 7.228 6.1 5.5 4.8 4.5 4.3 4.0 3.5 3.3

CESSNA CITATION CJ2 525A 3.1 3.0 2.9

CESSNA CITATION M2 525 4.6

CESSNA CITATION CJ1+ 525 4.3 3.8 3.3 3.0 2.8 2.6 2.4

CESSNA CITATION CJ1 525 1.950 1.850

CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510 3.430 2.7 2.4 2.2 2.1 2.0 1.9 1.8

ECLIPSE 500 2.650 0.850 0.800 0.750

EMBRAER PHENOM 300 8.755 8.2 7.7 7.2 6.9

EMBRAER PHENOM 100 4.080 3.5 3.2 2.8 2.5 2.3

HAWKER 400XP 3.3 2.6 2.3 2.1 1.9 1.7 1.5

HAWKER BEECHJET 400A

NEXTANT 400XT 3.6 3.4

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

MODEL

YEAR OF MANUFACTURE$

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

Retail Price Guide Nov13_PerfspecDecember06 22/10/2013 10:32 Page 1

WORLD AIRCRAFT SALES MAGAZINE – Novenber 2013 71Advertising Enquiries see Page 8 www.AvBuyer.com


What your money buys today

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

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

MODEL

YEAR OF MANUFACTURE$

BEECHCRAFT PREMIER 1A

1.3 1.2 1.1 BEECHCRAFT PREMIER 1

3.8 BOMBARDIER LEARJET 45XR

3.5 3.1 3.0 2.9 2.8 2.7 BOMBARDIER LEARJET 45

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 40

1.850 1.750 1.650 1.550 1.450 1.350 1.300 1.250 1.200 1.150 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

CESSNA CITATION XLS 560

CESSNA CITATION ENCORE+ 560

3.3 3.0 2.8 2.7 CESSNA CITATION V ENCORE 560

3.9 3.7 3.4 3.1 2.8 2.5 CESSNA CITATION EXCEL 560-XL

1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION V ULTRA 560

2.3 2.1 2.0 1.9 1.8 1.7 1.6 CESSNA CITATION BRAVO 550

CESSNA CITATION CJ4 525C

CESSNA CITATION CJ3 525B

CESSNA CITATION CJ2+ 525A

2.8 2.7 2.6 2.5 CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525

CESSNA CITATION CJ1+ 525

1.750 1.650 1.550 1.450 CESSNA CITATION CJ1 525

1.350 1.250 1.200 1.150 1.100 1.000 CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510

ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100

HAWKER 400XP

1.350 1.250 1.150 1.050 1.000 0.950 0.900 0.850 0.800 0.750 HAWKER BEECHJET 400A

NEXTANT 400XT

Retail Price Guide Nov13_PerfspecDecember06 22/10/2013 17:09 Page 2

oo often the power of thesethree tools of management—a clearly defined Vision, aninstructive statement ofMission, and an unambigu-

ous set of Values or Guiding Principles—are overlooked or discounted by thoseseeking to be effective managers.

• Do you know where your company or department is headed?

• Do you see, and share your leader’s Vision of goals to be achieved?

• Do you articulate your Vision in a compelling manner to those you are tasked to lead?

• Can you easily recite your company’s Mission statement?

• If so, do you understand what it meansand how its message shapes your dailyactions?

• Do you integrate the statement of Mission into your daily conversations and directions to staff (if not, you should)?

• Are there questions regarding what actions or Values are acceptable in the pursuit of Vision and Mission?

MISSIONA Mission statement should be a clear,quickly grasped, easily recalled signpostpointing to the goal the group is attempt-ing to reach. Anyone who sees that sign-post should know where they are and


FLIGHT DEPARTMENT MANAGEMENT SKILLS

Vision, Mission and Values:

Powerful tools for every level of management

T

by Jack Olcott

Flight Dept Mng1A_FinanceSept 21/10/2013 15:51 Page 1


where they are headed.Mission statements that are long, convo-

luted epistles are useless. A lengthy descrip-tion that fails to be focused and conciseoften results in ambiguity. Furthermore, noone remembers what such a Mission state-ment is intended to convey. If the messageis confusing or can’t be recalled, it is ineffec-tive in shaping behavior.

Peter F. Drucker was the recognizedauthority in management and marketingtheory throughout most of his sevendecade career as a teacher, author andmanagement consultant. Active as an edu-cator at Claremont Graduate University,California, until age 92 and continuing as aconsultant to industry for several yearsthereafter prior to his death in 2005,Professor Drucker provided great insightto all who aspire to management. His writ-ings are numerous; his words on theimportance of Vision, Mission and Valuesare well worth reading and implementing.

In his book, Managing the Non-ProfitOrganization, Drucker stated “the first jobof the leader is to think through anddefine the mission of the institution”.Mission is paramount for effective leader-ship, he reasoned, for without a purpose-ful Mission resulting from a constructiveVision and implemented by adherence tocore Values, a charismatic personality canlead a nation, company or departmentastray. On a global scale, he referencedHitler, Stalin and Chairman Mao, threedynamic leaders with misguided Missionswho inflected immense suffering on theworld. Recent examples of questionableand self-serving Missions can be found inthe history of the nation’s Great Recession.

Drucker said that a statement ofMission must not be “a kind of hero sand-wich of good intensions”. Furthermore itshould properly identify the purpose ofthe group under consideration. For exam-ple, he noted that many hospitals definedtheir Mission as health care, when in facthospitals do not take care of those who arehealthy—they care for those who are sick.In Drucker’s opinion, “Our Mission ishealth care” does nothing to identify theappropriate actions or behaviors of hospi-tal employees. He further illustrates thewisdom of the pithy, instructive Missionstatement with several examples, such asthe words of the famous 19th CenturyBritish educator, Arnold of Rugby, whodefined the Mission of the English PublicSchool system as “Making gentlemen outof savages”.

MEANINGFUL MESSAGEA Mission statement must be directive. Forexample, what does a hypothetical Mission

statement “Make money and have fun”say? Is it sufficiently directive to leademployees in the right direction so theymake constructive decisions regarding thecompany’s goods and services? Does thatdivision’s statement of Mission align withthe Mission and goals of the overallcorporation?

The Mission statement must be opera-tional, not simply a recitation of plati-tudes. It should focus on what the group istrying to accomplish, resonate with thecorporation’s Vision, Mission and Values,and do so with sufficient rhetoric and styleto instill within each employee an aware-ness of his or her contribution to theoverall goals of the organization.

Furthermore, employees should be par-ticipants in its creation. A statement thatcomes down from on-high, imposed by thedepartment head or company hierarchy, iseasily ignored and forgotten. Rather, it is

the leader’s responsibility to articulate hisor the company’s Vision such that thegroup grasps what the leader sees,embraces the wisdom of that Vision andcaptures its essence in their Mission state-ment. When the group participates in cre-ating its Mission statement, the true bene-fits of this management tool as a compassand motivator will be realized.

Mission, like Vision and Values, mustbe sufficiently discussed, dissected anddeveloped by the group so that all who areguided by these management tools feel apersonal commitment to their implementa-tion. The mark of a true leader is someonewho shapes the process constructively forthe benefits of the organization.

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

“...it is the leader’s responsibility to articulate his or the company’s Vision such that the group grasps

what the leader sees, embraces the wisdom of that Visionand captures its essence in their Mission.”

Flight Dept Mng1A_FinanceSept 21/10/2013 15:53 Page 2

hrough hard work we striveto achieve success, prosperityand advancement in socialstatus. As a member of a cor-porate flight department,

how are expectations realized? Of course aco-pilot wants to become a captain, per-haps to earn more pay, self-pride and pro-fessional recognition, so it makes sensethat a captain would want to become thechief pilot or flight department manager,right? Similarly the line mechanic wants tobecome an inspector, who then wants tobecome the Director of Maintenance andpossibly be considered for Director ofAviation.

Though advancement is a normal desireand career goal for an aviation profession-al, the reality is that moving into the corneroffice is not the same as moving from theright seat of the cockpit to the left seat, ormoving from the rolling stool on the shopfloor to the desk chair. A managementposition is a completely different job fromflying or fixing an airplane. Working withan aircraft’s complex systems, its limita-tions, and its normal and abnormal opera-tional procedures has little to do withbeing an aviation manager.

DIFFERENT SKILLSA manager can set goals, break these goalsdown into actionable steps, calculate abudget, and use good communication,training and motivation to shape well-qualified individuals into a productiveteam. Managing a flight department hasvery little to do with altitude, pressure,voltage, or initial approach fixes. Further,management is not about telling people



Aviation Manager:Do you have what it takes ?

T

by Walter Kraujalis

❯

Flight Dept Mng2_FinanceSept 21/10/2013 15:56 Page 1

Comprehensive Services

1977 Falcon 20-5BR-2C S/N: N 366 - Reg: N100AQTTAF: 8816 - MSP - Honeywell 150 APU -300/300 CZI/MPI - MSP GOLD - AftBaggage - External Lav Mod - Single pointrefueling - TCAS II & EGPWS - 15 Year Gearc/w MCI, C, 2C & Insp 02/2011c/w ‘Z’, ‘A’, 2A & 2A+ & Feeder Tank 02/2013Price: Make Offer

S/N: 272 - Reg: N399SCTTAF: 2448 - Universal 7 PassengerInterior plus Belted Lavatory - Microwaveand Seat Storage Drawers - XM Radio -Wood Veneer Handrails - HoneywellLaseref V IRS - Dual IFIS - Dual CursorControl Device - XM Cockpit WeatherGraphics - Collins Electronic Checklist -Engines & APU on Honeywell MSPPrice: Reduced to $7.250M USD - Make Offer

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S/N: 560-0573 - Reg: N804BCTTAF: 3124 - AFTT: 3095 Hours - Landings:3865 - Pristine w/ESP Gold - WAAS - Dual UNSPro-Parts - Full P&W ESP Gold - Cescom -RVSM; 8.33 Spacing; FM Immunity - DualUNS-1 ESP WAAS/LPVEnabled FMS - Freon Air Conditioning -Pristine Paint & Refurbished Interior - NoDamage HIstory - TCAS II – EGPWS, CescomPrice: Make Offer

2001 Cessna Encore

Dominion November 21/10/2013 16:36 Page 1

what to do or taking all the cherry trips oronly the ones with the CEO onboard.

Fortunately the attributes necessary formanagement can be learned. No one isreally a natural-born manager. Before set-ting your career goal of becoming the boss,you should pause and reflect upon yourpersonal abilities, qualifications and moti-vations. Compare your current knowledgeand skills with the qualifications of a man-ager and then chart a path for gettingtrained in the areas where you come upshort.

We have all heard the story of dashedexpectations: the expert pilot who aspiredto be the department manager and finallyobtained that coveted position only to bedisappointed because all he or she reallywanted was simply to fly aircraft.Sometimes when the best pilot is made theaviation manager, the company loses theservices of the best pilot, gains a poor man-ager, and everyone is miserable. No oneemerges a winner.

The qualifications to be an aviationmanager are well-described in the NBAA’sCertified Aviation Manager program(CAM). These core knowledge areas are:

• Leadership• Human resources• Operations• Technical and facility services, and • Business management.

Plugging into the CAM program is anexcellent way of gaining the knowledge

and skills necessary to be an effectivemanager.

THRESHOLD ISSUESThere are several basic tenets to be consid-ered before pursuing management train-ing. First, managers must have concern forothers, not just themselves. You succeed asa manager when your entire team suc-ceeds. Quite simply, you have to be able todeal with people. This advice may soundsimple and trite, but being self-centered isoften one of the major reasons individualsfail as managers, or become tired ofmanagement.

Can you put the needs of others aheadof your own needs? You don’t have to be amartyr, but you cannot ignore the membersof your department.

Second, a manager must regularly com-municate with those above and below hisor her position. Most often poor communi-cation skills lead to people-problems. Don’t

let the fear of communicating keep youfrom considering management; these skillscan be developed with training. But if youdon’t see yourself talking and writing toothers as an integral part of your careerdevelopment, you should rethink yourintentions.

Finally, as a manager you will likely doless of your first passion (flying or fixingairplanes). Time needs to be dedicated tomanagement responsibilities. Are youready to leave the cockpit or the mainte-nance shop? Or even worse, do you believeyou can handle a full schedule of technicaltasks and be an effective manager? It is notpossible to manage on the fly (pun intend-ed). Management tasks that get little atten-tion often run amok. Also, attempting to bejack-of-all-trades is a well-worn path toburn-out.

❯ Walter Kraujalis ispresident of AeronomXLLC, an aviation consult-ing firm providing advicein business jet and heli-copter acquisitions, trav-el analysis, ownershipstructure, aircraft man-agement, aircraftappraisals, flightdepartment start-ups,operational safety audits, safety engineering, losscontrol procedures, and IS-BAO audits. He is also anIBAC Approved IS-BAO Auditor and president,National Jet Sales, a service of National Aero LLC.Contact him via [email protected]



THE EFFECTIVE AVIATION MANAGER MUST ADD MANY TOOLS TO THEIR SKILL-SET BEYOND THEIR PREVIOUS ABILITIES.

■

“Sometimes when the best pilot is made theaviation manager, the

company loses the servicesof the best pilot, gains a

poor manager, andeveryone is miserable.”

Flight Dept Mng2_FinanceSept 21/10/2013 15:58 Page 2

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n this month’s AircraftComparative Analysis, weprovide information on aselection of New and Pre-Owned business turboprops

in the $2.14-4.47m range for the purpose ofvaluing the New and Pre-owned Pilatus PC-12. With nearly 1,200 units in operationtoday, how does the PC-12 measure with itscompetition?

Across the following paragraphs, we’llconsider the productivity parameters - pay-load/range, speed and cabin size - and con-sider current and future market values. Thefield in this study includes the Daher-SocataTBM 850 and the Cessna 208B GrandCaravan.

BRIEF HISTORYPilatus has been building single-engine air-craft in Stans, Switzerland for nearly 70 years.The Pilatus PC-12 is a high-powered single-engine turboprop with a four-blade prop. Thefirst flight of the first of two prototypes tookplace on May 31, 1991. Certification of thetype was originally planned for mid-1991 buta redesign of the wings (leading to an increasein wing span) and the addition of winglets toensure performance guarantees were metdelayed the schedule. Swiss certification final-ly took place on March 30, 1994, and FAAapproval followed on July 15, 1994.

The PC-12/45 was manufactured from1995 to 2008; the PC-12/47 was manufacturedbetween 2006 and 2008; and the PC-12 NG

(Next Generation) is the updated version ofthe PC-12 starting at serial number 1,001, andstill in production today. The cockpit isequipped with Honeywell’s Apex avionicssuite. There are over 1,150 PC-12 aircraft inoperation today, as outlined in Table A(overleaf).

The PC-12 is equipped with both a pas-senger door and a cargo door and is avail-able in several configurations, including six-passenger executive; nine-passenger stan-dard; commuter; cargo; and combi. Rigi, Inc.,a New Hampshire-based fractional owner-ship company, is the largest fractional opera-tor of PC-12s in the world, operating a totalof 29 with two PC-12/45s; 15 PC-12/47s; and12 PC-12 NGs in the fleet.

by Michael Chase


❯

I

Pilatus PC-12 NG

AIRCRAFT COMPARATIVE ANALYSISPILATUS PC-12 NG

CESSNA GRAND CARAVANDAHER-SOCATA TBM 850

AirCompAnalysisNov13_ACAn 22/10/2013 10:15 Page 1

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PAYLOAD AND RANGEThe data contained in Table B (left) is pub-lished by Conklin & de Decker and also inB&CA, May 2013 edition. As mentioned inpast articles, a potential operator shouldfocus on payload capability. The PC12’s“Available Payload with Maximum Fuel” at1,009 pounds is greater than the TBM 850but less than the Grand Caravan.

CABIN VOLUMEAccording to Conklin & de Decker, the cabinvolume of the Pilatus PC-12 NG, at 330 cubicfeet, is equivalent to the size of the GrandCaravan (340 cu ft) but considerably largercompared with the TBM 850 aircraft(120 cu ft), see Chart A (left).

POWERPLANT DETAILSThe Pilatus PC-12 NG aircraft has a singlePratt & Whitney Canada PT6A-67P engineoffering 1,200 shs. By comparison, the com-petitors in this field also operate a singlePratt & Whitney Canada engine - each offer-ing less output at 850 shs for the TBM 850aircraft, and 675 shs for the 208B GrandCaravan aircraft.

Table C (bottom, left) is sourced from theAircraft Cost Calculator (ACC) and showsthe fuel usage by each aircraft model in thisfield of study. The Pilatus PC-12 NG (63 gal-lons per hour (GPH)) uses 13 gallons perhour (26%) more fuel than the Cessna 208BGrand Caravan (50 GPH), but less gallonsper hour than the TBM 850 (72 GPH).

Using data published in the May 2013B&CA Planning and Purchasing Handbookand the August 2013 B&CA OperationsPlanning Guide we will compare our aircraft.Jet A fuel cost in our source publications was$6.08 per gallon at press time for the August2013 edition, so for the sake of comparisonwe’ll chart the numbers as published.

Note: The fuel price used from this sourcedoes not represent an average fuel price forthe year.

COST PER MILE COMPARISONSChart B (top, right) details “Cost per Mile”comparing the Pilatus to its competition fac-toring direct costs and with all aircraft flyinga 600nm mission with an 800 pound (fourpassengers) payload. The Pilatus PC-12 NGat $2.29 cost per mile is less than the 208BGrand Caravan ($2.95) but greater than theTBM 850 aircraft ($1.96).

TOTAL VARIABLE COSTCOMPARISONSThe “Total Variable Cost”, illustrated inChart C (right), is defined as the cost of FuelExpense, Maintenance Labor Expense,

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

10,450

7,394

8,750

2,704

1,910

2,224

Max Payload Range(nm)

Data courtesy of Conklin & de Decker, Orleans, M.A. USA; JETNET B&CA May and Aug. 2013 Operations Planning Guide

Model

Pilatus PC-12 NG

Socata TBM 850

Cessna 208BGrand Caravan

2,257

1,443

3,230

1,009

931

1,291

1,635

1,214

789

1,402

1,150

599


PILATUS From To In-Op

PC-12/45 1995 2005 571

PC-12/47 2006 2008 201

PC-12 NG 2007 Present 388

ALL PILATUS PC-12 Total 1,156

TABLE B - PAYLOAD & RANGES

TBM 850 72

Model Fuel Usage(GPH)

PC-12 NG 63

Source: Aircraft Cost Calculator (www.aircraftcostcalculator.com)

Grand Caravan 208B 50

TABLE A

Cubic Feet

0


120

50 150 200 250

Pilatus PC-12 NG

100 300 350 400

330

340

Socata TBM 850

CHART A - CABIN VOLUME

TABLE C - FUEL USED/HOUR

SOURCE: JETNET



❯


Scheduled Parts Expense, andMiscellaneous trip expense. The total vari-able cost for the Pilatus PC-12 NG at $621 ismore expensive compared to the rest of thefield.

PRODUCTIVITY COMPARISONSThe points in Chart D (right) center on thesame group of aircraft. Pricing used in thevertical axis is as published in Vref. The pro-ductivity index requires further discussionin that the factors used can be somewhatarbitrary.

Productivity can be defined (and it ishere) 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 turboprops are con-sidered the “r” squared factor would equala number above 0.9. Others may choose dif-ferent parameters, but serious business air-craft buyers are usually impressed withPrice, Range, Speed and Cabin Size.

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Pilatus PC-12 NG as shown in the pro-ductivity index Chart D is highly productivecompared to the other aircraft shown. In adirect comparison with the Socata TBM 850model the Pilatus PC-12 NG has nearlythree times the cabin volume and morerange, while costing about 16.8% more tooperate per mile (and 2.1% more in variablecost), and offering less speed (209kts vs.255kts). It is also purchased at a muchhigher price.

In a direct comparison to the 208B GrandCaravan, the Pilatus PC-12 NG is roughlyequivalent in cabin volume, costs about22.4% less to operate per mile, but 18.1%more in variable cost, offers higher speed(209 kts vs. 156 kts), and considerably morerange (1,402nm vs. 599nm). Again, respec-tive to the Vref values, this all comes at amuch higher purchase price.

Table D (right) contains the relative retailprices from Vref for each aircraft. The num-ber of aircraft in-operation, percentage “ForSale”, and the number “Sold” over the past12 months are from JETNET. As shown, thePC-12 NG averages seven aircraft sold per

US $ per nautical mile

$0.00


$1.96

$0.50 $1.00 $1.50 $2.00

$2.95

Pilatus PC-12 NG

$2.50

* 600 nm mission costs, 800 lbs payload

$3.00

$2.29

Socata TBM 850

CHART B - COST PER MILE*

US $ per hour

Pilatus PC-12 NG

$608

$0 $200 $400 $600

$621

Socata TBM 850

$800 $1,000

Cessna 208B Grand Caravan

$526

CHART C - VARIABLE COST

Index

Pri

ce

(M

illio

ns)

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

0.0000$0.0

$6.0

$5.0

$1.0

$4.0

$3.0

$2.0

0.0200 0.0400 0.0600 0.0800 0.1000

Socata TBM 850

Pilatus PC-12 NG

Cessna 208B Grand Caravan

CHART D - PRODUCTIVITY

TABLE D - COMPARISON TABLE

Model

Long Range

Cruise (kts)

CabinVolume(cu.ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Pilatus PC-12 NG

Socata TBM 850


209

255

156

Vref RetailPrices $m

(Model Year)

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; 2013 Operations Planning Guide B&CA Aug.2013

and Operations Planning Guide (Aug. 2013)

* Past 12 months

* Avg SoldMonthly

330

120

340

1,402

1,150

599

388

308

1,603

1.8%

5.2%

4.3%

7

7

15

$4.465m

$3.415m

$2.136m




month in the past 12 months. Likewise, anaverage seven TBM 850s have been soldmonthly over the past year, but an average15 Grand Caravans have been sold monthly.

LOCATION BY CONTINENT The information in Table E (right) is com-piled by JETNET in its STAR reporting sys-tem. The major based-at locations for thePilatus PC-12 NG are in Europe and UnitedStates where a combined 82% of the fleetresides. There are more than 30 PC-12 NGaircraft in both shared and fractional owner-ship operations.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the main attributesthat business aircraft operators value. Thereare other qualities such as airport perform-ance, terminal area performance, and time-to-climb performance that might factor in abuying decision, too, however.

TABLE E - LOCATION BY CONTINENT

SOURCE: JETNET STAR Reports

Pilatus PC-12 NG - By Continent – August 2013 (Wholly Owned)

Model Africa Asia Australia/

Europe North America

South America Total

Oceania

Pilatus PC-12 NG 22 2 23 60 228 14 349

Fleet Percentage 6% 1% 7% 17% 65% 4% 100%

The Pilatus PC-12 NG aircraft fares wellagainst its competition, so those operators inthe market should find the preceding com-parison of value.

Our expectations are that the PilatusPC-12 NG will continue to do very well inthe pre-owned market.

For more information: MichaelChase is president of Chase &Associates, and can be contacted at:1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Email: [email protected], Web: www.mdchase.com


Banyan November_Layout 1 22/10/2013 09:29 Page 1

ost of us have heard that “Younever get a second chance at afirst impression”. Equally wellknown among machine-main-tenance folks and directed

towards the tight-fisted, “Pay me now or payme later”. As a matter of fact, your aircraft’sappearance contributes to the first impres-sions you give of yourself or your corpora-tion every time it lands at a new airport or anew client comes within visual range of thejet.

Keeping it looking good and protecting itfrom weather or correcting finish problemsfalls under the “pay me now” logic.Neglecting your aircraft’s finish or corrosionissues will inevitably see you “pay later”when the wrong first impression is given.

Attending to the corrosion-preventionneeds of the airplane enhances its appear-

ance. The outcomes are complementary andconnected. Both contribute to keeping mois-ture from where it should not be, and bothserve to resist moisture that would otherwisedegrade aircraft structures. Maintaining sealsand drains from internal voids stand as highas good primer and paint when it comes toprotecting against corrosion.

Not all spaces outside the pressure vesselcan be effectively sealed against water,though. Water can enter unusual, undesirablespots during heavy or sustained periods ofrainfall while 40% humidity can help mois-ture condense within airframe cavities.Moisture in cavities contributes to corrosion;ditto for moisture that creeps beneath paintlayers.

While a pressurized fuselage may be envi-ronmentally sealed from the outside, not sowings and tail surfaces, fuselage sections

beyond pressure bulkheads, flaps andailerons and winglets. These areas remainunsealed because they need to remain inequilibrium with atmospheric pressure as theaircraft climbs and descends. Even windowshave to be free to breathe while maintainingan air seal.

The only foolproof path to a fully weath-erproofed airplane, according to several engi-neers and mechanics consulted, is to neverpull it out of the hangar! Of course, airplanesare meant to move – and since no HangarQueen ever brought together two parties tosign a deal and shake hands, the time spentout of the hangar ensures that your airplaneneeds regular care and maintenance for thesum of the parts.

Like the human skin, the outside finishgets the focus since it is this that takes thebrunt of operator use and abuse.


WEATHERPROOF YOUR JET

M

Weatherproofing An Aircraft

Protecting an investment, making an impression.by Dave Higdon

Regulatory Update_Gil WolinNov06 21/10/2013 14:35 Page 1

WORKING IN A HOSTILEATMOSPHEREThough the airplane is likely hangared, amajority of the time aircraft surfaces taketheir worst beatings when flying. The worstfinish damage and wear occurs between theground and to the dew-point level of atmos-phere where the moisture content diminishesto almost nothing. In-flight – particularly atlower altitudes – air pollutants, rain, ice,engine-exhaust fumes and dust wear on paintand bare metal surfaces (polished leadingedges, the heated rings of engine-inletnacelles and exposed accessories).

As if that's not bad enough, the damagethreat doesn't end completely when the air-craft is pulled back into a hangar. Completeprotection against the atmosphere isn't viablein a building with doors large enough for anaircraft to pass through, and which must

open regularly. Even when parked in thehangar, the impact of ultra-violet rays andwhatever the winds carry continues to con-tribute to gradual paint damage.

THE SKIN IN THE GAMEAnd airplanes expose a lot of their surface toall the deleterious damage of wind, sun, rainand atmospheric pollutants. That's a lot ofsurface area to maintain – hundreds and hun-dreds of square feet.

Consider that the average human carriesbetween 1.6 and 1.8 square meters of skinsurface (with 1.7 square meters equal toabout 18.3 square feet). Now consider thataircraft carry far more ‘skin’. Even the wingsof a small piston aircraft measure approxi-mately 150 square feet – 17 square meters(plus the fuselage area, which can numberhundreds more square meters).

Regular care while avoiding excessive sunexposure helps keep human skin healthy forlonger – and the same precautions help pro-long paint life, including regular washingand waxing. But the efforts to protect the air-craft against moisture first depend on a quali-ty finish – primer, paint and polish.

BEDEVILING NATUREWITH DETAILINGAmong the most-recommended ways to pro-tect the airplane is regular cleaning and, inparticular, detailing are routine maintenancesteps. A full airplane detailing may take two-three days, but the owner or operator shouldconsider the costs as preventive maintenance.A professional detail shop should be deepenough to give you a tick list of areas in needof more than a good wash and wax.

Windows should be protected from painttreating, as should bare and polished metalsurfaces – such as the inlet rings of a jet orpropjet. Here suggestions and answersbecome subject to the actual condition of theairframe. The detailers should finish with an

inventory of areas in need of touch-up, paintrestoration, paint replacement or parts prob-lems. Well done, the detailer's work shouldveritably shine while lasting 10 to 12 months– with three to four regular washes in theperiod.

Performed properly, an aircraft detail jobdemands extremely hard work that mayrequire two days for one person to accom-plish. And it involves far more than a littlesoap, water and elbow grease. A discerningexamination should also reveal whether anew paint job is warranted, or whether paintand finish restoration will cover any need.Neither job is a task for the uninitiated oramateur.

THE BEDEVILING DETAILSProfessional detail shops may charge $800 to$1,000 to detail a light twin or high-perform-ance single with prices for larger propjets andjets proportionally larger.

Done completely a professional detail willinvolve first applying rubbing compoundwith rotary polishers and wool pads; this stepcleans and removes exterior surface oxidationand fallout. Ideally the detailer will apply aspecial aircraft paint sealant to protect thepaint from the elements.

This treatment typically lasts for roughlyone year, depending on flying time and con-ditions. Technicians generally recommendquarterly dry washes, since most dry washproducts have a little bit of sealant in themwhich serves to further protect the paint frommoisture and light.

If corrosion appears inside structures, orworse between the paint and the metal below,a professional detailer or paint restorationexpert needs to be consulted – in addition tothe aircraft's regular maintainer. Cleaning andcorrecting any inter-granular and surface cor-rosion signs means special surface prepara-tion, new primer and repainting. These are alljobs best left to the professionals.

Well done, the detailer's work should veritably shine while lasting

10 to 12 months – with three to four regular washes in the period.


❯



RESTORATION VERSUS REPAINTRestoring paint and repainting both requireknowledge, skills and the use of materialsoutside the day-to-day of most aircraft main-tenance shops. For that reason paint-designprofessionals tend to work with customerswho turn to their recommended paint shops.Even a simple, honest evaluation of thepaint’s condition requires expertise. If thepaint surface is chalky, if it peels or showsthrough metal a new paint job is likely thebest solution.

Remembering that ‘first impression’ yourairplane will give of you or the company, anew paint job and its protective elements canbe in order after a major repair; after refittingthe interior; or when a change in ownershipwarrants a new identity for the aircraft. Inmany cases, skilled detailers can bring backto life some tired finishes. But remember:rejuvenating aircraft finishes is more than awash-and-wax-job.

The restoration tech, like the painter, willemploy the correct processes and paint usingappropriate tools. And restoration of an oldfinish requires far more than a good polishingbecause the base surface itself needs prepara-tion prior to rejuvenating the surface.Repainting, on the other hand, involves evenmore.

A QUESTION OF BALANCEExperts such as Jim Miller (Jim MillerPainting, Texas - http://jmaircraftpainting.com/), restoration experts at Duncan Aviation (www.duncanaviation.aero), and the paint-designartists at Scheme Designers, New Jersey (http://www.schemedesigners.com/) each stress thesame points: Painting aircraft is a special skillrequiring the appropriate materials andprocesses for success.

For example, Craig Barnett of Scheme

Designers offers that a proper paint schemestarts with a properly prepared surface. Thatmeans removing hatches, gear doors, flaps,ailerons, elevators, trim and anti-servo tabs sothat they and the rest of the airframe can bestripped, cleaned and treated for the applica-tions to come. It's important that this work bedone correctly to assure a long life for thepaint, Barnett told World Aircraft SalesMagazine. Everything - down to surface fas-teners - should be removed, including stain-less-steel screws, nuts, bolts and otherhardware.

From there the stripping should be per-formed to remove any trace of old paint or

primer, then the surface should be thoroughlycleaned to remove any residue from the strip-ping before being primed in accordance withthe needs of the paints selected. Etchingprimers help paints to cling, while otherspromote insulation of the metals from theatmosphere.

Ideally, shop staff members encouragedthe use of pressurized paint booths, electro-static applications and clean rooms for themasking, priming, painting and detail paintwork that follows. All of those surfacesremoved must be balanced after the paintdries and any polishing is complete.

With around 150 shops in the U.S. offeringpainting and finish-restoration services, pick-ing a shop that adheres to the top standards –and has turned out excellent jobs you can see– may require both lengthy research and along waiting period. References from otheroperators can be highly valuable, as will rec-ommendations from companies that special-ize in designing aircraft livery – such asScheme Designers. Scheme Designers evenkeeps a list of shops that meet its standardsfor referrals.

With so many operators holding on totheir existing aircraft, the paint shops are sel-dom idle. And as Barnett noted, if you hearfrom a shop that's available immediately, askthem why. You may not want to use them…

Ultimately, the key message is that youcertainly don't want to neglect the aircraft fin-ish out of any false sense of economy or adiminished belief in aesthetics. Rememberthat even where the company aircraft is con-cerned, first impressions count. Keeping upwill always cost you less than catching up!Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to:[email protected]

WEATHERPROOF YOUR JET


Utilises nano technology in a surface protectant

It is totally Silicon and Teflon free which prevents damage

to paint finishes

It suppresses corrosion, reduces surface degradation and

protects all surfaces whether they are painted or exposed

metal

Reduces annual cleaning, maintenance and water costs

Reduces fuel consumption by reducing skin friction

Uses a dry chemical acid free deep clean initial process,

as opposed to an acid based wet wash, making for little

or no water contamination of the application site and a

more environmentally friendly application

Little or no debris build up on leading edge and primary

areas

Minimises ice accretion to aircraft on the ground

Increases paint life and protects Corporate Identity

Reduces the carbon footprint

Increases Aircraft All Up Weight by only a nominal amount

(0.5 Kg to a Boeing B747)

Comprehensive Warranty

All application personnel fully trained and

experienced

FOR MORE INFORMATION ABOUT AIRGLIDE AVIATION

NANO-TECHNOLOGY FUEL SAVING SEALANT PLEASE CONTACT US AT:

E: [email protected] ~ T: +44 (0)20 8123 1751 or +971 50 882 4537

WWW.AIRGLIDEAVIATION.COM

Airglide Aviation November_Action Aviation November 22/10/2013 09:31 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 -Light & Entry Level Jets – appearsopposite, to be followed by Turbopropsnext month.

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:LIGHT & ENTRY LEVEL JETS

Aircraft Performance& Specifications

DECEMBER ISSUE: Turboprops

JANUARY ISSUE: Large Cabin Jets

FEBRUARY ISSUE: Medium Jets

MARCH ISSUE: Light & Entry Level Jets

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 IntroNov13_AC Specs Intronov06 21/10/2013 16:13 Page 1

$1,760.29

5.40

5.50

13.60

315

4.17

2.13

23

55

2

6

12500

11600

8600

3670

320

1400

850

1340

4650

5208

4000

948

454

426

370

2

FJ44-2A

$2,464.34

4.35

4.95

12.90

271

4.16

3.00

40

-

2

6

17200

16000

11203

4124

1873

2297

1211

1337

3800

4200

5110

1610

462

441

417

2

TFE 731-2

BOM

BARD

IER

LEAR

JET 3

1A

$1,772.05

5.40

5.50

13.60

315

4.16

2.13

23

55

2

6

12500

11600

8565

3611

414

1435

850

1340

4650

5208

4000

948

461

426

370

2

FJ44-2A

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$2,319.69

4.92

5.12

17.67

368

4.80

2.50

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1707

4330

4033

2820

710

465

436

428

2

TFE 731-20AR

$2,405.09

4.92

5.12

17.67

363

4.80

2.50

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

433

2

TFE 731-20BR

$2,350.12

4.92

5.12

19.75

410

4.80

2.50

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1968

4350

4063

2800

590

465

436

416

2

TFE 731-20AR

$2,469.86

4.92

5.12

19.75

410

4.80

2.50

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

436

2

TFE 731-20BR

$1,875.77

4.70

4.80

15.75

278

4.25

2.00

28

46

2

7

14800

13500

9375

4824

801

1925

1290

1720

4160

4295

3190

845

405

405

335

2

PW530A

CESS

NA C

ITATIO

N BR

AVO

BOM

BARD

IER

LEAR

JET 4

0BO

MBA

RDIE

R LE

ARJE

T 40X

RBO

MBA

RDIE

R LE

ARJE

T 45

BOM

BARD

IER

LEAR

JET 4

5XR

BEEC

HCRA

FT P

REM

IER

IBE

ECHC

RAFT

PRE

MIE

R IA

CESS

NA C

ITATIO

N JE

T

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.

$1,632.65

4.80

4.83

11.00

186

4.25

2.00

4

51

2

5

10400

9700

6950

3220

330

1450

750

1130

4010

4333

3311

868

377

364

302

2

FJ44-1A

LIGHT & ENTRY LEVEL JETS

❯


AircraftPer&SpecNov13_PerfspecDecember06 21/10/2013 16:35 Page 1


$1,577.32

4.75

4.83

11.00

198

4.25

2.00

-

45

2

5

10700

9900

7035

3220

545

1365

895

1245

3990

4135

3290

906

389

389

307

2

FJ44-1AP

$1,634.65

4.75

4.83

13.58

248

4.25

2.00

4

70

2

6

12375

11500

7900

3932

668

1400

1075

1530

3820

4628

3870

1160

413

413

344

2

FJ44-2C

CESS

NA C

ITATIO

N CJ

2

AIRCRAFT SPECIFICATIONS

$1,544.71

4.75

4.83

11.00

198

4.25

2.00

8

51

2

5

10600

9800

7050

3220

430

1350

775

1161

4220

4407

3230

850

381

381

307

2

FJ44-1A


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

$1,740.55

4.75

4.83

13.58

248

4.25

2.00

-

65

2

6

12500

11525

7980

3930

715

1720

1194

1626

3810

4645

4120

1004

413

413

351

2

FJ44-3A-24

$1,857.47

4.75

4.83

15.67

283

4.25

2.00

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1891

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$2,171.95

4.75

4.83

17.30

311

4.00

2.00

6

71

2

7

17110

15660

10350

5828

1052

2150

1667

1991

3500

3978

3858

1248

454

454

380

2

FJ44-4A

$2,232.38

4.75

4.83

17.33

307

4.25

2.00

28

43

2

7

16630

15200

10525

5400

905

2075

1410

1736

3920

4195

4740

1440

430

430

372

2

PW535A

$2,192.99

4.75

4.83

17.33

307

4.25

2.00

28

43

2

7

16830

15200

10460

5400

1170

2390

1494

1792

3920

4182

4620

1400

430

430

372

2

PW535B

CESS

NA C

ITATIO

N EN

CORE

+

CESS

NA C

ITATIO

N CJ

2+CE

SSNA

CITA

TION

CJ3

CESS

NA C

ITATIO

N CJ

4CE

SSNA

CITA

TION

ENCO

RE

CESS

NA C

ITATIO

N CJ

1CE

SSNA

CITA

TION

CJ1+


CESS

NA C

ITATIO

N EX

CEL


$2,626.61

5.70

5.50

18.50

461

4.54

2.00

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A


$2,509.50

5.70

5.50

18.50

461

4.50

2.00

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C

$1,081.56

4.50

4.58

9.80

144

3.80

2.00

6

57

1

4

8645

8000

5550

2580

600

1200

718

1070

3380

3683

3010

870

340

340

319

2

PW615F

CESS

NA C

ITATIO

N M

USTA

NG

$2,541.21

5.70

5.50

18.50

461

4.50

2.00

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B


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

$973.36

4.16

4.66

7.60

160

3.90

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$941.92

4.16

4.66

7.60

160

3.90

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$1,219.99

4.92

5.08

11.00

208

4.86

2.04

11

60

1

5

10472

9766

7132

2804

580

1312

926

1124

4376

4122

3061

852

390

390

333

2

PW617F-E

$1,853.67

4.92

5.08

17.17

325

4.86

2.38

11

74

2

7

17968

16865

11783

5353

942

2216

1692

1937

3474

3741

4050

1026

453

453

383

2

PW535E

EMBR

AER

PHEN

OM 3

00

ECLIP

SE A

EROS

PACE

TOTA

L ECL

IPSE

500

ECLIP

SE A

EROS

PACE

ECL

IPSE

550

EMBR

AER

PHEN

OM 1

00

CESS

NA C

ITATIO

N XL

SCE

SSNA

CITA

TION

XLS+


NEXT

ANT A

EROS

PACE

400

XT


$1,873.13

4.80

4.90

15.60

305

4.20

2.40

31

25

2

7

16300

15700

10531

4912

1057

2469

1852

2108

4600

4045

5000

995

471

460

405

2

FJ44-3AP ■



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Jean-Claude ANAF November_Layout 1 24/10/2013 16:08 Page 1


he turboprop is dead; long livethe jet! Do you remember thatthinking? It was a product ofenthusiasm over the promise ofa wave of new jet engines -

powerplants that held the promise to fulfill-ing the dream of smaller-than-ever and more-affordable-than-imaginable jets. One OEM'smarketing chief of the time went so far as topredict that aside from a truly small number

of highly specialized missions, these new jetsspelled a quick end to the propjet option.

Nearly 25 years later, that same executivelaughed a little about the forecast. “I thinkmaybe we engaged in a little wishful think-ing and marketed accordingly – based solelyon economics to the exclusion of much mis-sion considerations and logistical reality.”

In a perverse bit of hubris, companiesdeveloping the most-advanced turboprops of

the day forecast a slow abandonment of lightjets in favor of the more cost-efficient propjetdesigns. It’s interesting how both sides got itwrong. The scope of jets available in the lightsegment continues to grow, despite the con-tinuation of setbacks experienced by somerecent start-ups.

“Obviously, we were wrong, big time,”observed the OEM executive. “We see moreturboprop contenders now than then.”

PROPJETS’ PROGRESS

T

Propjets’ Progress:New-Model Development Continues for Singles & Twins.

by Dave Higdon

❯

Propjet Progress_Gil WolinNov06 21/10/2013 14:26 Page 1

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According to the Aviation Alliance's initialinformation, it plans to graft a pair of Pratt &Whitney PT6A-135A turboprop engines, adda Garmin G600 avionics suite, and complete-ly remanufacture the Cessna 421C with newwinglets, new tires and brakes, a totally newcabin interior, complete with modern anti-icegear for flight into known icing, and aug-ment the systems with modern hydraulicand electrical systems.

The company's preliminary specificationsshow a 327-knot top speed, 1,420-nautical-mile range, and better useful load. The tabfor the complete aircraft is $2.5 million, com-plete with a new-system and aircraft war-ranties similar to the warranties OEMs offerfor their all-new aircraft.

The prototype Excalibur 421 has been fly-ing and the company expects FAA STCapproval and deliveries to start by year-endbefore the company adds a similar programfor Cessna's 414.

BEECHCRAFTAs the company emerged from its lengthyand unsettling bankruptcy on February 19th,company executives let word circulate aboutplans to shed all of the jet programs of theformer Hawker Beechcraft – and focusinstead solely on propeller-driven plants.


Beechcraft and Piaggio helped keep thepropjet twin alive, with the Beech King Airfamily undeniably the most-successful line ofturboprops in aviation history. The French-made TBM 700/850, Pilatus PC-12 and PiperMeridian helped establish the single-enginepropjet as a viable alternative to twins andlight jets. All the while, efforts around theworld to add to these models continue withzeal. Thanks to avionics advances, engineprogress and a wealth of known interest,several projects in play aim at a commongoal: to certificate and sell new propjets – or,old piston models resurrected as propjets.

POSITIVES & NEGATIVESThe Teal Group last year forecast a market ofaround $2 billion a year for turboprops fromnow into the 2020s. The amount continues topale compared to the expectations for theoverall turbine-aircraft market.

Propjets still generally find their greatestefficiencies flying in the middle altitudes –unlike jets, for which higher is generally bet-ter. Better fuel consumption; lower fuel costs;simpler pilot-rating requirements; decentspeed - propjets are often the most-suitablesolution for operations at many airstrips,thanks to more-robust gear and smaller run-way requirements. And they can often match

light jets in whole-leg times. Lower initialcosts go along with lower on-goingexpenses.

So what are the downsides of propjets?Lower absolute ceilings and slower cruisespeeds (300 knots is almost unheard of – butit does happen). Nevertheless, no jet typerating is required. The single-engine modelsdon't even require a multi-engine rating asdo all the propjet twins and, at least for now,all jets in business aviation.

AVIATION ALLIANCEThis group of companies, headed by formerCessna chairman Jack Pelton as managingdirector of operations, seeks to take a pageout of Ken Ricci's book and his successfulNextant 400 program. But instead of re-man-ufacturing a jet like the Beechjet 400A,Pelton's group picked a once highly popularCessna piston twin, the 421 – and plans tomake them over into the Excalibur 421propjet twin.

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During the multiple briefings since – andwith updates expected at the NBAAConvention in Las Vegas – Beechcraft execu-tives pressed the idea that new designs wereon their way… both singles, and twins, withthe singles becoming the major head-shaker.

In late September a company web pageshowed details of a new propjet single builton the modified fuselage of the compositePremier I. No one should have been sur-prised – or shocked at that revelation.Beechcraft executives seemed almost eager toshare their propjet plans during last year'sNational Business Aviation Association meet-ing in Orlando. There, Beechcraft vice presi-dent Shawn Vick shared Beechcraft's plansfor three new Beechcraft turboprops – one, a

single-engine model, another being a twin.The third is yet to be defined.

The proposed turboprop twin wouldoccupy a market niche between the King Air90 and King Air 250, said Hawker Beechcraft.A chart showed the other two turbopropsfilling gaps between the Baron G58. Thecompany even shared long-term goals anddetails - among them, details about the com-pany's propjet single. This single mates anose-mounted powerplant to the forwardfuselage of the Premier I and is believed tobe flying in preliminary certification work.

This new Beechcraft propjet seats onepilot and eight to 11 passengers in a cabin 5.5feet wide, 5.4 feet high and 20.4 feet long.The NBAA IFR range with four passengers

would be 1,750 nautical miles and high-speed cruise 302 knots at FL250. The airplanewould have a maximum payload of 2,800pounds and a full-fuel payload of 1,650pounds.

KESTRELYou'll forgive our contribution to some mildconfusion for this one – a fledgling companyaiming to certificate a new light propjet spunoff an earlier British design. The Kestreltraces its roots back to the Farnborough F1single-engine turboprop – but is now closerto a clean-sheet design moving forward onthe strength, experience and savvy of itsfounding executive, Alan Klapmeier.

If his name rings a bell you likely paidattention to the efforts of Cirrus Design Corp.to certificate and build the SR20 and SR22piston singles – and already progressing withits own jet single, launched by Klapmeier.“We've set out to build the most-comfortable,efficient turboprop available,” Klapmeiersaid during a conversation earlier this year atEAA Oshkosh.

By the numbers, the Kestrel offers a maxi-mum range of 1,300 nautical miles (plusreserves) on its 319-gallon fuel capacity; anear-jet cruise-speed of 320 knots true;Garmin's G3000 touch-control integratedavionics system; and the efficiency ofHoneywell's TPE331-14GR engine making aflat-rated 1,000 shp. A full-fuel useful load of1,200 pounds makes the seating for six (stan-dard, with an option for seven to eight) ahighly flexible capacity for mixing peopleand equipment.

But like every start-up venture in avia-tion's 110 years, Kestrel has struggled to payits bills while successfully seeking the addi-tional funding needed to complete the pro-gram – a situation Klapmeier faced before ashead of Cirrus Design. He remains confidentin success.

XI'AN AIRCRAFTWe can't avoid giving a nod to the world'smost-populous nation as a growing influencein Business Aviation - both jets and propjets.China's AVIC is a growing global player inCommercial, Business and General Aviationthrough its subsidiary, Xi'an Aircraft.

A year ago China's state aerospace giantwent for a big presence at the Dubai air showto highlight its new MA 600 turboprop - a50-seat upgrade of the smaller MA 60 prop-jet. AVIC also showed a 19-seat model itcalled the Aircar aimed at corporate users,tour operators and the like.

Xi'an Aircraft executive Shuyu Zhai saidits parent company has set it the target ofovertaking its European and Canadian rivalsto become the world's number-one turbo-prop-maker by 2020.


■

KESTREL


Boutsen November_Layout 1 22/10/2013 09:57 Page 1

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CONVENIENCE REGISTERS

Registers of ConvenienceThe ‘whys’ and ‘wherefores’

of offshore registers.by Rod Simpson

n the middle of the Irish Sea,a small island is home to over400 private and business air-craft. Yet only a handful ofthose aircraft wearing the

island’s M- registrations have ever visitedthe Isle of Man’s small airport atRonaldsway. In common with a number ofsmall offshore territories, principally in theBritish Commonwealth, the Isle of Manmaintains an aircraft register and any air-craft owner can opt to sign up to the air-worthiness and operational rules and regu-lations of that territory.

Around the world, there are several off-

shore registration authorities including theCayman Islands (with VP-C registrationprefix), Bermuda (VP-B and VQ-B), Malta(9H-), San Marino (T7-) and Aruba (P4-) -and many owners may also opt to keeptheir aircraft on the United States’ register.

The rapidly growing Isle of Man regis-ter, launched in May, 2007, is currently thelargest of the overseas offshore registersand was recently voted the best aircraftregistry in the world by a panel of aviationlegal advisors.

Next largest is the Cayman Islandswhich is one of the longer-establishedauthorities with just over 200 aircraft on

record while the San Marino register is oneof the most recent arrivals, having beenestablished in its present form inDecember, 2012.

Several operators have also opted forthe Maltese register which now has 35business aircraft (including nine of theComlux charter fleet). In May, 2012Guernsey also set up a public-private part-nership agreement with SGI Aviation toestablish an aircraft registry and this isexpected to be launched soon with a targetof having around 150 aircraft by 2015 andoffering the tax advantages of being basedin the Channel Islands.

I

Convenience Registers_Gil WolinNov06 21/10/2013 14:15 Page 1



LEGAL ADVICEWhen you decide to buy a business aircraft,you will quickly discover that its ownershipand operation is rather more complicatedthan you had imagined. This is a valuableand expensive asset and it comes with manyrules and regulations. At the outset, it is veryworthwhile to get some legal advice on anumber of matters including the way inwhich you can establish ownership, deal withyour financing house, handle insurance - andregister the aircraft to your best advantage.

Using a specialised legal firm will allowyou to assess which register has the featuresthat most closely meet your needs - but, moreimportantly, will ensure that your title to theaircraft is properly established and the own-ership structure is matched to the require-ments of the bank which is financing yourpurchase. As an example, some owners willfind that financing opportunities with thehighly developed Cayman Islands bankingcommunity are very attractive and as a conse-quence the Cayman Islands aircraft registryhas a closely-related scheme for establishingsecurity interest over that aircraft.

Both the Cayman and Isle of Man reg-istries have established a very strong reputa-tion for swift and high quality service backedup by legal advice to make the registrationprocess as trouble-free as possible. This par-ticularly matters when complex financingarrangements have to be put in place andrapid response by the registration authoritybecomes essential. The Cayman authoritieswill normally be able to process a registration

application in six to eight weeks and registeran aircraft mortgage within 24 hours. Theirservices include using one of their team ofairworthiness surveyors to go and inspect anaircraft prior to registration.

WHY OFFSHORE?So, why would any owner of a business jetchoose to register their aircraft in one of theseoffshore territories? As Charles Wilcox of theCayman Islands Civil Aviation Authorityexplains “the reasons for owners using ourregister are many and various, but we aim toprovide every one of them with a very highquality service supported by a worldwideteam of surveyors and a 20-strong central sec-retariat which can support all their require-ments”. The fact that an aircraft is registeredin any of these territories will make little dif-ference to their ability to operate anywhere inthe world.

For many owners, offshore registrationprovides a high degree of anonymity sincetheir personal identity is protected from out-side scrutiny. Wilcox stresses that the Caymanregistry has very high standards of scrutinyover the integrity of register applicants, how-ever, and will refuse registration if there is notclear evidence of legal sources of funding forpurchases or questions over the personal legit-imacy of the applicant. As part of the applica-tion procedure registrants will have to saywho will be operating the aircraft and in whatgeographic location. They will have to explainwhat business they are conducting and whatthe intended use of the aircraft will be.

Offshore registration can also be tax effi-cient and, for instance, the territories ofAruba and the Cayman Islands both have noVAT, no Corporation tax and no Income Tax.Consequently, there can be large savings forowners who otherwise have to pay signifi-cant import and other taxes in their countryof origin. UK owners registering in the Isle ofMan will benefit from saving on insurancepremium tax, for example. There will also beoperational considerations such as crew flightduty limitations which will vary betweenauthorities and may influence the choice ofregistry.

For owners of new Bell 429 helicoptersthere is likely to be a benefit from using theIsle of Man compared with registration in anEASA or FAA regulated country. The Isle ofMan has adopted the certification basisapproved in Canada which allows the Bell429 to operate at a gross weight of 7,500 lbs,whereas the FAA has only mandated the heli-copter to fly at the lower 7,000 lbs takeoffweight. This can be very significant for own-ers who need the extra fuel capacity whichthe higher weight permits.

Many owners of business aircraft willwant to operate them through a managementcompany and there is a wide choice of suit-able operators. However, if one has an off-shore-registered aircraft it will be necessary toensure that your management company hasthe appropriate authority to handle it. TomWells, General Manager at Farnborough, UK-based Gama Aviation explains, “We workclosely with offshore registration authorities


❯


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to ensure that we hold all necessaryapprovals including those from the Isle ofMan, the Cayman Islands and Bermuda”.

THE TIP OF THE ICEBERGThe actual registration of the aircraft ismerely the tip of the iceberg, however. Theprimary purpose of any of the aircraft reg-istries is to ensure that your aircraft is oper-ated safely, so each offshore registry setsdown operational rules and airworthinessrequirements for the aircraft under its con-trol. The Cayman register, for example, issubject to local law but comes under Britishdelegated jurisdiction and the actual regis-tration processes follow the methods usedby the British CAA.

Aircraft on the Cayman register are gov-erned by The Air Navigation Order(Overseas Territories) 2001, which is a UKstatutory instrument extended to overseasterritories. This is backed up by local regu-lations which mirror UK regulation includ-ing requirements for aircraft mortgages. Theoffshore registers must also conform to thestandards and recommended practices ofICAO (the International Civil AviationOrganisation) established under the 1944ICAO Convention.

THE PERSONAL TOUCHAs an added bonus, there is scope, particu-larly with the Isle of Man register, for per-sonalising registrations. The 400-odd regis-tered aircraft in the Isle of Man includecombinations such as M-ACHO, M-ADAM -

and both M-ICKY and M-OUSE. In this reg-ister it is possible to transfer a “cherished”registration from one aircraft to anotherand, for instance, M-ARIE has been used onthree different aircraft.

These offshore registries are primarilyprivate registers for individual and corpo-rate owners - so they are generally not opento commercial airlines - although in somecases airliners will be eligible for registra-tion. The Aruba registry, favoured byRussian owners, has just over 50 aircraft onits books. It recently accepted an AirbusA330 owned by International Lease FinanceCorporation (ILFC) while in transition forlease from Malaysia Airline System toAerolineas Argentinas.

The registries of the Cayman Islands hasa minimum aircraft size restriction of 5,700kg MTOW which means that aircraft small-er than a Citation CJ2 are normally notaccepted. The Isle of Man register has thesame gross weight limitation - but has beenknown to accept smaller aircraft where theyare owned by the island’s residents. Theregistry also accepts twin-engined turbinehelicopters with more than a dozen on theregister.

As with other larger established regis-ters, the offshore authorities have to ensureairworthiness and, once an application forregistration has been submitted a surveyorwill need to inspect the aircraft so as toapprove a certificate of airworthiness. Thiswill include approval of the aircraft’s flightmanuals, secure licensing of aircrew and the

arrangements made for maintenance of theaircraft with an approved MRO. The author-ity will require proof of insurance, evidenceof lease or ownership, and an export CofAfrom the aircraft’s previous registry.

Once the aircraft has been successfullyregistered, the offshore registry will establishon-going arrangements which includeappointment of a technical coordinator whowill be responsible for confirming the contin-uing airworthiness of the aircraft and han-dling all associated operational matters. Thiswill include ensuring that annual Certificateof Airworthiness renewals are carried out tothe laid down standards and making surethat ICAO mandated safety oversight pro-grammes are adhered to.

Registries such as the Cayman Islandsemploy a team of inspectors who are on handto travel to any part of the world when air-craft have airworthiness issues or areinvolved in accidents or major incidents.Meanwhile the Isle of Man has a sixteen-strong group of surveyors resident in the UK,the Isle of Man, Switzerland and the USA.

Essentially, all of these offshore registriesprovide a very efficient service to owners ofturbine business aircraft and, while it maynot be suitable for every owner, the benefitsof this kind of registration are well worthexploring for some with the aid of anappropriate advisor.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to:[email protected]



MANY OF COMLUX’S FLEET WILL OPERATE UNDER THE AUSPICES OF EASA ONCE REGISTERED IN MALTA


Heli Asset / Avpro October 18/09/2013 17:32 Page 1


sually the word ‘hostage’ inrelation to aviation conjures upvery negative images of jetlinersbeing overtaken by trained ter-rorists. But as we approached

the annual NBAA gathering in Las Vegas, avi-ation (and many other industries besides)seemed to be held hostage by an entirely dif-ferent group. As I penned these words, wewere in the midst of a standoff between theRepublicans and the Democrats that had shutdown key sectors of the government and fur-loughed over 800,000 federal workers.

There was an irony looking back to just afew short weeks prior when people felt itwouldn’t affect them because they didn’twork for the federal government. The shut-down really demonstrates how ingrained thefederal government has become in our lives.

Virtually everyone is somehow being nega-tively impacted. And as can be expected, themost regulated industries are the ones gettinghit the hardest—aviation possibly sits atop thelist, but examples across many other indus-tries are numerous.

Just at the cusp of a housing recovery thatdecimated the global economy just a few shortyears ago, homebuyers can’t close on theirloans, and sellers can’t move out. Passportrenewals are impossible for those wishing totravel overseas as the office is closed. Perhapsyou wanted to visit a federal park—sorry, it’sclosed. And if you extended your taxes, youstill had to pay them and file by October 15thbut no one at the IRS was actually working tocollect your money.

Some of these services might seeminsignificant, but consider the following state-

ment about our nation’s security from JamesClapper, Director of National Intelligence:“The danger here will accumulate over time”as 70 of the civilian intelligence workforce hasbeen furloughed. Important intelligence infor-mation is being missed and the potentialthreat looms large.

BRINGING IT HOMEThe effects on Business Aviation, CommercialAviation and the aerospace defense sectors isalready being felt in one of the industrieswhich was hit hardest by the financial crisisonly five years ago. Business Aviation is stillstruggling in the aftermath, and as I write, theimpact is being felt immediately this time too.

With the FAA shut-down aircraftsales/closings are being halted, putting manydeals at risk of collapse. In our industry it’sbecome hard enough over the past few yearsto keep deals together and now we face manyof them not closing because we’ve furlougheda desk staff-member at the FAA, meaning air-craft can’t be registered. International dealsare at risk, too, because aircraft can’t be de-registered here. Existing sellers of “N” regis-tered aircraft on the market are losing interna-tional buyers for the same reason according toNBAA’s website (www.nbaa.org). Favorablefinancing terms which are locked in for a spe-cific period of time could expire if they don’tclose, costing buyers more money. The samecould occur with 1031 tax exchanges whichexpire during this period.

Significant business is being lost forrepairs, refurbishments and upgrades at serv-ice centers expected to perform work oncethese deals closed. Again, NBAA’s websiteoffers that roughly 10,000 aircraft had registra-tions that expired during October. Those10,000 aircraft will be grounded, with theknock-on effect of less demand for fuel,repairs and other industry services. TrainingCenter Evaluations (TCE) offices will be shutdown, stalling potential new pilot and recur-rent pilot training sessions (thereby groundingmany pilots who need the training during thetime period).

According to AIN, over 3,000 aviationinspectors were furloughed by theDepartment of Transportation (DOT),although by October 9th emergency measureshad to be instituted to return some of theseessential personnel. At the time of writing, notnearly enough had been put back to work,however.

The effect on Avjet is already being felt. Wehave several aircraft deals we’re unable toclose; several pilots who cannot get recurrenttraining; and several new aircraft that cannotbe added to our badly needed charteroperations. These are just some of the impactsbeing felt.

U

Federal Shut-Downs

Is Our Own Government Holding us Hostage?by Andrew C. Bradley

FEDERAL SHUT-DOWNS

Andrew Bradley Oct_Bradley 21/10/2013 14:50 Page 1

Multiply this by the hundreds of industriesacross the United States and the impact couldbe severe if allowed to continue beyond a fort-night. And once the deadlock is resolved,things are unlikely to return to normal imme-diately. Backlogs may well prevent the normalresumption of service for at least a month ormore, dependent on how long the debt ceilingnegotiations drag on.

As of mid-October, many large companiesin defense and aerospace had alreadyannounced pending layoffs. Sikorsky Aircraftwas forced to temporarily layoff up to 3,000during October and United Technologiesmade a similar announcement, this time withup to 4,500 layoffs.

THE DEBT CEILINGAll the rhetoric and threats centered aroundone crucial date: October 17 - the date theFederal Government exhausts its ability toborrow money in the financial markets tofund its obligations which are now careeringtoward $17 Trillion dollars. NBC news reportsthe Treasury will have only about $30 Billionavailable after October 17, which would last aday or two on the interest payments owed onthe $17 Trillion dollars.

As of this writing the financial marketsseemed to be taking all of this in their stridewith the so-called industry experts claimingthe US will never be allowed to default on itsdebt. These same experts also predicted thatthe US Government and its regulators wouldnever allow Lehman Brothers Bank to defaultback in 2008, before adjusting their forecastthat the damage would be contained after itdid default.

As an industry employing 1.2 million peo-ple, and contributing billions of dollars to theUS economy we are an important and strongvoice in this debate. Your political leanings nolonger matter in the debate. Republicansblame Democrats, and Democrats blameRepublicans. The truth goes well beyondpolitical boundaries in search of an answer toour problems. The answer to broken gover-nance comes down to one simple fact: youand I are to blame if we don’t soon learn tovote for the appropriate set of politicians tolead our country out of this recurring mess.

I wish I could say I am optimistic for along-term resolution coming out of Congressby the time you read this towards the start ofNovember – time will of course have servedto affirm or negate those fears - but realistic

expectations are for another “kick the candown the road” solution that simply buysmore time without fixing anything. I am hop-ing that October’s NBAA gathering in LasVegas was fully packed with peers discussingthe virtues of Business Aviation. I’m also eeri-ly reminded of the last NBAA Conventionback in 2008 when Congress failed to act—thechatter of that convention was of CNBC andthe financial markets, and a somewhat emptyconvention center by the second and thirdday.

Hopefully history will not have repeateditself again come November…❯ Andrew C. Bradley isPresident, Global Sales &Acquisitions at AvjetCorporation, an interna-tional provider of aircraftcharter and managementsolutions. The company isheadquartered in Burbank,California, and maintainsa global presence inWashington D.C., Seoul,Dubai, Abu Dhabi, Moscow and other locations aroundthe globe. To learn more about the company, visitwww.avjet.com

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Andrew Bradley Oct_Bradley 21/10/2013 14:51 Page 2


GLOBAL MARKET ROUND-UP - CHINA

Regional Round-Up:Market developments in China.

by Mike Vineseptember was a very busymonth for aviation-relatedconventions in the People’sRepublic of China with threemajor events taking place.

First was China Helicopter Exposition atTianjin followed by two events in Beijing;CIBAS (Chinese International BusinessAviation Show) and Aviation Expo China.

Among the news stories spilling out ofthese events, Asian Sky Group (ASG) recent-ly concluded four Airliner-sized corporatejet deal closures for Asian buyers within aweek. The first was for the on-schedule out-fitting acceptance of a new ACJ318 complet-ed by Lufthansa Technik, destined for aJapanese client. The second was an agree-ment to oversee and manage an ACJ319

from green delivery through to its complet-ed delivery to a Chinese buyer. The thirdwas the sale of a pre-owned ACJ319 to aChinese client; and the fourth was the agree-ment on a deal for a BBJ green delivery fromBoeing for a Chinese client.

The newest business jet aircraft type to bedelivered to China, however, is an EmbraerPhenom 300 destined for Erdos GeneralAviation Co., Ltd. this quarter. According toEmbraer, Erdos is one of China’s top fivegrowing general aviation companies andalready operates a 19-ship fleet.

Since February, Harbin Embraer AircraftIndustry Co. (HEAI) has taken 21 firmorders and five options for Embraer’sLegacy 650 in China, where the launch cus-tomer will be ICBC Financial Leasing Co.

HELICOPTER EXPOSITIONMeanwhile, the second and very successfulChina Helicopter Exposition (CHE) goes fromstrength to strength. It was held at the airportcentered Tianjin Free Trade Zone which – inci-dentally - is home to Airbus A320 production,Eurocopter, Avicopter, UTC AerospaceSystems and Thales. Tianjin was chosen tohost this gathering because of its importanceas the major centre of civil aviation investmentin China.

China’s central Government’s commitmentis to expand its low-altitude airspace to thewhole of China by 2015 and this is expected toincrease the country’s civil helicopter fleetfrom just a few hundred to around 1,500 overthe next 10 years. Because of this, helicopterorders across greater China are on the increase.

S

❯

PHENOM 300, THE NEWEST AIRCRAFT TYPE DELIVERED TO CHINA

Global RoundUp_Gil WolinNov06 22/10/2013 10:24 Page 1


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P111 22/10/2013 16:00 Page 1


In keeping with this expectation,AgustaWestland received orders for morethan 20 helicopters of various civil typesacross China so far, and 20 more are to beadded through distributorship agreements.AgustaWestland’s new distributor Sino-USIntercontinental Helicopter Investment Co.(a subsidiary of the Shanghai ZenisunInvestment Group) entered aviation in 2006and now offers helicopter services and air-port development. The agreement includes acommitment for five AW169s, five AW139intermediate twins and five of the largeAW189s, signed at the June Paris Air Show.An additional five orders were added atCHE for single-engined AW119Ke andGrand New helicopters. AgustaWestlandbelieves that eventually its AW609 civil

tiltrotor will also appeal to Chinese opera-tors because of its unique combination ofspeed and range.

Eurocopter has sold its fifth VIP‘Mercedes Benz’ EC145 worldwide and thefirst in Asia to a Chinese helicopter operator,Henan New World Civil Aviation Co. Thecompany also ordered a VIP AS350B3eEcureuil, while existing customer ChinaKingho has ordered three AS350B3e Ecureuilhelicopters.

Eurocopter deliveries in China last yearincluded seven Ecureuils for utility work,seven EC135s for corporate missions, and anEC120 and two EC135s to a private hospitalfor emergency medical services. ThreeEC155 Dauphins were also delivered. Thefirst Chinese order for the widebody single-

engine EC130 T2 has also been placed.About 140 Eurocopters are in service inChina representing a 40% market share.

In other helicopter news, China’s CapitalHelicopters (part of the HNA Group) isplanning to expand its fleet from nine to 30helicopters in five years. It currently oper-ates six AS350B3s, two EC135s and aRobinson R22. Two or three new helicopterswill be added next year. The company waspromoting its air tours during the 15thAviation Expo China in September wherevisitors could register on site and go sight-seeing by air – something that is becomingmuch easier thanks to the relaxation of lowlevel air space rules.

In terms of helicopter infrastructure,Zenisun Group signed an agreement withthe Government of Xiangyang to establish ahelicopter industry park in the city andplans to build a new general aviation airportthere too. Zenisun Heliport Company, mean-while, has built two helicopter airports inFujian province, Ximen Xiajinwan Airportwhich is operational, while the constructionof Fujian Zuqi Airport has been completed.

Finally, Yifan Aero Science & Technology(aircraft and helicopter interior design andrefurbishment company) is to expand itsbusiness internationally thanks to the rise inpopularity of VIP helicopters in China. Thecompany has been involved with the interiorfits of all Chinese-built helicopters duringthat time, and is now offering its services toBell Helicopter and Eurocopter for homeand overseas markets.

MARKET OUTLOOKSMoving away from the rotorcraft industry,Embraer and Bombardier both presentedmarket outlooks for China. Embraer’sOutlook (2014-2023), released at CIBAS, fore-casts 805 executive jets will be ordered bythe Chinese market over the next decadewith the large-cabin business jet class repre-senting 51% of demand, worth 78% of thetotal value of deliveries.

Embraer maintains a favorable forecastfor the Chinese executive aviation marketpotential, based on comprehensive studies ofthe country’s economic scenario. China’sfleet of executive jets has experienced anaverage annual expansion of 27%, fueled bya 26% growth of the wealthiest populationfrom 2008 to 2012, according to data releasedby the Hurun Report. The market outlookalso highlights infrastructure improvementsas catalysts for China’s executive aviationgrowth with the number of FBOs expectedto increase from the current five to nine.

Bombardier’s Business Aircraft MarketForecast (2013 to 2032) is even more opti-mistic for the Greater China region, eventhough it only focuses on the three business




jet categories in which Bombardier competesand excludes the Very Light and LargeCorporate Airliner categories.

In essence, Bombardier says that Chinawill become the third largest market of busi-ness jets (behind North America andEurope) with 1,000 aircraft deliveries pre-dicted between 2013 to 2022 and 1,420 deliv-eries between 2023 and 2032.

Demand for business jets should increaseconsiderably in China as barriers to businessjet ownership and operation are graduallyremoved, as the opening of airspace for civilaviation is accelerated, and as the significantinvestment in airport infrastructure beginsto pay dividends.

Bombardier’s forecast for business jetpenetration predicts that fleet per popula-tion of 100 million will grow from 24 to 201over the next 20 years, equivalent to 2,420aircraft deliveries. And because the marketis relatively new, retirements will account forless than 3% of the country’s overall fleetduring the 20 year period. The fleet willincrease from 290 aircraft in 2012 to 2,640aircraft by the end of 2032 and is projectedto account for nearly 9% of the worldwidebusiness jet fleet by that date.

For the purposes of its forecastBombardier separates the Asia Pacific regionfrom both Greater China and India and saysaverage annual GDP growth for the next 20years in Asia Pacific is anticipated to averagearound 2.4%.

AND FINALLY…For the here and now, Bombardier Aerospacehas teamed with Beijing Airlines to provideAOG support for current Bombardier busi-ness aircraft operators at the Beijing CapitalInternational Airport. Beijing Airlines’expertise is backed by the considerable main-tenance, overhaul and repair resources of AirChina, China’s flagship carrier and one ofBeijing Airline's principal investors.

The agreement reinforces Bombardier’spresence in China, which includes its MobileResponse Team which will continue to sup-port AOG service in the region. Business air-craft operators in the country also haveaccess to Bombardier-authorized servicefacilities with Metrojet Limited in HongKong; Shanghai Hawker Pacific BusinessAircraft Service in Shanghai; ExecuJet HaiteAviation Services China Co. Ltd. in Tianjin;and Staeco in Jinan.

And in Hong Kong Metrojet Ltd., a lead-ing provider of business aircraft services inAsia is introducing a new in-flight ‘lifestyle-experience’ on its business jet flights. Smartnew uniforms for its 40 flight-attendants, incollaboration with acclaimed Chinese fashiondesigner Dorian Ho, comprise a corewardrobe of coat, dress and suit, with simple

elegant accents of black, cream and beige.Dorian Ho explained that “each piece has

been tailor-made with bespoke elements, butthey must also perform a function and theladies need to feel confident and comfort-able in their uniforms whilst workingaround the aircraft”.

The company is also launching a newmenu of the finest gourmet food which willsee it collaborating with the finest luxurypartners to offer on-going seasonal andexclusive products and services to its elitecustomers.

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


FAVORABLE FORECAST MAINTAINED FORCHINA’S BUSINESS AVIATION MARKET

DORIAN HO KITS OUT METROJET’S CABIN STAFF


t is often difficult to let go ofthings that have meant so muchto you by saying goodbye, orending a chapter in one’s life. Ifind myself at that juncture in

my career. This past October I left the Board ofDirectors of the National Business AviationAssociation. In that capacity I was also theChairman of the Associate Member AdvisoryCouncil (AMAC).

I wanted to devote this month’s article tothat wonderful ten-year ride and be sure toraise the awareness of this association andspecifically of the AMAC and the work andrepresentation of our industry that is accom-plished daily by my fellow board membersand AMAC partners.

For those who are new to our industry orjust need a quick refresher, the NBAA MissionStatement is: ‘To foster an environment thatallows Business Aviation to thrive in theUnited States and around the world ’. In thiscapacity the association has huge reach toaccomplish this mission. The Statement ofPurpose is just as inclusive and far reaching:‘Founded in 1947 and based in Washington,DC, the National Business AviationAssociation (NBAA) is the leading organiza-tion for companies that rely on GeneralAviation aircraft to help make their businessesmore efficient, productive and successful. TheAssociation represents more than 9,000 com-panies and provides more than 100 productsand services to the Business Aviation commu-nity, including the NBAA Business AviationConvention & Exhibition, the world's largestcivil aviation trade show .’

The membership is divided between thosemembers whose designation is that ofCorporate or Business Member, AssociateMember and Affiliate Member. The Corporateand Business Member owns or operates US-registered aircraft (primarily not for hire) as atransportation aid in the conduct of its busi-ness or activities. Each of those categories hasqualifications that are on the NBAA websiteunder membership.

The Associate Member derives 50 percentor more of its total sales volume from the fieldof Business Aviation, does not qualify forCorporate or Business Membership orAffiliate status, or has a pervasive interest in

Business Aviation.Finally, the Affiliate Member meets the

qualifications for Corporate or BusinessMembership, except that it operates aircraftregistered exclusively outside the UnitedStates. The membership is divided fairly even-ly between the complete Corporate andBusiness Category including AffiliateMembers and the Associate Member category.

As Chairman of the AMAC, my mandatewas to guide and provide leadership to thissegment. The Associate Member AdvisoryCouncil has been established to: (1) define therelationship among all segments of theMembership and to recommend programsthat would improve communications betweenthose segments, and (2) advise the NBAABoard of Directors on areas of interest to theAssociate Membership.

This position allowed me to better under-stand the depth and breadth of our industryand work to engage this membership segmentand its unique needs to the overall NBAAMembership and the industry at large. Now Isay goodbye.

October marked my tenth year of involve-ment with the AMAC and the Board. I havemade the most wonderful friendships as wellas business relationships. I do not take theposition and the access to these great leaderslightly. I believe this position has strengthenedmy own visibility to the industry but also thevery segment that I represented on the AMACand the Board. I was the first aircraft broker tohave been invited on AMAC and the Boardand one key element that I added to each ofour board meetings was an insight to ourmarket place.

So much of what happens in our industrydaily centers around the health and well-beingof the aircraft sales activity, not only transac-tions but also valuations. I found this group tobe extremely interested in the market shifts,especially in the past five years, as so muchhas changed in the transaction, supply andvalue side of our business. I think I helpedshape a more professional face to the broker-age side of our industry. I hope I have forgeda new value to who we are and what we canbring to the table when engaged in atransaction.

Leaving this board brings a distinct sad-

ness as well ashuge feelings ofaccomplishment. Iwent to work inthis position dailyto increase the vis-ibility of theAssociate Memberto the full board.This greater visi-bility I knowtranslated to big-ger discussionsabout the needsand desires of theAssociate Member.

I must say that if it were not for thePresident and CEO, Ed Bolen and his leader-ship, this discussion would never have beenso robust and well received. Ed worked tire-lessly to promote the needs of the AssociateMember and blend these into the overall goalsand Strategic Action plans of the NBAA. Heas well as all of the staff at NBAA and theBoard care for, and embrace the Associatemembership. Their awareness is keen to thissegment. For that I am proud and feel asif I am leaving with a rich legacy ofaccomplishment.

And now I say thank you. Thank you tomy fellow board members and AMAC mem-bers. Thank you to the tremendous staff ofNBAA. Every ounce of my being sincerelythanks you all and wishes you continued suc-cess and accomplishment to our associationand industry!

❯ Jay Mesinger is the CEO and Founder of MesingerJet Sales. Jay serves on the Jet Aviation Customerand Airbus Corporate Jets Business AviationAdvisory Boards (BAAB). Jay is also a member ofEBAA and the Colorado Airport BusinessAssociation (CABA). If you would like to join in onconversations relating to trends in BusinessAviation, share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. Formore information visit www.jetsales.com.

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


Thank You

THE AVIATION LEADERSHIP ROUNDTABLE

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Market IndicatorsARG/US ViewBizAv Flight Activity - US & CanadaTRAQPak data shows that September 2013flight activity decreased from August 2013(which is the typical annual trend for Sep-tember) to finish the period down -4.9%overall. The results by operational categorywere down from September with fractionalflight activity posting the largest monthly de-cline, down -8.5%. Part 135 and Part 91 activ-ity saw decreases of -6.2% and -3.3%respectively.

Aircraft category results were also downfor the month with small cabin posting thelargest decrease, down -6.5%, while turbo-props were down -6.4%. Mid-size & largecabin activity followed with decreases of-4.0% and -0.1% respectively. Some individ-ual market segments did see month-over-month increases, and Part 91 and Part 135large cabin sectors were up 1.8% and 0.7% re-spectively, as well as Part 91 mid-size cabinjets at 0.2%.

Reviewing year-over-year activity (Sep-tember 2013 vs. September 2012), TRAQPakdata shows September 2013 posted a year-over-year increase of 1.3%; the third year-

over-year increase this year. The results byoperational category followed recent trendswith Part 135 flight activity posting a year-over-year increase of 14.4%. The Fractionaland Part 91 markets posted year-over-yeardecreases of -11.8% and -2.1% respectively.

Looking at activity by aircraft category, alljet categories posted another strong month offlight activity with large cabin aircraft post-

ing the largest increase up 8.5%. Small &mid-size cabin aircraft posted increases of3.8% and 3.7% respectively. Negatively im-pacted by the fractional turboprop sector,overall turboprop activity posted a year-over-year decrease of -4.9%.

Comparing January - September 2013 vs.the same period in 2012, flight activity hasseen an overall decrease of -1.0% (in 2013).

SSeptember 2013 vs August 2013 PPart 91 PPart 135 FFractional AAll TTurboprop -4.9% -8.3% -12.3% -6.4% SSmall Cabin Jet -6.7% -6.9% -3.4% -6.5% MMid-Size Jet 0.2% -5.2% -9.0% -4.0% LLarge Cabin Jet 1.8% 0.7% -10.8% -0.1% AAll Combined -3.3% -6.2% -8.5% -4.9%

SSeptember 2013 vs September 2012 PPart 91 PPart 135 FFractional AAll TTurboprop -5.3% 11.0% -60.9% -4.9% SSmall Cabin Jet -3.4% 17.1% 2.3% 3.8% MMid-Size Jet 0.0% 17.9% -3.5% 3.7% LLarge Cabin Jet 5.8% 10.8% 19.4% 8.5% AAll Combined -2.1% 14.4% -11.8% 1.3%

Market Indicators - November 2013 / More from www.mebaa.com

A study to examine the size of the BusinessAviation market in North Africa has re-vealed a growth rate of 6.3% (CAGR), nearlydouble the global average of 3.7%. The studywas commissioned by the Middle East Busi-ness Aviation Association (MEBAA) aheadof its recent and first conference in Morocco,and was conducted by data research consult-ing company WINGX Advance.

Morocco is the most active market with50% of all North African aircraft movementsyear-to-date 2013. So far this year there havebeen 7,651 departures from North Africa,which represents a -2.5% drop on 2012. The

slowdown reflects a disrupted first quarterduring which there was significant politicalinstability - Q2 activity increased by 1.2%.Across Algeria, Comoros, Djibouti, Egypt,Libya, Mauritania, Morocco, Somalia andTunisia there have been 14,832 Business Avi-ation aircraft movements YTD. On currenttrends, this will increase to 22,750 move-ments for the full year 2013.

In terms of flight operations YTD, pri-vate-filed flights have accounted for 33% ofactivity, charter flights for 53%. Egypt andMorocco lead the way in charter departures,with customers from these two markets on

track to generate 9,000 sectors in 2013. As awhole, the North African region is estimatedto engender at least $200m in charter rev-enues this year.

The research also shed light on aircrafttypes being operated in and out of the re-gion. Year-to-date, heavy jets and turbo-props/pistons accounted for 20% and 28%of flight hours, respectively. In the chartermarket, over 60% of all flight hours wereflown by bizliners, ultra-long-range andheavy jets, underlining a distinct customerpreference for large cabin long rangeaircraft.

▼

Market Indicators - November 2013 / More from www.argus.aero/traqpak_monthlyreport

MEBAA ViewNorth African Business Aviation


MarketIndicators Nov13_Layout 1 21/10/2013 16:08 Page 1

Market Indicators - November 2013 / More from www.jpmorgan.com

.J.P. Morgan’s latest Business Jet monthly indi-cates a marginally better picture but momen-tum is insufficient for the firm to abandon itscaution. US flight ops growth is the key posi-tive trend seen, and a fifth consecutive year-over-year increase was registered in August,while the three-month moving average is at itshighest level since mid 2011. JP Morgan esti-mates that young jet inventory fell another 40bps in September and is now below the eight-year average - indicating less direct competi-tion for new aircraft from used ones.

Used pricing remains the leading concern,and while there was a modest uptick in Sep-tember, the trend recently has been downward.All in, the data is looking marginally better butnot enough to convince JP Morgan that we are

approaching escape velocity for new jetdemand.

JP Morgan expects little change to OEMs’long-standing message of caution when theyreport Q3, but is looking to NBAA this yearmore for new product launches and insight oncompetitive positioning rather than informa-tion on overall demand. Dassault’s Falcon 5Xcould be this year’s highest profile launch join-ing a crowded arena including the Challenger300/350, Gulfstream G280, Legacy 500 and Ci-tation X. The launch of a Gulfstream G450 re-placement is also possible, but JP Morgansuspects this is more likely to occur next year.Embraer plans an upgraded Lineage 1000 andCessna could continue its portfolio refresh.

Overall inventory stable: Aircraft for sale

increased marginally to 10.3% of the fleet inSeptember and has remained in the 10.1-10.3%range for eight months. However, JP Morganestimates the proportion of the toddler andpre-K fleet (0-5 year old aircraft) available forsale fell 40 bps to 6.3% in September, and isnow down 110 bps since June. This improve-ment in young aircraft inventories in recentmonths has been broad-based.

Average asking price increased 0.4% month-over-month in September. This was the first se-quential increase following four declines ofmore than 1%, though the data among modelswas mixed. Heavy jets pushed prices higher,while Light and Medium jet prices continuedto slide, falling -3.3% and -2.3%, respectively.

Flight ops: These grew for a fifth straightmonth in August. US flight ops grew 2.4% y/yin August, bringing YTD growth to 1.5%. Au-gust growth was down from 5% in July, but thethree-month MA continues to improve. Flightops remain -17% below August 2007 levels sothere is plenty of runway for improvement. Eu-ropean flight ops are weaker but have beenflattish the past two months.

AVINODE ViewUS/European Business Aviation Flight DataBoth Europe and the United States have re-turned year-over-year declines in actual busi-ness jet flights for the first nine months of 2013,compared to the same period in 2012, Avinodereports. The U.S turned in a marginal -0.3% de-cline, while Europe has seen a -2.6% decline todate.

The northern half of Europe has borne thebrunt of the decline this year (-3.9%) in actualflights. Southern Europe saw a lighter -1.8%decline for the first nine months of 2013. TheLight Jet category, which includes the EntryLevel, Light and Super Light jet sub-categoriessaw significant reductions in traffic over thepast two years due, in large part, to the waningpopularity of the Light Jet sub-category. TheMidsize Jet category, (encompassing Mid- andSuper-Midsize jets) saw similar reductions onthe continent in recent years. The one standoutin Europe has been the Heavy Jet category, fea-turing the Heavy and Ultra-Long-Range jetsub-categories which are popular jets withinthe region. Actual flights on Ultra Long Rangejets increased by 7.7% between 2011 and 2012,and 13.7% between the first nine months of2012 and the same period in 2013.

The U.S. regions experienced mixed for-tunes this year-to-date. The Midwest tolerated

the largest decline (-3.2% reduction in actualflights). The West performed the best of theU.S. regions (+1.2%). The Northeast and Southreturned static numbers for the year-to-date.The Northeast shadows the Midwest (-0.6%decline in actual flights), while the South trailsthe West (+0.4% growth).

The U.S. also saw declines this year with re-gards to category popularity, particularly in theLight and Midsize range. The Light Jet cate-gory, which grew between 2011 and 2012, de-clined during the first nine months of 2013.This is tempered by strong growth in the EntryLevel Jets. The Midsize Jets saw marginalgrowth between 2011 and 2012 but saw a rever-sal of fortunes year-to-date. The Heavy Jet cate-gory saw big increases in the U.S. marketduring the first nine months of 2013, mainlydue to the increasing popularity of Ultra LongRange jets in the region. The growing popular-ity in the U.S. spurred a 14.6% increase in ac-tual flights this year-to-date in comparison tothe same period last year.

Asia & Latin America: Business jet depar-tures to Asia and Latin America are up year-over-year in both the United States andEurope. The former has seen a sizable 31% in-crease in requests for flights to Latin America

and a 26% increase in requests for flights toAsia. The latter experienced a 35% increase inrequests for flights to Asia and an 18% increasein requests for flights to Latin America.

While requests to destinations in LatinAmerica and Asia are increasing across theboard for the Light, Midsize and Heavy jet cat-egories in the U.S., the Light Jet category hasshown the fastest growth during 2013. Euro-pean travellers, on the other hand, almost ex-clusively request Heavy jets for trips to theseemerging regions.

Market Indicators 2


Market Indicators - November 2013 / More from www.avinode.com

TTOP 3 DEPARTURES ((US to Asia & Latin

AAmerica)

TTOP 3 DEPARTURES ((Europe to Asia & Latin

AAmerica) Miami London

Teterboro Paris Van Nuys Nice

TTOP 3 DEPARTURES

((Domestic US) TTOP 3 DEPARTURES ((Domestic Europe)

Teterboro London Dallas Paris

Houston Geneva TTOP 5 STATES FOR ULR

DDEPARTURES 33 MOST REQUESTED

AAIRCRAFT California Citation Excel/XLS

New Jersey Ciation CJ2 Florida Legacy 600

New York Texas

JP MORGAN ViewCautious on Recovery


■

After the growth blip in August, YOY activityin September fell back to -2.1% in terms of de-partures and -1.3% in hours flown. Charter ac-tivity declined -2.8% and private flights -1.3%,and overall, the European market is now -3%down YTD, compared to the same period 2012.

• Activity was weighed down by big falls in Germany (-4%) and Switzerland (-5%), and also declines in the UK and France -although other leading markets (Italy and Spain) were up on 2012.

• A number of peripheral regions saw growth in September, including: Scandi-navia; Baltic; Benelux; CIS (exc. Russia); andsome parts of the Med (including Tunisia, Morocco and Israel, but not Turkey which lost -14% activity YOY).

• Europe’s inbound flight activity continued to grow from the Middle East, and bouncedback from North America, while also being up from Brazil and India, but down from China and West Africa.

• VLJs continue to make headway, in contrastto the heavily declining light jet and prop segments. Super-midsize jets also pros-pered, at the expense of midsize aircraft. Demand for ULR jets also surged, almost 20%.

• Competition for short sectors is being won by VLJs and Pistons, while on the longest sectors, ULR jets flew 23% more andbizliners -22% less.

• Overall in terms of flights, Beechcraft fleet usage was down -1%; Cessna -4%; Embraer-12%; and Socata -15%. On a more positive note, in terms of hours flown, Bombardier was up 6%; Gulfstream 7%; and Pilatus 2%.

• The Mustang was one of the stand-out suc-cesses in September within Europe, being

6% up YOY and 10% up in charter flights (up there with the King Air 200 and CJ2). Inprivate flights the Gulfstream GV/G500 was up 16%, whereas surprisingly the Global Express lost -8%.

Richard Koe, Managing Director of WINGXAdvance, summarized, “The August YOY

growth looks like a blip with September resum-ing Europe’s -3% negative trend in 2013 and re-flecting the still uncertain-state of the economy.But there is evidently a top-end growthniche…and in the midsize and light jet sectorsthere is clearly a customer migration towardsthe super midsize segment…”

Market Indicators - November 2013 / More from www.wingx-advance.com

WINGX ViewBizAv Flight Activity - Europe

Market Indicators - November 2013 / More from www.ebaa.org

EBAA ViewBusiness Aviation in TurkeyDuring a high-level regional forum held lastmonth, hosted by the European Business Avia-tion Association (EBAA), the General Direc-torate of State Airports Authority of theRepublic of Turkey (DHMI) proclaimed thatBusiness Aviation plays a crucial role in facili-tating regional investment and subsequently

has a direct impact on Turkey’s economy. Tothat end, the Director General co-signed a dec-laration together with EBAA that commits toworking together on long-term actions thatwould help ensure the steady growth of the sec-tor in the country. These include improving ac-cess of business aircraft to the infrastructure,

and ensuring that the region’s legal frameworkand policies have a positive impact on daily airtransport activities.

With a population of 75 million and an eco-nomic growth average of 4% in the last decade,Turkey has developed into a geo-strategic basefor international business.


3 Market Indicators

TOP 3 DEPARTURES (Europe to Asia & Latin

America)

TOP 3 DEPARTURES (Domestic Europe)

3 MOST REQUESTED AIRCRAFT


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Bombardier celebratedthe 50th anniversary ofthe iconic Learjet aircraftat the recent NBAA Meet-ing and Convention.

“This year marks animportant milestone forBombardier and Learjetas we celebrate Learjet's50th anniversary,” statedSteve Ridolfi. “Theachievements of thisiconic brand will help kick-off the next 50 years with

the Learjet 70, 75 and 85Learjet aircraft.”

On October 7, 1963, theLearjet 23 aircraft took off,launching the Learjetproduct line and the Busi-ness Aviation industrywith an hour-long flight.The Learjet 23 was a pro-ductivity tool and a hotrod. It was elegant and itwas a rocket, winning overthe aviation world and thebusiness community, and

capturing the public'simagination.

In 1965, the Learjet 23began setting official per-formance records. In May1965, a Learjet piloted byClay Lacy set three worldspeed records, from LosAngeles to New York andback with 10 hours, 21minutes of flight time andtwo refueling stops./ More information fromwww.bombardier.com

NEWS ROUND-UP

BizAv Round-Up 11.13Air BP has signed a contract with top Asianoperator Deer Jet to supply each of its 62business jets with its global fuel card, theSterling Card. The deal marks Air BP’s firstmajor Sterling Card client in the region. Bei-jing, China-based Deer Jet offers BusinessAviation charter and aircraft managementservices utilizing a mixed fleet including theAirbus ACJ319, Boeing Business Jet, Gulf-stream G200, GIV, GV, G550 and Hawker800XP series./ More from www.bp.com

ARINC Direct released version 3.0 of itspopular iPad app recently. The latest versionprovides a host of document managementfunctions that simplify flight planning needsby putting important information at a pilot’sfingertips. The 3.0 release includes an ARINCDirect website component that allows pilotsto schedule documents for upload, and acomponent which gives users access to all oftheir files on iPads and on the web. TheARINC Direct iPad application is now avail-able in the Apple App Store./ More from www.arinc.com

Cambridge International Airport recently welcomed new Business Aviationcharter operator Blu Halkin Limited to thegrowing East of England hub. Blu Halkin be-came the airport’s fifth UK AOC based opera-tor when it celebrated its maiden flight fromCambridge to Milan with its Citation CJ3 atthe end of August./ More from www.cambridgeairport.com

Clay Lacy Aviation (CLA) completed aninitiative to upgrade JetSuite’s entire fleet ofPhenom 100 light jet aircraft, including instal-lation of high-speed WiFi, interior upgradesand heavy maintenance inspections. JetSuiteclaims to log more Phenom 100 flight hoursthan any other jet charter company in theworld./ More from www.claylacy.com

Conklin & de Decker's 2013 Volume IILife Cycle Cost has been released with anadded 5 new aircraft, including Cessna’s NewCitation Sovereign, Grand Caravan EX andCessna Grand Caravan EX w/Cargo Pod,and the Cirrus SR22T G5 and Eurocopter EC145 T2. New Features that have also beenadded include the ability to select between"Time Since" and "Time Remaining" for In-spections, Overhauls, and Life Limited Parts.An added bonus to Life Cycle Cost Sub-

scribers is free access to the AircraftPedia, anonline reference tool with over 2,800 aircraftdrawings depicting exteriors and interiors,plus aircraft histories./ More from www.conklindd.com

Dassault Aviation reached a venerablemilestone when the 500th Falcon 2000 wasdelivered into service from its Little RockCompletion Center. The aircraft, a Falcon2000S, will be operated by a customer basedin the UK. The Falcon 2000 fleet has accu-mulated nearly 2 million flight hours to date./ More from www.dassaultfalcon.com


LEARJET AT 5050 YEARS OF ACHIEVEMENTS SETS STANDARD FOR THE NEXTHALF-CENTURY OF LEARJET

FALCON 2000S

BusAviationNewsNov13_Layout 1 22/10/2013 10:55 Page 1


BizAv Round-up 2

(FET) that apply to business aircraft activity./ More from www.nbaa.org

PremiAir Aviation International rebranded its Blackbushe Airport facility inSurrey as The West London Heliport andwill offer ‘Land, Park & Go’ services for vis-iting helicopter arrivals headed for theSouth East of England. With only one rec-ognized heliport serving London, PremiAir ispromoting a cost efficient alternative for theSE region, being the closest to bothHeathrow and Gatwick Airports where thecost of landings and tight slot restrictions isincreasingly prohibitive./ More from www.premiairaerospace.com

Quest Aircraft Company delivered the100th Kodiak aircraft (purchased by Sun-state Aviation, Phoenix, Arizona). Headquar-tered in Sandpoint, Idaho, Quest was

established in 2001 and began deliveries ofthe Kodiak in December 2007. The Kodiak isnow certified in 12 countries, with more ap-provals in the pipeline. The Kodiak is de-ployed in charter, small business transport,personal flying, government operations andhumanitarian missions./ More from www.questaircraft.com

Rockwell Collins unveiled its EVS-3000, which will be available on both head-upand head-down displays, and includes a pro-prietary multi-spectral EVS sensor. Developedby Rockwell Collins, the EVS-3000 shouldsignificantly improve detection of outside ter-rain, hazards and obstacles in low-visibilityconditions caused by weather phenomenasuch as fog and brings the industry-first abil-ity to fully detect the LED lighting increasinglyutilized by airports on runways./ More from www.rockwellcollins.com

Pilatus Aircraft displayedits new flagship businessaircraft mockup, the Pila-tus PC-24 at the recentNBAA Convention. Atten-dees had the opportunityto be the first in NorthAmerica to experiencethe new Super VersatileJet. Following its unveil-ing at EBACE in Geneva,Switzerland last May, Pi-latus is putting the mock-up on the road to garnerfeedback from prospec-tive customers aroundthe world.

“We think the PC-24’sspeed, range, cabin size,short-field performance,cargo door and price rep-resents a compellingcombination unlike any-thing else in the businessjet market. Given theoverwhelmingly positiveresponse we have hadsince EBACE, we wereexcited to bring the PC-24 mock-up to Las Vegasand give our prospectivecustomers an opportunityto see it up close and inperson,” said Markus

Bucher, CEO of PilatusAircraft Ltd.

“The prototype PC-24is currently under con-struction at Pilatus’ head-quarters in Stans,Switzerland, and isscheduled to make itsfirst flight in late 2014. Atotal of three aircraft willbe used in the flight testprogram. Certificationand first customer deliv-eries will occur in 2017.

/ More information from www.pilatus-aircraft.com

US PC-24 MOCK-UP DEBUTAMERICA GETS ACQUAINTED WITH PILATUS’ JET

Flying Colours Corp. rebranded its USsubsidiary, previously known as JetCorp TechServices Inc., to Flying Colours Corp., KSUS.The decision to rename the company’s St.Louis-based facility will have the effect ofbringing the full scope of Flying ColoursCorp., service provision under one companyname and align the operational activities atthe two locations which now mirror eachother in terms of capabilities and output./ More from www.flyingcolourscorp.com

Greenpoint Aerospace acquired JetWorks Air Center (JWAC), a corporate andVIP MRO Company in Denton, Texas, re-cently. Greenpoint plans to perform interiorrefurbishments, VIP completions, mainte-nance, aircraft painting, and avionics repairand installation./ More from www.greenpnt.com

Jet Aviation Singapore is constructinga new 100,900-sq-ft hangar at SeletarAerospace Park due for completion earlynext year. The new hangar will triple the sizeof the current facility, and will have two floorsproviding 43,700 sq ft of space for officesand shops. The new hangar will accommo-date up to five G650s/Global Express7000s./ More from www.jetaviation.com

Leading Edge Aviation Solutions,a leading US-based aircraft broker, has an-nounced an alliance with Lloyd Aviation, a leading helicopter broker in Singapore.Lloyd Aviation, the parent company of LloydHelicopters, will represent Leading Edge inAsia and have full access to all of the bro-ker’s aircraft inventory. Leading Edge mayalso sell VIP and corporate helicopters forLloyd in the US./ More from www.leas.com

Bombardier’s Safety StanddownUSA was held recently in Wichita. Started in1996 with eight individuals from the Bom-bardier Learjet Flight Demonstration Team,the event promotes knowledge-based train-ing along with personal discipline and re-sponsibility as essential elements of aviationprofessionalism and safety. The aim: to in-form and inspire aviation professionals tocommit to lifelong learning to achieve higherstandards of safety and professionalism./ More from www.safetystanddown.com

National Business AviationAssociation (NBAA) has released itsnew Federal Excise Taxes Guide: Details onAir Transportation and Fuel Taxes. Last pub-lished in 2005 as the NBAA Federal ExciseTax Handbook, the guide is intended to pro-vide business aircraft owners, flight depart-ments and charter operators with a basicunderstanding of the federal excise taxes


Samuel Adcock has been named by American Eurocopter asthe vice president/general manager of the company's helicopterproduction plant in Columbus, Mississippi.

Gustavo Botura joined Naples Jet Center, a Florida-basedaircraft services provider, as director of Embraer Sales. Naples JetCenter and its parent company Eagle Creek Aviation Services areEmbraer Authorized Phenom Service Centers.

Carlos Brana recently was appointed to the newly created posi-tion of senior vice president, Teterboro Operations for Dassault FalconJet. The position oversees a number of strategic sales and supportactivities that will be critical to the company’s initiatives in the comingyears.

Harrison Ford, well-known Hollywood actor, received NBAA’s AlUeltschi Award for Humanitarian Leadership at the Opening GeneralSession of the Association’s 2013 Business Aviation Convention &Exhibition last month.

John Gauch has been appointed vice president of sales at GulfCoast Avionics. Gauch comes to Gulf Coast from Cirrus Aircraft wherehe served as fleet sales director and vice president of Domestic sales.

Skip Madsen has joined Landmark Aviation as vice president ofMRO. Prior to joining Landmark, he was the Vice President of MROOperations for Jet Aviation.

Jim Meier is the new vice president of Government BusinessDevelopment, at Greenwich AeroGroup. Meier will lead the govern-ment market and business development strategies for the company.

Brent Monroe was recently appointed vice president, North Amer-ican Sales, Western Division on behalf of Gulfstream Aerospace Corp.He reports to Scott Neal, senior vice president, sales and marketing.

Ben Murray has joined Landmark Aviation as president of the Air-craft Management & Charter division. Murray will also play an active rolein creating a cohesive offering of Landmark’s FBO and MRO services.

John “Jay” Neely III becomes vice president, Law and PublicAffairs at Gulfstream Aerospace Corp. In his new role, Neely will leadGulfstream’s Legal department and be responsible for state and localpublic affairs.

Kevin Valik has been appointed North American sales director forGulfstream’s East Division. He reports to Jim Dobbins, vice president,North American Sales, East Division.

BizAv Events 2013

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

INDIAN BUSINESS AVIATION EXPO Nov 5 – 6 Delhi, India / www.miuevents.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Nov 6 - 8 Kansas City, MO, USA / www.aea.net

MIDDLE EAST BUSINESS AVIATION CONFERENCE (MEBAC) Nov 17 Dubai World Trade Centre, UAE / www.mebaa.comDUBAI AIRSHOW Nov 17 – 21 Dubai World Trade Centre, UAE / www.dubaiairshow.aero AVM SUMMIT (PAMA) Nov 21 – 22 Orlando, FL, USA / www.avm-summit.comCEPA EXPO Nov 26 – 28 Prague, Czech Republic / www.cepa.aero

AIRCRAFT ACQUISITION PLANNING SEMINAR Dec 10 - 11 Scottsdale, AZ, USA / www.conklindd.comOFFSHORE AIRCRAFT REGISTRATION Dec 12 – 13 Oranjestad, Aruba / www.aeropodium.comNBAA: SCHEDULERS & DISPATCHERS CONFERENCE Jan 14 – 17 New Orleans, LA, USA / www.nbaa.org

MIDDLE EAST BUSINESS AVIATION CONF (MEBAC) Jan 15 Bahrain / www.mebaa.com

BAHRAIN INT’L AIRSHOW Jan 16 – 18 Bahrain /www.bahraininternationalairshow.com

U.S. SPORT AVIATION EXPO Jan 16 – 19 Sebring, FL, USA / www.sport-aviation-expo.com

NBAA: BUSINESS AVIATION REGIONAL FORUM Jan 30 Boca Raton, FL, USA / www.nbaa.org

AIRCRAFT INTERIORS MIDDLE EAST (AIME) Feb 5 - 6 Dubai World Trade Centre, UAE / www.aime.aero

NBAA: BUSINESS A/C FIN-REG-LEGAL CONF Feb 6 – 7 St. Petersburg, FL, USA / www.nbaa.org

SINGAPORE AIRSHOW Feb 11 - 16 Changi Center, Singapore / www.singaporeairshow.com.sg


3 BizAv News / Events

Jay NeelyBen MurrayBrent MonroeSkip MadsenHarrison FordGustavo Botura

Dwane Wallace (left, pic-tured with Clyde Cessna) hasbeen enshrined into the NationalAviation Hall of Fame. Known as‘Mr. Aviation,’ Wallace’s visionaryleadership brought Cessna Air-craft into the modern agethrough the aggressive expan-sion of the company’s productline, including the introduction ofthe world’s most successful lineof business jets - the CessnaCitation.


Please contact:Andrew Pearce - UK

Call: +44 (0) 7557 237 730 Email: [email protected]

Harald Maron - TorontoCall: +01 (905) 673 0800 Email: [email protected]

Ken Moon - VancouverCall: +01 (905) 604-273-8686 Email: [email protected]

Citation VIIThis Citation VII is offered for sale with 7,300 hours TotalTime and engines enrolled on MSP. The 8 place interior isconfigured with a single side facing seat, 4 place club and2 aft forward facing seats and belted lav. The avionicsinclude dual Universal 1L

Gulfstream IVSPLate model Gulfstream IVSP with 13 passenger interioroffering excellent comfort and amenities.

• Part 135 – US registered aircraft• Engine Mid Life completed March 2010• MSG-3 Maintenance Schedule and on CAMP• 150 APU upgrade on MSP Gold• EGPWS with RAAS• Forward and Aft Lavatories• Cabin WIFI, I-Pod station & VOIP• Excellently appointed AFT Galley

CL 601-3A/ER S/N 5069Innotech-Execaire is pleased to offer this 10 passengerChallenger 601-3A/ER for sale. The aircraft interior wasrefurbished in 2010 and includes a 4 place belted divanwith a forward lav and aft galley.

The aircraft currently has 7,522 hours and4,751 cycles

www.execairejetsales.com

Innotech November_Layout 1 22/10/2013 12:31 Page 1

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

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

[email protected]

follow us on twitter@HopkinsonAssoc

Cessna CitationUltras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

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

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

J Hopkinson 2 November 22/10/2013 12:33 Page 1

Serial Number: 32777Airframe TT: 3632Landings: 1453

Able to accommodate 19 passengers, thisEU-OPS 1 certified aircraft will meet all of yourexpectations and beyond. Truly comfortable andsophisticated, it features internet access, Ipodstations, Ipads, 3 lounge areas, a bedroom and abathroom with a shower. The cabin of thisBoeing BBJ2 can be turned into a sleepingconfiguration of 14 beds. It also offers a greatcargo space, with nearly 900ft of storageavailable. This business jet is a unique producton the market. It features 6 auxiliary fuel tanks(1 fwd + 5 aft) for a capacity of 30t, which give itthe best range in its category. The aircraft wasfully refurbished (interior) in April 2009. LastMajor maintenance: The 9 years C Check as wellas the landing gears overhaul were performed inJune 2012. Next Major maintenance: The Ccheck in June 2015

Airframe & EnginesCFM International, CFM56-7B27Eng#1: S/N: 888428, Eng#2: S/N 888429.APU: Honeywell, GTCP131-9B, S/N P-5991Avionics2x E/R HF/com Rockwell Collins, 3x E/RVHF/Com Rockwell Collins, 2x E/R VHF NAVRockwell Collins, 2x E/R VHF COM ATCRockwell Collins, ELT Artex, 2x MMR/ILSReceiver Rockwell Collins, 2x ADF ReceiverRockwell Collin, 2x Marker Beacon RockwellCollins, 2x DME Rockwell Collins, 2x Radio

altimeter- Rockwell Collins, 2x ATC TransponderRockwell Collins, TCAS II / ATS Rockwell Collins,Weather Radar Rockwell Collins, 2x GPSRockwell Collins, Satcom Honeywell, SELCALLDecoder, 2x FMS Smith, 2x ADIRU Honeywell, 2xADC Rockwell Collins, EGPWSHoneywell, 2xFMC, MNPS, RVSM, BRNAV, RNP 5, HGS Model4000, Reinforced cockpit door.InteriorThe cabin is divided into the galley area, crew rest,lounges, lavatories, and the master bedroom.Furnishings in the forward hallway/crew rest areainclude: Three stowage cabinets, Two crew seats,Pull-out table, Cabin attendant seat. Furnishings inthe forward lounge include: Four VIP seats, Twodivans, Two room-length credenzas, Two free-standing tables, Four credenza coffee tables.Furnishings in the aft lounge include: Five VIPseats, Two divans, Two roomlength credenzas, Tworound coffee tables, Two stowage cabinets, Pull-out table, Two Hi-Lo tables. Furnishings in the afthallway include: Three stowage cabinets.Furnishings in the master bedroom include: Abench, A bed, Two room-length credenzas,A stowage cabinet, Two nightstands. Threelavatories are installed on the aircraft: aproductioninstalled standard Boeing lavatory inthe galley/entry area, a VIP bathroom, and amaster bathroom. Each lavatory contains over-head oxygen masks which deploy automaticallyduring cabin depressurization. 19 seats certifiedfor occupancy during taxi, takeoff and landingExteriorWhite with design blue stripes and several redand blue stripes on the tail

SHOWCASE

Boeing 737-800 / BBJ2


Global Jet MonacoFlorian Van Der Cruyssen, Aircraft Sales Director,L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@

globaljetmonaco.comwww.globaljetconcept.com

Global Jets November 24/10/2013 09:45 Page 1

SHOWCASE

Serial Number: 20059Registration: N659JFAirframe TT: 1976.4Landings: 1068

Airframe & EnginesEngine Plan MSP. Engine Model 2 x HTF7000

Engine #1 Engine #2Serial Number: P-118233 P-118229TSN (HRS): 1976.4 1976.4CSN: 1078 1075TS MPI (HRS): On Condition On ConditionMPI Due (HRS): On Condition On ConditionTime Since CZI hrs On Condition On ConditionCZI Due (HRS): On Condition On ConditionMPI/CZI Intervals hrs On Condition On ConditionAuxiliary Power UnitAPU Plan MSP Honeywell GTCP 36-150Type BDSerial Number P-154Time Since New (HRS) 1286AvionicsAvionics Suite / EFIS 1 CollinsFlight Management System (FMS) 2 CollinsAir Data Systems (ADS) 2 CollinsNAV Radio (NAV) 2 CollinsAttitude Heading Reference (AHRS) 2 CollinsNavigation Radio (GPS) 2 CollinsDistance Measuring Equipment (DME) 2 CollinsAutomatic Direction Finder (ADF) 2 CollinsAutopilot/ Flight Director (AP/FD) 1 CollinsFlight Director (FD) 2 CollinsVHF Radio (VHF) 2 CollinsHF Radio (HF) 2 CollinsSELCAL 1 Collins

Weather Radar 1 CollinsRadio Altimeter 1 CollinsAdditional Avionics EquipmentEnhanced MapsLightning DetectorFMS V-Speeds3rd VHF Datalink CommObservation Audio System at Cabin SeatCompliance8.33kHz SpacingFM ImmunityRVSM CapableRNP 10 CapableB-RNAV (RNP 5) CapableNAT MNPS CapableExtended Overwater EquippedInteriorSeating 9Galley ForwardJumpseat Yes Flight Certification OnlyLavatory AftConfiguration Arrangement HeadrestsForward Cabin Right 2 Place Club Aft FacingForward Cabin Left 2 Place Club Aft FacingAft Cabin Right 2 Place Club Aft FacingAft Cabin Left 3 Place DivanGalleyRight Side Deluxe GalleyTIA Microwave OvenCoffee Maker (Loose Equipmet)Sink with 4 Gallon Water SystemDual Electric Hot PotsLavatoryStandard Plated Sink Option


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

2005 Bombardier Challenger 300Photos FGL Associates

IAG Bombardier Challenger November 22/10/2013 17:01 Page 1

SHOWCASE

Serial Number: 189Registration: N144FHAirframe TT: 3958.8Landings: 2122

Airframe & EnginesEngine Plan: MSP GoldEngine Model: 3 x TFE731-5BR

Engine #1 Engine #2 Engine#3Serial Number: P101388 P101386 P101387TSN (HRS): 3958.8 3958.8 3958.8CSN: 2122 2122 2122TS MPI (HRS): 1827.9 1827.9 1827.9MPI Due (HRS):4630.9 4630.9 4630.9CZI Due (HRS): 5000 5000 5000Auxiliary Power UnitAPU Plan MSPType GTCP 36-150FSerial Number P-401Time Since New (HRS) 2774Hot Section Due (HRS) 4500HS Interval (HRS) 4500AvionicsAvionics Suite/ EFIS Honeywell Primus 2000Data Loader (DL) Honeywell DL-900Compass SmithsStandby Instruments SextantStandby Horizon J.E.T. ElectronicsFlight Management System (FMS) HoneywellControl Display Unit (CDU) Honeywell CD-810Air Data Systems (ADS) Honeywell AZ-840Inertial Reference System (IRS) Honeywell Navigation Radio (GPS) Collins Distance Measuring Equipment (DME) CollinsAutomatic Direction Finder (ADF) Collins

Autopilot/ Flight Director (AP/FD) HoneywellAudio System Baker B-1045/M-1050Additional EquipmentSecuraplane 450 Security SystemSix Securaplane Aerial View CamerasFoxtronics Battery Temperature IndicatorDual Digital Davtron ClocksCompliance and Capability8.33kHz SpacingFM ImmunityCurrent FAA Part 135 ComplianceRVSM CapableRNP 10 CapableB-RNAV (RNP 5) CapableNAT MNPS CapableCAT II CertifiedInteriorSeating 18. Jump Seat 1. Galley ForwardLavatory Aft + Forward Crew Lav. Dividers GalleyPocket Door, Mid Cabin Tracking StowableCurtainGalleyRight Side Main Galley. Left Side Aux GalleyMicrowave. Convection Oven. Coffee MakerInterior FinishingBird's Eye Maple High Gloss Veneer, CamelLeather Seats and Divans, Ultra Suede Headliner,New Carpeting 2011Cabin EquipmentBaker Entertainment Management SystemNine Baker LCD modular switch controlsOne Baker 18" LCD MonitorDual Baker 15" LCD MonitorsExteriorOverall White with Blue Stripes


2001 Dassault Falcon 900C

Lease Only


IAG Falcon 900C November 22/10/2013 17:03 Page 1

Serial Number: 25Registration: N699MCAirframe TT: 3064.4Landings: 1390

EnginesEngine Plan: ESP GoldEngine Model: 2 x PW308C

Engine #1 Engine #2Serial Number: 75 76TSN (HRS): 2889 2979.7CSN: 1303 1341Auxiliary Power UnitAPU Plan MSPType GTCP 36-150Serial Number P-353Time Since New (HRS) 1718Cycles Since New 2692Maintenance - GeneralMaintenance Tracking AVTRAKMaintenance Schedule OCIP A ChecksAvionicsAvionics Suite/EFIS Collins ProLine 4/EFIS 4000Compass SmithsStandby Instruments Meggitt Secondary Flight DisplayFlight Management System (FMS) Collins FMS-6100 w/Dual GPS

Air Data Systems (ADS) Collins ADC-850CInertial Reference System (IRS) HoneywellLASEREF IV

Attitude Heading Reference (AHRS) CollinsAHS-3000

Navigation Radio (GPS) Collins VIR-432Distance Measuring Equipment (DME) CollinsDME-442

Automatic Direction Finder (ADF) Collins ADF-462

Autopilot/ Flight Director (AP/FD) Collins APS-4000Audio System Baker B1045VHF Radio (VHF) Collins VHF-422CRadio Tuning Units (RTU) Collins RTU-4210HF Radio (HF) Collins HF-9000SELCAL Coltech Dual ChannelAdditional EquipmentFADEC Mach HoldFoxtronics Battery Temperature IndicatorCabin Temperature Indication- Control with Duct TempEnlarged Oxygen Bottle (115 cu. ft.)First Aid Oxygen System (1 mask and 1 outlet)Two (2) Winslow 9-Man Life Rafts with StorageProvisions (Part FAR 135)

FAR Part 135 Material Burn Certificates and SwatchesCompliance8.33kHz Spacing. FM Immunity. RVSM CapableRNP 10 Capable. B-RNAV (RNP 5) CapableNAT MNPS Capable. CAT II CertifiedInteriorSeating 10Jump Seat 1 ERDA w/Floor Storage Drawer3rd Crew Audio/Oxygen. Galley ForwardLavatory Aft. Dividers Galley Pocket DoorInterior FinishingVeneer Fig Red Birch (Light Beige) 2004Plating Polished Champagne Gold 2004Headliner Ultraleather (Beige) Cut Pile, Vine & Leaf Carpet Design 2004Forward Seats Beige Leather 2004Aft Seats Dark Beige Leather 2004Countertops Avonite Beige Speckled 2004ExteriorOverall White with Green, Maroon & Gold"Ribbon" Stripes

SHOWCASE


2004 Dassault Falcon 2000EX


IAG Falcon 2000EX November 22/10/2013 17:05 Page 1

SHOWCASE


Northern Jet ManagementGerald R. Ford International Airport

5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Tel: +1 616 648 2656Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Serial Number: 550-1134Registration: N412BTAirframe TT: 4548Landings: 3636

EnginesLeft Engine 4548Right Engine 4548Both engines 0 since overhaul at Pratt

Avionics• Honeywell Primus 1000 Integrated FlightDirector & Autopilot System• 3-tube 8x7” EFIS• Dual 196B Comm radios with 8.33 Capabilities• Dual Nav• ADF• Dual RMI• Dual Mode S Transponders• Dual DME• Universal UNS1 L FMS• Honeywell TCAS II• Honeywell Mark VIII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency Locator Transmitter• Cockpit Voice Recorder• N1 Computer Indicator• Radio Altimeter

ExteriorOverall Snow White with Black Metallic, Silver PlatMet

InteriorFire-blocked Seven passenger executive interiorin a center club configuration with an aft beltedseat for an eighth passenger. Left and Rightexecutive tables with Sienna leather inlays in thecenter club. Seating is finished in Willow leatherwith Mink lower sidewalls, and finished TopazKayawood gloss laminate.

Optional Equipment• Freon Air Conditioner• Ski Tube• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable

2006 Citation Bravo

Northern Jet Citation Bravo September 23/10/2013 14:01 Page 1

SHOWCASE


• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 2763Landings: 2230

• Extended Range Fuel• Fresh A-D check at Bombardier Wichita

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 2575 / Right Engine 2567 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


5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Direct: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear 40XR September 23/10/2013 14:11 Page 1

SHOWCASE


Serial Number:Registration: N93XRAirframe TT: 1872Landings: 1469

EngineLeft: 1872, Right: 1872

Avionics• Second Universal UNS-1E FMS• Enhanced Mode S Transponders• Dual KHF-1050 Communication with SELCAL• Steep Approach Capability• Second Automatic Direction Finder (ADF)• Cockpit Voice Recorder• Digital Flight Data Recorder• Electronic Flight Bag (EFB)

Entertainment• Airshow 410• Forward monitors• DVD system• Cabin audio• XM Radio

ExteriorOff White with Sandalwood Tan Stripes

InteriorEight passenger seats in a double clubconfiguration with a belted lav seat certified fortakeoff and landing. Interior is finished in tantones and satin nickel plating.

Optional Equipement• Concorde Batteries-38 Ampere-Hour (Exchange)

• Tail Illumination Package• Exterior Lighting Package• Lighted Control Wheel Chart Holders• Pulsating Recognition Lights• Aircraft Locking Package• Foreign Certification

2009 Learjet 45XR


5500 - 44th Street, SE • Grand Rapids, MI 49512www.northernjet.net

Tel: 800 462 7709 Direct: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear45XR Nov 23/10/2013 14:15 Page 1

SHOWCASE


Falcon 900B

Business Aircraft Group25700 Science Park Drive

Suite# 210, Beachwood, Ohio 44122

Tel: +1.216.781.1200 E-mail: [email protected]

Serial Number: 081Registration: N33GGAirframe TT: 9050Landings: 8003

THE NEXT OWNER WILL ENJOY the financial &operational benefits of the “major maintenance”inspections just completed on this fine Aircraft

Business Aircraft Group is pleased to offerthis exceptional Falcon 900B with thefollowing SPECIAL FEATURES:

• Engines and APU on MSP GOLD• FRESH LANDING GEAR OVERHAUL• FRESH INSPECTIONS INCLUDING;1A,2A,3A,1A+,2A+,4A+,Z,1B,2B,3B,1C,2C & 4C

• FULLY EU-OPS COMPLIANT• Honeywell MCS7000 SATCOM/Wifi Capable• Forward & Aft Lavatory

Airframe & EnginesTT 9050 Hrs, Total Cycles 8003 Engine 1 TT 8915 Hrs, Cycles 7868Engine 2 TT 8913 Hrs, Cycles 7837Engine 3 TT 8903 Hrs, Cycles 7880APU TT 4553

AvionicsAvionics Package: Dual Sperry EDZ-820/ProLineIIEFIS: Dual Sperry EDZ-820Flight Director: Dual Sperry EDZ-820Communication Radios: Triple Collins VHF-22CNavs: Dual Collins VIR-32DME: Dual Collins DME-42

Transponder: Dual Collins TDR-94DFMS: Honeywell FMZ-800 w/ Quad DensityWorld DatabaseHF’s; Dual King KHF-950IRS: Triple Honeywell LASEREF IIIRadar Altimeter: Honeywell AA-300TCAS: Collins TCAS-94 TCAS-IICVR: Fairchild A100FDR: Fairchild F800ADF: Dual Collins ADF 60BA/P Sperry DFZ800RADAR: Sperry Primus 870 w/ lightning sensorADC: Dual Sperry AZ810AOA w/ Dual Indexers

Interior13 Passenger Interior with Beige Leather Seats& DivanForward Cabin Four-Place Executive Club Chairsw/Two Pullout TablesMid Cabin Four-Place Dining Group OppositeCredenza w/Single Dining SeatAft Cabin Group w/ Three-place DivanOpposite Two placeExecutive Club ChairsForward Galley w/Electrical Oven, MicrowaveOven, Coffee MachineForward & Aft LavatoryHoneywell MCS7000 SATCOMCabin Entertainment System, Forward 15’’Monitor and Four 10’’ Monitors


BAG Falcon 900B November 22/10/2013 12:48 Page 1


Serial Number: 680-0028Registration: N865ECAirframe TT: 3341.8 Landings: 2716

• Enrolled on Cessna ProParts• CESCOM Tracking Program, MSG-3EnginesPratt & Whitney PW306C 100% JSSI Engine ProgramAPU: Honeywell RE 100 100% JSSI APU ProgramAvionicsHoneywell Primus EPIC EFIS systemwith 8”x10” LCD displaysTwo (2) Each Primary Flight Display (PFD)Two (2) Each Multi-Function Display (MFD)Engine instruments displayed on one MFDDigital Auto Pilot/Flight Director (Primus EPIC)

Dual Collins AHC-3000 AHARSHoneywell Primus EPIC Radios8.33kHz channel spacingDual VHF Navs (VOR/LOC/GS/MBDual Mode S Diversity TranspondersDual DMESingle ADFHoneywell Primus 880 RadarHoneywell Enhanced Ground Proximity WarningSystem (Primus EPIC Module)Honeywell TCAS II (CAS67A)Honeywell AA-300 Radio AltimeterDual Integrated Flight Management System with GPSCockpit Voice RecorderThree Frequency Emergency Locator TransmitterThrust ReversersAuxiliary Power Unit (APU)

Quick Donning Oxygen MasksDual 44 amp hr NiCad Batteries (Saft)Aircell AST3500 Cellular/Satellite PhoneAircell ATG 5000 High Speed Internet SystemXM WeatherInterior• Nine Passenger Double Club Seating with Single

Forward Side-Facing Seat• RH Forward Refreshment Center• Eight Pedestal-mounted Seats with Full Berthing, Swivel

and Pedestal Tracking Features• Four Executive Tables• Aft Lavatory with Externally Serviceable, Flushing,

Non-Belted Toilet and an Adjacent Sink• Cessna Design Center standard fabrics, leathers,

carpets, laminates, wood veneers and plating.• Pleated Window Shades

2005 Citation Sovereign

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 560-5510Airframe TT: 2482.6 Landings: 2396

• CESCOM Maintenance Tracking Program• JSSI Engine Program Engines and APU• Enrolled in Cessna Pro Parts• RVSM Certified• MSG-3 Inspection ProgramEnginesPratt & Whitney PW545B 2482.6 Total HoursAPU; Honeywell RE 100(XL) 2094.1 Total HoursAvionicsHoneywell Primus 1000 Integrated 3 Tube EFIS-Two primary Flight Displays-Dual Honeywell AZ-950 Air Data ComputersHoneywell Primus II Radio Package

-Dual Honeywell RM-855 Radio Management Units-Dual Honeywell AV-850 Digital Audio Control Panels-Dual Honeywell RCZ-833 Comm-Dual Honeywell RNZ-850 Nav, Transponder with ModeS, DME. And ADF-Honeywell CD850 Standby Radio Control HeadHoneywell AFISHoneywell TCAS II TPU 67A With Change 7Honeywell MARK V EGPWSHoneywell Primus 880 Color Weather RadarHoneywell LSZ-860 Lighting SensorHoneywell Primus 1000 Dual FMSDual Honeywell CD-820 Control DisplaysHoneywell Radar Altimeter RT-300L3 Communications FA2100 CVRArtex ELT C406-2Aircell AST3500 Cellular/Satellite Phone

XM WeatherFeatures and OptionsPulselight System Interfaced To TCASCockpit Speaker Mute SwitchAirshow 400 Briefing System with gensisNickel Cadmium Battery77.1 Cubic Foot Oxygen BottleEROS Oxygen MasksAngle of Attack IndexerInteriorSeating for up to nine passengers. Forward side facingtwo place couch covered in tan leather. Six executiveseats covered in tan leather 4 place club seating and 2 aft cabin forward facing seats. Single side facing seatacross from aft potty. Charcoal grey carpet. ForwardRefreshment center with hot liquid and food servicestorage. Aft flushing toilet externally serviceable.

2004 Cessna Citation Excel XLS Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

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

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Mente Sovereign CitXLS Nov new 22/10/2013 12:50 Page 1

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Serial Number: 560-5575Registration: N75XLAirframe TT: 4,954.2 Landings: 4,574

• FRESH ENGINES• DELIVERS ON ESP GOLD

EnginesPW545B: L/H: 4954.2 HRS TSNR/H: Completion in July 2013APUHoneywell RE100XL 808.5 HRS TSN, 1789 CSNAvionicsHoneywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDRHoneywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAASDual Honeywell DM-850 DME AirCell ST-3100 Satcom PhoneDual UNS-1Esp 803 Software UniLink UL-701 COM Data Management SystemFeatures & EquipmentRVSM Artex C406-2 ELT MSG-3 maintenance as of July 20088.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde BatteryL3 FA2100 CVR Cockpit Speaker Mute Switch

Precise Pulselites HF-1050 ProvisionsAv Visor Plus, LED wing, navigation and strobe lightsInteriorSix premium grey leather executive seats arecomplimented by a two-place side facing divanopposite entry door and belted seat opposite the lav. Burl cabinetry, grey headliner, grey sidewalls,neutral lower sidewalls and grey carpeting, extendedgalley with ample storage and ice cooler. Three110-volt outlets.ExteriorMatterhorn White with Starlight Silver, Ocean Blue Metallicand Columbia Blue Pearl striping.Inspections/MaintenanceCESCOM-CAMPDOC 44 c/w May 2012

2005 Cessna Citation XLS

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 680-0132Registration:Airframe TT: 2750 Landings: 1521

Airframe & EnginesPratt & Whitney PW 306C Engines on Power AdvantageLeft: 2750 Hours 1470 CyclesRight: 2750 Hours 1470 CyclesAPU: 818 hours 1641 CyclesPro PartsCESCOMAvionicsHoneywell Primus Epic 4-Tube EFISDual Honeywell TR-65A COMMDual Honeywell NV-875A NAVSingle Honeywell DF-855 ADF

Dual Honeywell XS-875A Mode S Transponder w/ EHSDual Honeywell FMSDual Honeywell GPSHoneywell CAS-67A TCAS II w/ Change 7Honeywell Primus 880 RADARHoneywell RT-300 RADALTHoneywell EGPWS w/ WindshearHoneywell HF-1050 w/ Coltech SelcalCVRAdditional EquipmentElectronic ChartsRAAS / WASS AirCell ST-3100 Sat/Com w/ 2 Cabin &1 Cockpit

Handsets & Intercom110 VAC Electrical OutletsLCD Video Monitor (10.4”)Dual Disc DVD w/ Remote

Airshow 4000Extended Range Oxygen SystemEros Oxygen MasksPulse Light System w/ TCAS InterfaceAirshow Cabin Briefing SystemDual aileron trim optionSurvival life raft certified for Part 135 operationsInterior9 passenger seatsGray leather8 video monitors at seatsFwd Galley with electric ovenMaintenance Details1A (400hr) complied with at 2589 hrs. Due in 232 hrs2A (800hr) complied with at 2192 hrs. Due in 235 hrsalong with the 1A

3A (1200hr) complied with at 2192 hrs. Due in 635 hrs

2007 Cessna Sovereign Kyle FoddrillCell: +1 (817) 372-4527,E-mail: [email protected]

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

Mente Cit &XLS Sovereign Nov 22/10/2013 12:52 Page 1

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Serial Number: 162Airframe TT: 3659.7Landings: 1886

• One owner since new• Forward and aft lavs• 12 Pax• Excellent maintenance and records• MSP GOLD• Very low time

Airframe & EnginesHoneywell TFE731-5BR (On MSP Gold)Eng 1: 3629.7 TSN 1846 CSN 1534.9 TSMPIEng 2: 3628.7 TSN 1857 CSN 1533.9 TSMPIEng 3: 3616.5 TSN 1849 CSN 1521.7 TSMPIAvionicsCOM: Dual Collins VHF-22CNAV: Dual Collins VIR-32A/P: Honeywell SPZ-8000ADF: Dual Collins ADF-60BADC: Dual Honeywell AZ-810 DME: Dual Collins DME-42XPNDR: Dual Collins TDR-94D Mode SFD: Dual Honeywell SPZ-8000GPS: Dual Honeywell 12 CHANNELFDR: LORAL F1000INS/IRS:Honeywell LaserefHFCOM: Dual King KHF-950FFONE: Magnastar C2000RALT: Honeywell AA-300EFIS: Honeywell EDZ-820 w/5 TubeRADAR: Honeywell Primus 870FMS: Dual Honeywell NZ-2000 / GNSXLSEGPWS: Honeywell MK-VRADAL: Honeywell RT-300

CVR: LORAL A1005TCAS: Collins TTR-920AFIS: WulfsbergFeatures/Options/MaintenanceRVSM Compliant, N1DEEC’s, RNP-10, FMImmunity, 8.33 Mhz, Pilot and Co-Pilot Class IIEFB’s, Concord Lead Acid Batteries, ShadinSerial Data Converter, Flight ID, Cockpit mountedcamera, Artex ELT, 2C inspection & Landing GearOH c/w Feb. 2009 at Standard Aero, 2Binspection c/w Mar 2011, 4A+ c/w Sept 2011, Zinsp. c/w Mar 2011, May 2012 A inspection c/wInteriorForward four club seats, Mid Cabin Dining Tableand four seats, Credenza opposite dining table.Rear cabin has three seat divan with storage unitsand Single Seat Opposite. All Tan Leather Seatswith Rosewood, Beige Carpet and Headliner.Forward and Aft lavatory with vanity.Entertainment system with DVD and CD MusicPlayer, (2) Baker Video Monitors, One RosenMonitor , Airshow Genesys, New Carpet 2007ExteriorWhite upper with gray lower fuselage with redstripe – New 2004 by Jet Aviation PBI


Peregrine Aviation ServicesBoca Raton • San Francisco

www.peregrineaviation.com

Steve DandeneauBoca Raton, FloridaTel: +1 (561)-417-6300Email: [email protected]

Scott DandeneauBoca Raton, FloridaTel: +1 (561)-417-6300Email: [email protected]

Bill HandySan Francisco, CaliforniaTel: +1 (415) 643-6992Email: [email protected]

Yalin BilginBoca Raton, FloridaTel: +1 (561) 271-6105Email: [email protected]

1997 Falcon 900B

Price Drastically Reduced by Over One Million DollarsNew Price – $10,700,000

Replacement Aircraft arriving soon!

Peregrine Aviation Nov 22/10/2013 14:16 Page 1

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TRIAIR BERMUDA LTDBusiness Aviation Centre Farnborough Airport,

Farnborough, Hampshire, GU14 6XA,United Kingdom

Tel: +44 (0) 1458-241112Fax: +44 (0) 1458-241706Mob: +44 (0) 7785-364567E-mail: [email protected]

2009 Dassault Falcon F7XSerial Number: 036Airframe TT: 2136Landings: 531

• Entry into service January 2009• Total time 2136 hours & 531 cycles• Engines on ESP Gold• Engines on condition with FAST DTUinstalled

• 12 passenger interior• EU-OPS 1 Certification• Location United Kingdom• Full World wide Commercial Operationalso available for qualified buyers

• Asking Price $36 Million

EnginesEng: S/N: PCE-CH0029 : 2136 hrs Cycles: 631Eng: S/N: PCE-CH0030 : 2136 hrs Cycles: 631Eng: S/N: PCE-CH0031 : 2136 hrs Cycles: 631Engine Type: Pratt & Whitney Canada PW307AAPUS/N: 1163 hours Honeywell GTCP36-150 (FN)AvionicsHONEYWELL PRIMUS EPIC SYSTEM(EASY1)Honeywell SSFDR

Flight Display System(w/4each 14” LCDs, 2 eachCursor controls - 1 Honeywell EASy

Flight Control Systems - 2 Honeywell EASyAuto Throttle System - Honeywell EASyCrew Alerting & Aural Warning Systems- 3 Honeywell

Central Maintenance Computer - 1 HoneywellInteractive Dual Checklist - 1 Honeywell

Flight Management Systems - 3 Honeywell EASyGlobal Positioning Systems - 2 HoneywellNV-875X

Enhanced Ground Proximity & Windshear WarningSystem - 1 Honeywell

VHF Communications System - 3 HoneywellTR-866B

Additional EquipmentFacsimile/Copier (interfaced with SATCOM)- 1 Brother T106

Flightdeck Printer (used for AFIS andMaintenance Functions) - 1 Miltope TP-4840AFIS Capability - 1 Honeywell Easy CommunicationsAdditional Data Ports. NAV Interface to ELTA ELTEASy Jeppeson ChartsCabin SystemsCollins Cabin Audio Amplifier SystemCollins 3.8” Color LCD Touch Screen Control inGalley Area

Collins 3.8” Color LCD Individual Switch Panel (10 each)Collins Mechanical A-Type Individual Switch Panel(2 each)

Sony Stereo Headsets (14)Interior15 seat but only certificated for 12 passengersdue seating next to bulkhead restrictions

Front 1 divan-club 2Dining area club 4 and credenza with fold outseat (not certificated for Take-off or landing)Aft 2 Three-place Divans-berthing capacity

Aft Cabin Dividers with stowable curtain withfixed track in headliner

Recliner type leg rest in single seats (2)Tracking table top with 12” plug in extension forelectric table

Triair Bermuda Ltd October 22/10/2013 14:29 Page 1

Serial Number: 22628Registration: VP-CBAAirframe TT: 7,504.1Landings: 2,979

• The Lowest Time and Lowest CycleB737-200 in the world

• VIP configured• 24 passenger capacity• Forward Cargo Hold Capacity: 1000 lbs and Aft Cargo Hold Capacity: 1800 lbs.

• Endurance: 08:15 – Range: Approximately3,5000 NM (with NBAA IFR Reserves)

EnginesPW JT18D-17 with Nordam Stage III Hush-KitEng 1: Total Engine Time: 7,504.1 Cycles: 2,9791,587.1 SMOH Volvo Aero – Sweden 15.09.06Next due: Sept 2014.Eng 2: Total Engine Time: 7,504.1 Cycles: 2,9791,587.1 SMOH Volvo Aero – Sweden 15.09.06Next due: Sept 2014.APUHoneywell GTCP-85-129EAdditional HighlightsThis is the lowest time and lowest cycle B737-200 in the world. The aircraft is in pristinecondition, having undergone a complete interiorand avionics upgrade in 2007. It was originallydelivered as a VIP aircraft to the United ArabEmirates Government. During most of its life itwas operated as a Head of State aircraft underthe most stringent maintenance requirements ofLufthansa Technik-Hamburg’s total care program.

All records are available since day one and thereis no damage historyAvionics• Dual Litton 92 INS – Laser gyro• Dual UNS1F FMS – Universal Avionics FlightManagement system with GPS

• Dual Universal Avionics – Radio Control Units – RCU• Universal Avionics EFI890 – Multi FunctionDisplay – Moving Map, weather, traffic, terrain,SVS, EVS

• Universal Avionics Vision One – Synthetic Vision• Universal Avionics Application Server Unit –Electronic Flight Bag

• Universal Avionics UL-701 Data-link• Miltope TP-4429 Cockpit Printer• Max- Viz 1500 EVS – Enhanced Vision System(Infrared Camera)

• TCAS – II with Change 7• Dual Collins High Frequency Radios (HF)Cabin Equipment• The interior was completely refurbished in 2007by Synchro Aircraft Interiors – Van Nuys, California

• New leather seats, new carpet, new healiners.Interior is fire-blocked and FAR 25.853 compliant.

• New forward and aft galley with new equipment:oven, microwave, refrigerator, freezer

• Forward crew rest area, 3 lavatories, Mid-Cabin private bedroom, private office and aft lounge.

• Satellite Telephone.• 24 seat capacity. There is one cockpit jump-seatplus 3 flight attendant seats.

Maintenance Status• The Aircraft is maintained under a Boeing MSG-3 Low Utilization Maintenance Program (LUMP)= less than 1,200h per year.

SHOWCASE


Twinjet Aircraft Sales (UK) LimitedEssex House, Proctor Way,

London Luton Airport , Beds LU2 9PE, UK

Tel: +44 (0) 1582 733615Fax: + 44 (0) 1582 400098Email: [email protected]

1981 Boeing 737-200 AdvancedAsking Price US$8 Million

Twinjet November 22/10/2013 14:31 Page 1

Serial Number: 750-0232Registration: OE-HACAirframe TT: 3,542Landings: 1987

EnginesEngine Number 1: Rolls Royce AE3007C1Engine S/N: CAE 330487. Engine HSN: 3,542.Engine CSN: 1,987Engine Number 2: Rolls Royce AE3007C1Engine S/N: CAE 330484. Engine HSN: 3,542.Engine CSN: 1,987

APUHoneywell 36-150(CX)APU Serial Number P-355APU Hours Since New 3,673

AvionicsHoneywell Primus 2000CVR L3 Con 000263081FDR Honeywell 10548Dual MADC Honeywell 7004700-607Dual COM Honeywell 7510700-665Dual NAV Honeywell 7510100-731/3Dual GPS Honeywell HG2001GD03ELT Martec 81821502-02AFIS Honeywell 400-045500-0003Dual HF Honeywell 064-1015-01Altimeter Honeywell 7001840-936SATCOM Aircell 400-10640-001GNSSU Honeywell HG2021-GD02Selcal AvTech 1200008-000EGPWS Honeywell 965-0976-040-213-213

Dual IAC Honeywell 7017300-31424TCAS Honeywell 066-01146-1211

Interior Configuration and OptionalEquipment8 seats in two club four arrangementsSide mounted folding tables between each seat pair110v outletsAirCell AST3500Airshow 400 systemTwo DVD/CD playersLCD Monitors in cabinHot and Cold Galley including MicrowaveWC with Belted option and 110v outletSheepskin Covered Flight Deck SeatsLCD fold down Flight Deck Monitor

Weight DataMaximum Ramp Weight 16,510 kgsMaximum Take Off Weight 16,193 kgsMaximum Zero Fuel Weight 11,067 kgsMaximum Landing Weight 14,424 kgsBasic Empty Weight 9,943 kgsFuel Capacity 5,790 kgs

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International Bureau of AviationContact: Ben Jacques

Tel: +44 (0) 1372 22 44 88Email: [email protected]


2004 Cessna Citation X

IBA Citation X November_Empyrean 22/10/2013 14:33 Page 1

Serial Number: 254Registration: N264CAirframe Total Time: 1245Landings: 474APUHoneywell GTCP36-150(F) (MSP)Engine TypeHoneywell TFE731-60 (MSP)MaintenanceInspections Due: 1A, 2A, 1A+, 2A+, 4A+January 25, 2014; B at 1600 hours; Z May 25,2015; 1C May 25, 2017. EASy II – baselineService Bulletin 414 Rev. 2 complied withExteriorWhite upper and Blue lower fuselage withcustom English Blue and Yellow accent stripes(Original)InteriorLight Beige leather seats, Tan leather lowersidewalls, Ivory headliner, Beige with Blueaccents designer wool carpet, Hi-Gloss FigureCut Marbled Walnut veneer, blue custom fabricdivan, brushed aluminum plating (Original)Seating12 passenger with forward crew and aftlavatoryAdditional EquipmentRockwell Collins FCMS: 21.3 and 17 inchLCD monitor, dual DVD player. Airshow 4000(non-interactive). Honeywell: three AV-900Flight Deck Audio, Selcal, LSS-860 LightningSensor System. Honeywell EASy: ElectronicJeppesen Charts, Uplink Weather capability.Miltope flight deck printer, Meggitt MK2

Secondary Flight Display, ELTA ADT-406(tri-frequency) ELT with NAV interface,Goodrich Ice Detector (Advisory only), 115cubic inch oxygen bottleAvionicsHoneywell Primus Epic System (EASy II)FMS: triple Honeywell EASyGPS: dual HoneywellVHF Communication Systems: triple Honeywell TR-866B

VOR/ILS/Marker Navigation System: dualHoneywell NV-875B

DME Systems: dual Honeywell DM-855ADF Systems: dual Honeywell DF-855Mode S Transponder: dual Honeywell XS-857ATCAS II System: ACSS TCAS-3000Color Weather Radar: Honeywell Primus 880Head-Up Guidance System: Rockwell CollinsHGS-4860

Enhanced Flight Vision System: RockwellCollins EFVS-4860

Communication Management Function:Honeywell EASy

Electronic Flight Bag (EFB): dual CMC CMA-1100 “Pilot View”

HF Communication Systems: dual Collins HF-9000Micro Inertial Reference System: tripleHoneywell Laseref V

EGPWS: Honeywell EASyRadio Altimeter System: dual Honeywell RT-300Cockpit Voice Recorder: Honeywell SSCVR(120 minutes)

Flight Data Recorder: Honeywell SSFDRCentral Maintenance Computer: Honeywell EASy

SHOWCASE

2011 Falcon 900LX


Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned

Dassault Falcon 900LX November 22/10/2013 14:36 Page 1

Boeing 727-100REW “Super 27” Long Range ExecutiveSerial Number: 20512Registration: N311AGAirframe TT: 31,876 Landings: 17,343 Engines Pratt & Whitney #1, #3: JT8D-217C, #2: JT8D-9A3

TIME CYCLESEngine #1 5,627 1,683Engine #2 32,426 45,000Engine #3 5,627 1,683APUGarrett GTCP-85-98C

TIME CYCLESSince HSI: 2,945 2,740 Since new: 5,233 4,267AvionicsCommunications: (2) Honeywell Primus 2 - VHF

(1) Collins VHF-22B – VHF (2) Collins HF-628 with SELCAL (5) Honeywell Audio Panels (Primus 2) (1) Aircell Iridium– phone + ICS (3 phones)(1) Honeywell AFIS Navigation (VHF): (2) Honeywell Primus2: VOR, ILS, DME Instrument Panel Display: (5) Tube EFIS – EDZ-805 Autopilot / Flight Director: (2) Honeywell FMS FMZ 2000(1) Flight Management System: (2) Honeywell LongRange Navigation: (3) Honeywell IRS Laseref (2 Honeywell GPS (1) Honeywell Laser Trak w/ DisplayWeather Radar: (1) Honeywell Primus P880 (color) Transponder: (2) Honeywell – Mode S (enhanced) TCAS II: (1) Honeywell w/ change 7InteriorThere are two galleys: forward (crew) and mid-cabin(main). The three lavatories are located forward, mid-cabin

and aft. In-cabin baggage storage is conveniently locatedat the rear air-stair boarding area and forward vestibule.Large volume baggage stowage is located in the lowercargo bay with external access. There are eight (8)Aircraft Crewmember positions located on the flight deckfor Captain, First Officer, Engineer and Observer; in theforward vestibule with bulkhead seats for two CabinAttendants Aircraft Condition and MaintenanceThis Aircraft is efficiently maintained under the FAAapproved Centurion Aircraft Maintenance Services MSG-3program, which includes 24-month C-check intervals andprogressive inspections for low utilization. LR Tanksrecently re-certified

Price: (please make cash offer forimmediate sale)

SHOWCASE


Serial Number: 258781Registration: A6-ELCAirframe TT: 2,381 Landings: 1,084 Engines Honeywell TFE-731-5BR

TIME CYCLESEngine #1 2,229 hours 1,026Engine #2 2,306 hours 1,053MSP / Fresh, shop visitsAPUHoneywell GTCP-36-150W - 2320 TSNMSP / Fresh, shop visitsAvionicsCommunications: (2) Collins VHF 4000 (1 Collins HF 9000 with SELCALNavigation (VHF): (2) Collins NAV 4000/4500 all + ADF

Flight Director: (1) Collins PROLINE 21-FOUR TUBE Flight Management System: (2) Collins FMS 6000Auto Pilot: (2) Collins FGC-3000 (Cat. II) Long Range Navigation: (2) Collins GPS 4000AAHARS: (2) Collins AHC-3000Radar: (1) Collins Color TWR 850 with Turbulence Transponder: (2) Collins TDR-94D TCAS II: (1) Collins TCAS 4000 Enhanced Ground Prox. Warn: (1) Honeywell MarkV+TAWS, wind shearDME: (2) Collins DME 4000 Air Data Computer: (2) Collins ADC 3000 w/ RVSM

InteriorThe 8-passenger interior is divided into two four-placeseating groups: the forward section consists of fourindividual club chairs with side executive foldaway writingtables; the aft section consists of a side facing three-

place divan opposite a single club chair. Other features:Center seat cushion of Divan folds out to table, optionalunder-seat stowage and drop down seat rests. Allupholstery is leather with wool carpet and colorcoordinated sidewalls and trim with recessed lighting. TheLavatory has a belted seat allowing an extra passenger orFlight Attendant for a total of 9-passengers and 2-crew

Aircraft Condition and MaintenanceThe aircraft has recently emerged from post-leasemaintenance for fresh airframe inspections as well asearly shop visits for both engines and APU. The Aircraftemerged from maintenance on the week of April 22,2013, and is in excellent mechanical condition. Pleasecontact AFL for further details

Price: (please make cash offer forimmediate sale)

2006 Hawker 850XP

Air Fleet Leasing and ManagementCompany, Inc.

1209 Ward Avenue – Suite 100West Chester, PA 19380

Tel: +1 (0) 610-436-4875Fax: +1 (0) 610-436-1185Mob: +1 (0) 610-547-2311E-mail: [email protected]

For further details please contact:

Daniel E Boyajian

Price reduced for quick sale

Price reduced for quick sale

Air Fleet Leasing November 22/10/2013 14:47 Page 1

SHOWCASE

Serial Number: 1337Registration: N52MKAirframe TT: 4504Landings: 2573

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsHAAP and Corporate Jet Support MaintenanceProgramsStandard Honeywell SPZ 8400 Cockpit Packagew/NZ 2000 NavsTriple Honeywell HG1075 Inertial Reference UnitsDual Honeywell FMS and Single Lasertrak NavDisplayCollins Nav/Comm Package with Three Comm’s,w/Dual Collins RTU’s Collins TDR 94 Transponders with EightParameter Enhanced SurveillanceSAT AFIS Equipped with PrinterMagnastar & Honeywell SATCOM 6000, OneCockpit and Three Cabin HandsetsG-Monitor ComputerHeads-up ChecklistFlight Data Recorder2 Hour Voice Recorder

Features & EquipementAirshow Genesis Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and RemoteControlGame Port Connections and LAN ConnectionsThroughoutEight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow AvailableSix Club Seat Rosen Monitors Updated to 6500Series in March 2007

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with three separate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as an aft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables and four 5.6 inch video monitors.

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

Maintenance72 Month inspection done 2010


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

TX 77061

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

1999 Gulfstream IVSP

Recently Reduced Asking Price

AeroSmith Penny October 22/10/2013 14:49 Page 1

SHOWCASE

Serial Number: 9145Registration: HB-JEXAirframe TT: 3728Landings: 1300

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches

• 4C inspection performed at Jet Aviation Basel in July 2010

• 8C inspection due in July 2015• No damage history

Engines (under RR Corporate Care)Rolls Royce Deutschland BR 700-710A2-20• LH: S/N 12405 - 3655 TSN, 1257 CSN• RH: S/N 12406 - 3728 TSN, 1300 CSNAPU (under JSSI)Honeywell RE 220 (GX) S/N P-264Time: 2553 TSN / 3120 CSNAvionics• Communications Triple Honeywell RCZ 833E• Navigation Dual Honeywell RNZ 851• ADF Dual Honeywell P2000XP• RMU Dual Honeywell RM 855• Transponder Dual Honeywell P2000XP, Mode S• Radar Honeywell WU 880• IRS Triple Honeywell Laser Ref III• HF Dual Collins HF 9031A with Selcal• GPS Dual Honeywell HG2021 & GNSSU• FDR Honeywell SS FDR QAR• CVR Honeywell SS CVR• Triple Honeywell Flight System ManagementW/CD 820 CDU

Special Features• Aircraft under CAMP maintenance tracking

service• Aircraft under Bombardier Smart Parts Plus

coverage• Cabin Altitude Reduction for Passenger Comfort(4’500 Feet)

• Honeywell RT 950 TCAS II, Version 7.0• Honeywell Mark V Enhanced GPWS• Honeywell MCS 7000 SATCOM (6 Channel)/2Channel Iridium

• RVSM, 8.33 MHz Spacing and FM ImmunityCertified

• Heads Up Display (HUD), EVS, RAAS• BATCH 2+• Artex ELT 110-406 Emergency Locator Beacon• Teledyne Datalink SystemInterior (refurbished in February 2011)• Twelve passenger configuration and a three-

place divan 9G certified (see, floor plan) in beige leather and brown nubuck

• Forward lavatory and crew rest area• Fully equipped galley and annex• Aft private lavatory, storage closet and baggage

compartment• Cabin entertainment system with flat screenvideo monitors, satellite TV for Europe and USA,WLAN Internet, DVD and an airshow

• Electric window shades• EMTEQ system lighting retrofit• AIMS soundproofing systemExteriorWhite top, light beige bottom with gold accent stripes

Asking price: USD $25,250,000

2005 Bombardier Global Express

Tel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Albinati Global Express Nov 24/10/2013 12:37 Page 1

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Aviation Advisors International Inc8191 N. Tamiami Trail, Sarasota, Florida,

34243-2032

Tel: +1 (941) 351-5400Fax: +1 (941) 359-3448Email: [email protected]

2006 Citation CJ3Serial Number: 525B-0097Registration:Airframe TT: 704Landings: 486

EnginesWilliams FJ44-3A

Left RightTSN 704 hrs 704 hrsCSN 482 482TBO 4000 4000MaintenancePhase I-V c/w 08/2012Complete logs, No damage HistoryAlways hangeredAvionicsA/P: Collins 3 AxisADF: 2 CollinsRadar: Col WXR 800STRMSCOPE: TTR 4000FDR: L3 FA 2100CVR: L3 FA 2100GPS: YESFMS: 2 COL FMS 3000XPNDR: 2COL TDR 94D; Mode: S

SurveillanceTAWS: YESEGPWS: HNYWL MK VIIIInterior: Main CabinColor: Cream LthrConfiguration: ExecutivePassenger: 8Fire Blocked: YRefreshment Center: RH Fwd Slimline

Refreshment Center (Non-Standard)Sideledge / Tables: LH / RH Sideledge(Non-Standard)

Additional Furnishing: Airstair step assembly(Leather covers for air-stair holders)(Non-Standard)

Baggage Compartment (Non-Standard)TCAS II: COL TTR 4000Electrical Outlet:220 VAC (European non standard)Co-Pilot’s Side Console with LidLower sidewall at seats #5 and #6 with Lid(Non Standard)

Entertainment (Non standard):AvVisor Plus (without DVD) 8.4” MonitorFlushmounted in LH Fwd CabinetData Outlet for downloadingInterior: Aft Cabin Toilet /ClosureLH Toilet (Non-Standard)Notes: Storable inboard armrest, Seat backpockets, 2 Storable slim-line tables, Quaker cityplating polished gold 18K, AvVisor Plus 8.4 inMonitor, Aft Vanity storage area, Sunvisors, BeltedFlushing LavExteriorColor: White, Gold, BlueDark Turquoise Blue with Antique Gold Shadow.Starlight Silver Metallic

Emergency Door markings: Color: AntiqueGold Metallic

FeaturesRVSM Certified: Yes

Price: Make Offer

Aviation Advisors October 22/10/2013 14:54 Page 1

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Serial Number: 525-0239Airframe TT: 1,726

Engines On TAP EliteWILLIAMS/ROLLS FJ44-1ALEFT: 1503 TT RIGHT: 1726 TT

InteriorNew Jan. 2006!Six-Passenger Beige Leather Seatingw/Complementing accents. Deluxe RefreshmentCenter, Dual Executive Writing Tables, Aft Dividerw/Removal Curtain. CD Player w/XM RadioSystem for Cabin Entertainment. LH Belted andFlushing Lav. Gloss Wood Laminate w/24K GoldPlated Hardware. New 1/06 by Goderich Aircraft,Canada

ExteriorNew Jan. 2006!Attractive Overall Off-White with Black andCopper Trim. New 1/06 by Goderich Aircraft,Canada

AvionicsHoneywell/Sperry SPX-5000 2-Tube EFISBendix/King RDR-2000 VP ColorDual Bendix/King KN53 Nav RadiosDual Bendix/King KR87 ADFHoneywell C-14D Compass SystemFairshild A-100 CVRTCAS 900 BX Traffic Collision System

Garmin MX200, XL Weather and TCAS 900 BXGarmin 500 GPS w/WAAS, XM Weather & TAWSSperry SPZ-5000 Autopilot and Flight DirectorDual Bendix/Kng KY 196A Comm RadiosDual Bendix/King KT70 Mode TranspondersBendix/King KN63 DME w/Hold ButtonBendix/King Radio Altimeter KRA-405BLocator Beacon Artex ELT 407Angle of Attack (AOA)Aircel SAT PhoneRVSM Compliant

AdditionalDoc.10 Inspection complied with June 20, 2011at 1,686 hoursNew Doc. 21 completed August 2, 2013 atCitation - Greensboro. Cescom, aircraft sustaineddamage after landing and was repaired 1/06(complete dates available.)

1998 Citation CJ 525


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

P145 22/10/2013 15:03 Page 1

SHOWCASE

Serial Number: 421Registration: M-GLFZAirframe TT: 127Landings: 63

• Smart Parts Plus• Engines on ESP Gold.• APU on MSP.• Enrolled on CAMP.• EASA compliant.

EnginesP&WC 306ATotal Time & Cycles: 127 Hours & 63 cyc.

APUHoneywell GTCP 36-150Hours: 99.

AvionicsAutopilot L3Honeywell PS-440 HFDual Honeywell VHF-422C VHF CommsDual Collins VIR-432 VHF NavCollins ADF-462 ADFDual Collins DME-442 DMEDual Collins TDR-94D ATC TransponderCollins RTA-844 Weather RadarCollins ALT-4000 Rad Alt.Collins TTR-4000 TCASDual Collins GPS-4000A GPSArtex C406-2 ELTHoneywell Mk V EGPWS

Digital Flight Data Recorder (DFDR) (XR)Cockpit Voice RecorderRosemount Ice Detection systemDual FSU with electronic chartsEnhanced map overlays

Additional EquipmentAvionicsDigital Flight Data Recorder Cockpit Voice RecorderEquipmentHide-A-KeyInteriorAircell Axxess, Dual Channel Iridium W/WiredHandsetsAcoustic Curtain, Passenger DoorSeat Pan Lifter (XR)Dual Hot Liquid Containers (XR)Microwave Oven - 28VDC (XR)FloorplanExecutive Floorplan H

InteriorThis aircraft features a seven (7) passengerconfiguration offering a forward double clubseating arrangement and two single forwardfacing seats. A seventh belted seated can be found in the aftlavatory section. There are also forward and aft mounted 15 inchvideo monitors with DVD and Passenger Audio /Video inputs.

For Immediate Sale


Empyrean Aircraft Consulting LtdContact: Andrew Butler

Tel: +34 96626 1967Cell: +44 7880 717362Email: [email protected]

Learjet 60XR

Empyrean Learjet 60XR October_Empyrean 22/10/2013 15:00 Page 1

SHOWCASE


JB Park GmbHMr Andrei Aleynikov

Sales Director

Tel: +38 044 351 70 26Cell: +38 095281 1 282Fax: +38 044 351 77 67E-mail: [email protected]

AgustaWestland GrandAirframe TT: 375Airframe & EnginesMTOW: 3175 kgMax range: 800 kmMax cruise: 287 km/hMax altitude: 6096 m• Aluminium alloy and bonded panel fuselage• Semimonocoque aluminium alloy tail boom• Two hinged jettisonable wide crew doors(on both sides)

• Two sliding passenger doors (on both sides)1.40 m opening with jettisonable windows

• Acrylic windshield and side windows• Acrylic overhead windows• Quick removable tail rotor drive shaft cover• Three wheel retractable landing gears• Separate baggage compartment with hingeddoor

• Jacking and hoisting points• Removable fairing and cowlings, for completeaccessibility to the controls and drive

• components• Swiveling front wheel with tow bar attachment• Quick opening hinged inspection doors to allowvisual check of engine oil levels and

• maintenance inspection points• Grounding pointsEngine SpecsManufacturer: Pratt & Whitney Model: PW207CPower Plant and Fuel System• Two Pratt & Whitney PW207C turboshaft engines• Two independent electronic control systems(FADEC) with normal' emergency and

• training operation modes and auto-start

• Engine-mounted Fuel Management Unit (FMU),fuel pump and filter assembly

• Engine-mounted oil pump and filter assembly• Lubrication and cooling system • Engine oil chip detectors (one per engine)• Engine control panel• Two independent fuel systems withcross-feeding valve and control panel

• 3-ceil crash-resistant fuel system (460 kg - 152 USG)• Submerged fuel boost pump (one per system)• Airframe mounted easy access fuel filterAvionics/Radios• Pilot navigation instruments (LCD EADI andEHSI, stand-by ADI)

• Gyrocompass C14 Honeywell• Vertical gyro #1 46060-11 Flightline System• Vertical gyro #2 VG-208 JET Electronics• 3-axis duplex A F C S SP711 Honeywell• ADF KR-87 Bendix/King• Transponder (mode S) KT-73 Bendix/King • VHF#1 COM/NAV/GPS GNS530 Garmin• VHF #2 COM/NAV/GPS GNS430 Garmin M• DME KDM706A Bendix/KineflT,• Marker beacon KMR675 Bendix/King• Pilot ICS (including pilot/copilot control panel,mode controller, audio cabin control)

• AC power supply system (two inverters)Additional Installed Avionic Equipment

• Copilot flight/navigation instruments (LCD EADIand EHSI, barometric altimeter, airspeedindicator, VSI)

• Flight director with autotrimFZ 702 Honeywell• Radio altimeterAA 300 HoneywellAdditional EquipmentBasic aircraft with cabin passengers sliding coors,

equipped with P&W207C engines.Standard Additional Equipment• Pilot and copilot headsets• Pilot and copilot shoulder harness with inertia reel• Baggage compartment light• Crew open door actuators• Quick disconnecting chip detectorsExteriorSingle coior painting scheme, solid colors, series 300• Finishing in accordance with manufacturerspecification 109-05-

• Primer exterior paintingInterior• Air conditioning ECU Garret• Primer finished cabin walls• Passive vibration absorber• Two individual crash-resistant pilot seats foreand aft adjustable with lap belts

• Aluminium alloy honeycomb reinforced floor withanti-skid finishing

• Ventilation ram air inlets• Anti reflection instrument panel• Primer finished cabin walls• Executive Interior - 6 places. 1. Silentsoundproofing. 2. Leatherette covered liners

JB Park November 22/10/2013 15:05 Page 1


Marketplace

Aero Air, LLCPrice: Make Offer

Year:

S/N: 656

Reg: N656Z

TTAF: 2770

Location: USA

Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262.Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms.Dual Primus 850 VHF Navs. CD-850 Control ClearanceDelivery. Dual DM-850 Primus II DME. N1 Computer,mounted in panel. Instrument Panel Glare Shield Lighting.AT.02 Satellite Phone -Aircell w 2 handsets. AircellIntercom Switch. Factory Original Tastefully appointedeight passenger (plus belted lav seat) interior has a centerclub seating design with Westwood Seat Tailoring

Cessna Citation Encore Tel: +1 (503) 640 3711 Email: [email protected]

www: www.aeroair.com

Aero Air, LLCPrice: $1,150,000US

Year:

S/N: 50

Reg: N38SK

TTAF: 9625

Location: USA

Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI1300TTSMPI 1300. MSP Gold on Both Engines.Bendix/King 5 Tube EFIS. Bendix/King ED-551A FlightDirector. Bendix/King RDR-2000 Radar. Dee Howard TR4000Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in2004. Eight passenger executive interior finished in mediumblue leather seats and aft three place divan, light grayheadliner and medium brown carpet. 2001 paint by Duncan.Overall white with AND light and dark blue stripes

Lear 31A Tel: +1 (503) 640 3711 Email: [email protected]

www: www.aeroair.com

AELIS GroupPrice: Please Call

Year: 2000

S/N: 084

Reg: HB-VML

TTAF: 4460

Location: Slovakia

ONE OWNER SINCE NEW,CAMP Maintenance Tracking System,JAR OPS 1 Subpart K & L,JAA-M45 Certification,EASA TCDS IM.A.020,Airworthiness Review Inspection due 30.8.2013

Learjet 45 Tel: +421 232 112 610Email: [email protected]

Premier AviaPrice: Make offer

Year: 1987

S/N: 49412

Reg: P4-AIR

TTAF: 45683

Location: Switzerland

Nineteen seats. Aft owner’s private stateroom with a doublebed and private lavatory. 2 forward crew rest areas. Galleywith three refrigerators. Three 42”, two 32”, two 20”, two 15”video monitors. Maximum range 7000km(3780nm).Additional Fuel Tanks System, composed of eleven auxiliaryfuel tanks (2200 gal or 6680 kg). One original aft auxiliaryfuel tank (784 gal or 2374 kg). AC meets requirements forRVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16Vol1 Ch4. Iridium ICS-200 Satcom. No damage history

McDonnell Douglas MD-87 Tel: +7 985 762 9787Email: [email protected]

Avia Source, Inc.Price: Reduced to $1,295,000

Year: 1995

S/N: 525-0089

Reg: N600HS

TTAF: 5,700

Location: France

This excellent Citation Jet has 5,660 hours total time, 5,823total landings and is covered under Cessna Pro Parts. Ithas Williams TAP ELITE coverage on the engines. TheHoneywell Avionics include SPZ-5000/IC-500 AP/FD, DualKY-196 COM, Dual MST-67A Transponders, RVSM, andKMH-820 TAS/EGPWS. The exterior is Overall White w/bottom dark blue – 2 lines red and grey. The interior hashigh gloss cabinetry, fwd refreshment center, club seatingwith an additional side facing seat. It has Cream Leatherand Beige Carpet.

Cessna Citation Jet Tel: +1 (626) 584 8170Email: [email protected]

P148-152 23/10/2013 13:41 Page 1


Marketplace

Leonard Hudson DrillingPrice: US $3,375,000

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$3,375,000 or consider trades for Citation CJ1, CJ2, orBell 212, 412 or 407.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg: N339MC

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

Five, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all five.

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Capital Jet GroupPrice: $4,250,000

Year: 2005

S/N: 258723

Reg:

TTAF: 4,183

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 8 year/48month inspections at Duncan Aviation. Fresh Engine CoreOverhauls. No Excuses, no projects. Make an offer soon

Hawker 800XPi Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466

E-mail: [email protected]

P148-152 23/10/2013 13:43 Page 2


Marketplace

Hawker PacificPrice: US$ 649,000

Year: 2011

S/N: E-3955

Reg: VH-MKM

TTAF: 198

Location: Australia

200 hour inspection to be carried out as part of pre buy. No Damage History. Complete & Original Logs. AlwaysHangared. 1 Owner Since New.ENGINE: Continental IO-550-B39B, 300 HPPROPELLER: Hartzell 3-Blade Propellers with Electric De-IceAVIONICS/RADIOS: Garmin G1000 Avionics SuiteINTERIOR: Champagne Leather. 6-Seats. Executive WritingDesk. Leather Control Yokes.

Beechcraft G36 Bonanza Tel: +61 404 488977Email: [email protected]

Wingtip, Inc. Aviation ConsultingPrice: Please Call

Year: 2006

S/N: 1106

Reg: N780CA

TTAF: 1780

Location: USA

Low Time, Collins ProLine 21 Cockpit, XM Weather,Electronic Charts in the Cockpit, Aircell SatelliteTelephone, TCAS-I, TAWS-B, DVD/CD with IPOD Docking,FAR Part 135 Compliant, Fully Paid and Transferrable Pratt& Whitney ESP Gold Engine Service Plan, BeautifulCorporate interior and Exterior.

Price Reduced, Please Call

Piaggio Avanti II Tel: +1 (0)732 222 0274 Mobile: +1(0)973 768 1821

Fax: +1 (0) 732 222 2042

Hawker PacificPrice: Make offer

Year: 2000

S/N: 30789

Reg: N377CJ

TTAF: 4802.6

Location: USA

MAINTENANCE & INSPECTIONS: FAA Part 91.24-Month inspection c/w 20 Dec 2011 (Jet Aviation Basel,Switzerland).Excellent maintenance status as per Boeing low-utilisationMaintenance Planning Document.Aircraft hangared at home base.Trend monitoring by GE.On CAMP.

Boeing BBJ Tel: +65 85221258Email: [email protected]

Golden Wings LtdPrice: USD $10,500,000

Year: 2001

S/N: 7508

Reg: VP-BER

TTAF: 4024:10

Location: Russia

Passenger seats 32,Travel range 3022 km,Cruise speed 710 km/h,Engines: two engines General Electrics CF 34-3B1APU: Honeywell Internation Inc,APU model 36-150 (RJ),Navigation system Rockwell Collins,Interior refurbishment May 2012

Bombardier Challenger CRJ-200ER Tel: +7 495 771 69 13Email: [email protected]

Golden Wings LtdPrice: US$ $5,700,000

Year: 2002

S/N: 145555

Reg:

TTAF: 6536.4

Location: Russia

Landings: 3010, JAR Ops 1, Steep Approach Mod, LongRange Fuel (3250nm), Winglets, APU Silencer, Cabin BaggageAccess, Cockpit Flood Light, Cargo Door Sill Protection,EICAS, RVSM, Avionics: Flight System Honeywell Primus1000, Autopilot Honeywell Primus 1000, Radar HoneywellPrimus 880, Thirteen passenger interior consisting of forwardfour-place club, mid-cabin four-place conference group and aseparate aft compartment with two-place club and three-placeDivan that converts to a bed.

Embraer Legacy 600 Tel: +7 495 771 69 13Email: [email protected]

P148-152 23/10/2013 13:45 Page 3


Marketplace

HFS Aviation LtdPrice: £350,000 excl. VAT

Year: 1982

S/N: 5043

Reg: G-LECA

TTAF: 13,912

Location: United Kingdom

Price reduced

Light weight VFR Utility. Good component times

Contact for more details - See PDF Brochure link for moreinformation / photos

Eurocopter AS 355F-1 Tel: +44 (0)1895 833 365Email: [email protected]

Beechcraft Vertrieb & Service GmbHPrice: Please Call

Year: 2007

S/N: TBD

Reg: EU-Reg

TTAF: 3,610

Location: Europe

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]

Darren WilliamsPrice: £615,000 excl VAT

Year: 2001

S/N: 1236

Reg: G-ISSY

TTAF: 2615

Location: United Kingdom

UK delivered, one owner from new. Eurcopter UK VIP spec, flotation equipment. Sold withfresh 12yr check & new paint of choice. Engine has 12yr calendar life remaining.

Eurocopter EC 120B Tel: +44 (0)7921 949 147Email: [email protected]

Lions Air Ltd.Price: US$ 1,790,000 excl VAT

Year: 2000

S/N: 349

Reg: HB-FOQ

TTAF: 3000

Location: Switzerland

Very well equipped aircraft. Maintained by Pilatus Aircraftor there Service Centres and always flown by professionalpilots. Managed under EASA CAMO organisation. Oneowner. Located Zurich International Airport, LSZH.

Contact: Renè Schmid for more information.

Pilatus PC12/45 Tel: +41 (0)44 828 88 88Email: [email protected]

Jackson & AssociatesPrice: USD$1,995,000

Year: 1998

S/N: 550B-0850

Reg: N511V

TTAF: 4988

Location: California, USA

Outstanding US based Bravo. US $1.2mil Dallas Airmotiveengine overhauls with "Air Tight Warranty" warranty, includingUS $400K+ in P&W upgrades. Recent US $100K interior.Excellent maintenance. FAR 135 current & CESCOM sincenew & Honeywell HAPP. Owner motivated

Citation Bravo Tel: +1 (316) 942-3288Email: [email protected]

P148-152 23/10/2013 14:52 Page 4

Next Issue copy deadline: Wednesday 13th November 2013

World Aircraft Sales (USPS 014-911), November 2013, Vol 17, Issue No 11 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.

Advertiser’s Index

21st Century Jet Corporation.................................154ABACE.........................................................................120AeroSmith/Penny ......................................................142AIC Title Services ........................................................93Air Fleet Leasing ........................................................141Airglide Aviation ............................................................87Albinati Aeronautics ..................................................143AMSTAT..........................................................................94Aradian Aviation............................................................49Aviation Advisors .......................................................144Avjet Corporation ................................................46 - 47 Avpro ............................................................10 - 14, 107Banyan ...........................................................................83Bell Aviation ..........................................................54 - 55Bombardier....................................................................43Boutsen Aviation........................................................101Business Aircraft Group ..........................................133Business Aviation Services GmbH.......................115Central Business Jets.....................................153, 155Charlie Bravo ................................................................31Conklin & de Decker.................................................111Corporate Aircraft Photography ............................115Corporate AirSearch Int’l .................................99, 145 Corporate Concepts ..........................................27 - 29

Dassault Falcon Jet Europe .........................2 - 3, 140Dominion Aircraft..........................................................75Donath Aircraft Services ............................................57Duncan Aviation ..............................................................5Eagle Aviation ...............................................................39Elliott Aviation................................................................53Embraer PreFlown ..............................................40 - 41Empyrean.....................................................................146European Heli Show.................................................103Freestream Aircraft USA ...................................16 - 19 General Aviation Services..........................................63GLOBALJET...............................................................126Gulfstream Pre-Owned......................................50 - 51Intercontinental A/C Group.........................127 - 129Int’l Bureau of Aviation .............................................139Innotech - Execaire....................................................124Intellijet International ...................................................6-7Jean-Claude Anaf.........................................................95JB Park GmbH ...........................................................147Jet Support Services (JSSI) ......................................82JetBrokers .............................................................58 - 59Jetcraft Corporation ..........1(FC), 32 - 33, 156 (BC)Jeteffect ..........................................................................67

JETNET ........................................................................116John Hopkinson & Associates ........................65, 125Lektro............................................................................115Mesinger Jet Sales...............................................21- 23Mente Group...................................................134 - 135NBAA Corporate..........................................................20Northern Jet Management ..........................130 - 132OGARAJETS .......................................................44 - 45Par Avion .....................................................................109Peregrine Aviation Services....................................136PremiAir Aircraft Sales................................................69Rolls-Royce.................................................................105Singapore Airshow ......................................................92Southern Cross Aviation.............................................79Tempus Jets...................................................................61The Jet Business..................................................36 - 37The Jet Collection ........................................................35Triair Bermuda ............................................................137True North Avionics...................................................111Twinjet Aircraft Sales................................................138VREF Aircraft Values ................................................115Wentworth Aviation......................................................97Wiley Rein ...................................................................111Wright Brothers Aircraft Title.....................................77


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

Jet Sense Aviation, LLCPrice: Please Call

Year: 2013

S/N: TBA

Reg: TBA

TTAF: New

Location: USA

At M.80, the Falcon 2000S has a range of 3,350 nm (standard aircraft,6 pax, NBAA IFR reserves, 85% Boeing Annual Winds). The balancedfield length is 4,325 ft (SL, ISA) at a MTOW of 41,000 lb; it climbsdirectly to 41,000 feet in 19 minutes, reaches a mid-cruise altitude of45,000 feet and offers a certified ceiling of 47,000 feet. The aircraft canalso land at 95% of its MTOW, or about 39,300 lb, enabling it to tankermore fuel. Additionally, with an approach speed of only 107 knots, theFalcon 2000S is capable of landing at airports with challenging, steepapproaches and short runways. At a typical end-of-flight profile, theFalcon 2000S needs just 2,315 feet of runway – better than super mid-size jets and even comparable to a typical turboprop aircraft

Falcon 2000S Tel: +1 (847) 550-4660, Ext. 11Email: [email protected]

Marketplace

P148-152 24/10/2013 16:09 Page 5

FALCON 900EX SN8Single Midwestern Owner w/ 30+ Year FalconOperator History, Over the Top List of Options

including Collins Tail Wind 500 Direct TV

FALCON 900EXy SN121Single Owner, Former Falcon Demonstrator,Most Systems are Triple, 2476 Total Hours,

1140 Cycles, MSP Gold Engine Programs

FALCON 900B SN155Always US Owned, 6400 TT, MSP Gold, Forward &

Aft Lavs, Dual Aft Couches

FALCON 900C SN194Single Owner, 3850 Total Hours, 2060 Cycles, MSP

Gold Engine Programs, Standard Interior w/ Dual AftCouches, FWD & AFT Lavs.

FALCON 900EXy SN238700 Hours Since New, Available for Lease Only

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

GULFSTREAM V SN567Of fered by Original Fortune 100 Corporation, 35Year History as one of Gulfstreams Largest Private

Owners, Immaculate Maintenance, Rolls RoyceCorporate Care Engine Program, Can Deliver

w/ New Interior & Configuration

GULFSTREAM G200 SN1991800 TT / 900 Landings, ESP Gold, Meets all EASA /JAR OPS Requirements, Impressive List of Options

including Aerial View Camera

www.cbjets.comALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

Celebrating 30 Years!

CBJ November_CBJ November06 22/10/2013 15:11 Page 1

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.

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration hascertified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superbpoise throughout the operating envelope and light but not oversensitive control feel. In addition, Tri-Jets have set world andnational records for distance, speed, time to climb and sustained altitude.

Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speedand altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraft’s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two.

Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered byhydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically. The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power forthe right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operatethe aircraft and land safely if a system fails.

An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets useexcessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuelefficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight andoperating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in anaircraft that burns less fuel than many heavier twin-jets.

Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

Tri-Jets Range Map

7X=5950nm900EX=4500nm900DX=4100nm

50EX=3267nm

21st Century December 2010 17/11/10 16:47 Page 1

ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

CENTRAL BUSINESS JETS

FALCON 50-40 SN25Last Falcon 50 ever to be converted, Proline 21 Cockpit,

50EX Interior New 2010, Priced Millions less thanComparable 50EX's

FALCON 20F SN470 - FALCON 900CENGINES & APU MOD

7800 TT / 5000 Landings, MSP Gold, Collins Proline II EFISCockpit, Dual Collins Radio Tuning Units, Dual Universal

1L’s w/WAAS, ETC

HAWKER 800XP SN258298Fortune 500 owned. MSP Gold Engines. 48 Month c/w

March 2012. 8 Place interior with airshow display

PIAGGIO II SN1158Only 860 Hours Since New, Pratt & Whitney ESP Engine

Program, Elaborate Interior including External ViewCameras, Collins Proline Collins Cockpit including TCAS II

and XM Graphics

2005 CHALLENGER 604 SN5577Fresh 96-Month Inspection and Landing Gear Overhaul byDuncan Aviation, 2000 TT, On Smart Parts Plus and MSP -150 APU Engine Programs, Spectacular Terence Disdale

Designed 10 Place Interior

2009 CHALLENGER 300 SN202641451 TT, Iridium SAT Phone w/ Swift Broadband, WIFI,

MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Impressivelist of Options including Sliding cabin/galley Pocket Door,Deluxe Galley w/ sink, Maintained to Part 135 Standards

CITATION EXCEL SN5066Everything desired in an Excel. Preferred 8 place interior,

Cessna Engine/APU/Airframe Maintenance Programs, DualFMS, TCAS II, Enhanced Surveillance, External Lav Service,

48 month inspection c/w April 2012

BEECHJET 400A SN1253500 Hours TT, 0/0 Hours Since Overhaul, 100% Engine

Program, 135 Maintenance, Dual Collins 5000 FMS

CBJ November_CBJ November06 22/10/2013 15:12 Page 2

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

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

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2002 Airbus A320 VIP2010 Challenger 3001995 Challenger 601-3R1997 Challenger 6042008 Challenger 8502006 Citation CJ1+2005 Eurocopter AS365N32002 Falcon 20002004 Falcon 2000EX EASy

2007 Global 50002003 Global Express1998 Gulfstream IVSP1991 Hawker 1000B1999 Hawker 800XP2003 Hawker 800XP2008 Lear 45XRQ1 2015 Legacy 5002002 Piaggio P180 Avanti

2010 ChALLENGER 605 - SN 5813New to Market - Privately Flown Engines on GE OnPoint, APU on MSP

2002 FALCON 900EX - SN 111Market Priced & Ready to Go Available for Showings in Geneva

2012 GULFsTREAm 450 - SN 4260Exceptionally Optioned - Newest G450 Available ‘Elite’ Interior with G650 Technology & Aesthetics!

2007 GLOBAL XRs - SN 9210Available for Immediate Lease 8C Inspection Currently Underway at BAS - Dallas

2006 ChALLENGER 300 - SN 20087One US Operator Since New Smart Parts, CASP, and MSP - North East Based

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