world aircraft sales magazine apr-12

The global marketplace for business aviation April 2012

www.AvBuyer.comWORLD™

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

The Jet Collection proudly presents2014 BBJ

See page 17 for further details

FC April 2012_FC December 06 21/03/2012 10:29

When you’re looking for a pre-owned Falcon, you don’t want a transaction. You want a relationship. You want people with deep Falcon experience and a personal commitment to helping you make your best choice. Who work with you at every step – from fi nding your specifi cations to smoothing your fi nal purchase – and even after. Because, just as there is nothing more comfortable than a Falcon, there should be no one more comfortable than a Falcon customer.

A PRE-OWNED FALCON: FOR US, IT’S NOT A SALE. IT’S A LONG-TERM COMMITMENT.

Visit falconjet.com/preowned

France: +33.1.47.11.60.71 - US: +1.201.541.4556

Yvon DesvignesPre-Owned Aircraft Sales Manager

Dominique CruchonPre-Owned Aircraft Sales Director

2007 Falcon 7Xs/n 003 • 1132 h. total timeEU-OPS1 compliant •14 pax conf • Under Falcon Care• HUD, Engines & APU under • ESP/MSP gold

2011 Falcon7Xs/n 128 • 140 h. total time14 pax conf • no Crew Rest •Pristine condition • HUD, EFVS, 2EFB’s, Aero H + Swift 64 high speed Sat Com, Brakes wheel well heat modifi cation

2001 Falcon 2000s/n 133 • 5033 h. total time10 pax conf • EU-OPS 1 compliant • Eng on CSP, APU on MSP • Aero I Sat Com • Pristine condition

2005 Falcon 2000s/n 223 • 2700h total time • 10 pax conf • Eng & APU on JSSI • EU-OPS1 compliant • 2012 C Check inspection and new white paint scheme • Iridium Sat Com • Pristine condition

2005 Falcon 2000EX EASys/n 063 • 2156h total time • 8 pax conf • Eng on JSSI, APU on MSP • Aug 2011 C check , new white paint scheme and Winglets installation • Swift 64 Sat Com

2008 Falcon 2000LXs/n 151 • 1163 h. total time10 pax conf • EU-OPS1 compliant • One owner since new Under Falcon Care, Iridium Sat com, Electronic Flight Bag

2004 Falcon 900EX EASys/n 128 • 3845h total time • 14 pax conf • Eng & APU on MSP • One owner since new, EU-OPS1 compliant, 2010 C check, 3FMS, 3IRS, 3VHF, Aero H+ Swift 64 Sat Com

1993 Falcon 900Bs/n 120 • 7930 h. total time 15 pax conf • EU-OPS 1 compliant • C check, paint and complete InteriorRefurb in 2011 • Eng and APU on MSP, Fwd & Aft lav

Ann.DP PRE-OWNED_2012-V3ok.indd 1 16/03/12 15:35

4 WORLD AIRCRAFT SALES MAGAZINE – April 2012

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

IN THIS ISSUE

AIRBUSA318 Elite. . . . . . 14,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 1, 17, 51, 59,Super 27-100 . . 65,Super 27-200 REW. 65,Super 727-200 . 51,Super 727-100-REW. .14,727-100 . . . . . . . . 65,737-200VIP . . . . 51,737-300 VIP . . . . 141,737-500 VIP . . . . 141,747-400 ERF . . . 51,757-200 . . . . . . . 65,MD 87VIP . . . . . 51,

BOMBARDIERCRJ . . . . . . . . . . 32,Global 5000 . . . . 6, 14, 33, 37, 51,Global Express . 6, 14, 32, 33, 39,. . . . . . . . . . . . . . . 132, 133,Global Express XRS.. 6, 13, 33,Challenger300 . . . . . . . . . . . 12, 15, 37, 148,600 . . . . . . . . . . . 57,601-1A . . . . . . . . 12, 39,601-3A . . . . . . . . 16, 32, 39, 57, 89,601-3R . . . . . . . . 40,

604 . . . . . . . . . . . 15, 16, 20, 28, 34,. . . . . . . . . . . . . . . 51, 148,605 . . . . . . . . . . . 6, 37, 59, 148,Learjet 31A . . . . . . . . . . . 39, 55,35A . . . . . . . . . . . 28, 39, 93,40 . . . . . . . . . . . . 85, 97,45 . . . . . . . . . . . . 16, 37, 39, 53, 97,45XR . . . . . . . . . . 23, 85,55 . . . . . . . . . . . . 55,60 . . . . . . . . . . . . 39,60SE . . . . . . . . . . 16,60XR . . . . . . . . . . 17, 39,

CESSNACitationISP . . . . . . . . . . . 26, 69, 77,II. . . . . . . . . . . . . . 28, 29, 41, 77,IISP . . . . . . . . . . . 28,III . . . . . . . . . . . . . 23,V. . . . . . . . . . . . . . 28, 29, 39, 77,VII . . . . . . . . . . . . 26, 39, 43, 77,X . . . . . . . . . . . . . 6, 12, 32, 69, 89,XLS . . . . . . . . . . . 16, 20, 141,XLS+ . . . . . . . . . . 26, 32,500 Eagle . . . . . . 26,525 . . . . . . . . . . . 21, 111,650 . . . . . . . . . . . . 46,CJ1. . . . . . . . . . . . 85, 111,CJ1+ . . . . . . . . . . 111,

CJ2 . . . . . . . . . . . . 12, 28, 29, 69, 77,CJ2+ . . . . . . . . . . 26, 128, 147,CJ3. . . . . . . . . . . . 87, 111, 127,CJ4. . . . . . . . . . . . 87,Bravo . . . . . . . . . 28, 29, 69, 85, 141,Encore . . . . . . . . 69,Excel . . . . . . . . . . 26, 85, 135, 147,Jet . . . . . . . . . . . . 28, 29, 39, 69, . . . . . . . . . . . . . . . 111,Mustang . . . . . . . 21, 37,SII . . . . . . . . . . . . 26, 51, 87,Sovereign. . . . . . 39, 51, 67,Ultra . . . . . . . . . . 16, 23, 26, 85, . . . . . . . . . . . . . . . 137,Grand Caravan208B . . . . . . . . . . 28,

EMBRAERERJ 135 . . . . . . . 59,ERJ 145 . . . . . . . 59,Legacy 500 . . . . 69,Legacy 600 . . . . 14, 28, 51, 53, 57,. . . . . . . . . . . . . . . 69, 85,Legacy 650 . . . . 85,Lineage 1000. . . 14,Phenom 100 . . . 39, 87,Phenom 300 . . . 51,

FAIRCHILDMerlin IIIB . . . . . 69,

FALCON JET7X . . . . . . . . . . . . 3, 6, 25, 32, 57, 146,10 . . . . . . . . . . . . 28,100 . . . . . . . . . . . 15,20Cargo . . . . . . . 28,20F-5BR . . . . . . . 28,50 . . . . . . . . . . . . 15, 17, 25, 28, 32, 39. . . . . . . . . . . . . . . 46, 146,50EX . . . . . . . . . . 37, 46, 89, 146,900B . . . . . . . . . . 3, 39, 85, 134, 146,. . . . . . . . . . . . . . . 147,900C . . . . . . . . . . 19, 146,900DX . . . . . . . . . 37,900EX EASy . . . 3, 85, 146, 147,900EX . . . . . . . . . 15, 19, 37, 46, 131,. . . . . . . . . . . . . . . 146,2000 . . . . . . . . . . 2, 12, 19, 37, 97, 147,2000DX EASy . . 32,2000EX . . . . . . . . 32,2000EX EASy . . 3, 12, 14, 147,2000LX . . . . . . . . 3,

GULFSTREAMIISP . . . . . . . . . . . 51,III . . . . . . . . . . . . . 14, 17, 39, 41, 89,IV . . . . . . . . . . . . . 5, 21, 33, 34, 35, 39,. . . . . . . . . . . . . . . 51, 59, 89, 93,IVSP . . . . . . . . . . 13, 19, 20, 22, 34, . . . . . . . . . . . . . . . 130,. . . . . . . . . . . . . . . 51, 57,

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

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

Aviation Companies, Inc.

1974 MU-2KS/N 285, N11SJ, 4630TT, 2350/2350 SOH, 525/525 SHSI, 230/230 SPOH, Garmin530W, RDS-81 Color Radar, M4D A/P, New Paint & Interior (2009). U.S. $345,000.

1983 MU-2 SOLITAIRES/N 454SA, N19GA, 4820TT, 1860/1860 SOH (Honeywell), 50/50 SPOH, GNS-530W w/TAWS, 2 tube EFIS-40, Avidyne EX-500 MFD, SPZ-500 A/P, TCAS, XM

Weather, New Paint & Interior. U.S. $795,000.1981 MU-2 MARQUISE

S/N 1510SA, N17HG, 3840TT, 3840/3840 SNEW, 630/630 SHSI/SGBI, 135/320SPOH, GNS-400, Collins Pro-Line, Sandel 4” EFIS, SPZ-500 A/P, New Interior (2012)

U.S. $650,000.

1980 MU-2 SOLITAIRES/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, AvidyneFligh Max, 7500-hr, inspection, New P&I (2010) to customer specs., U.S. $675.000.

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

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

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

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

1972 MU-2KS/N 240, N64LG, 6100TT, 4655/4655 SOH, 1100/1100 SHSI/SGBI, 920/775 SPOH,

Garmin G-600, Dual GNS-430W’s, Dual GTX-320 TXP’s, TCAS, XM Weather.U.S. $295,000.

SOLD

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AC Index April2011 22/03/2012 13:39 Page 1

WORLD AIRCRAFT SALES MAGAZINE – April 2012 5

04.12• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

V. . . . . . . . . . . . . . 6, 59,150 . . . . . . . . . . . 33,200 . . . . . . . . . . . 5, 6, 14, 23, 25, 39,. . . . . . . . . . . . . . . 93,400 . . . . . . . . . . . 69,450 . . . . . . . . . . . 6, 34,550 . . . . . . . . . . . 5, 6, 13, 14, 34, 51,. . . . . . . . . . . . . . . 131,Twin Commander 690B. 87, Twin Commander 900. 87,Twin Commander 1000. 87,

HAWKER BEECHCRAFTBeechcraft 400A . . . . . . . . . . 26, 97,Premier 1 . . . . . . 28,Premier 1A . . . . . 28, 39, 53,King Air200 . . . . . . . . . . . 27, 28,350 . . . . . . . . . . . 26, 93,B100 . . . . . . . . . . 28,B200 . . . . . . . . . . 21, 27, 69, 71, 85,C90 . . . . . . . . . . . . . 28, 29,C90B . . . . . . . . . . 16, 85,E90 . . . . . . . . . . . 27,F90 . . . . . . . . . . . 27, 28, 53,Hawker125-EMS . . . . . . 51,400XP . . . . . . . . . 28,700A . . . . . . . . . . 40, 69,

800A . . . . . . . . . . 40, 141,800XP . . . . . . . . . 13, 16, 28, 33, 40,. . . . . . . . . . . . . . . . 57, 138,800SP . . . . . . . . . 65,850XP . . . . . . . . . 77,900XP . . . . . . . . . 97, 129, 147,4000 . . . . . . . . . . 16,

IAIAstra . . . . . . . . . 39,Astra SP . . . . . . . 5, 13, 147,Astra SPX. . . . . . 25,

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

PIAGGIOP180 Avanti . . . 39,

PILATUSPC12/45 . . . . . . . 27, 39,

PIPERConquest II . . . . 27,Meridian . . . . . . . 27,Malibu Mirage . . 77,

SOCATATBM 700B . . . . . 28, 71, 141,TBM 700C1 . . . . 29,TBM 700C2 . . . . 71,TBM 850. . . . . . . 71, 136,

HELICOPTERSAGUSTAWESTLANDAW 109C . . . . . . 85,AW 109E. . . . . . . 99,AW 109E Power 144,AW 109S Grand 53,A119 Koala . . . . 53,AW 139 . . . . . . . . 20,

BELL206B . . . . . . . . . . 144,206L3 . . . . . . . . . 53,206L4 . . . . . . . . . 141,212 . . . . . . . . . . . 141,412EMS . . . . . . . 141,

EUROCOPTERAS 350A . . . . . . . 85,AS 332C1 . . . . . . 143,AS350BA . . . . . . 143,AS 350 B3 . . . . . 51,AS 355 N . . . . . . 53, 85,AS 365 N2 . . . . . 99,

AS 365 N3 . . . . . 53,EC 120B . . . . . . . 85, 99,EC135P2i . . . . . . 143,EC135P2+ . . . . . 143,EC 135T1 . . . . . . 51,EC T135T2+ . . . 85,

MCDONNELL DOUGLASS-76A+ . . . . . . . . 143,

SIKORSKYS-76A+ . . . . . . . . 51,S-76B . . . . . . . . . 33, 51, 147,S-76C+ . . . . . . . . 144,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 75Aircraft Perf & Specs. . . . . 108, 110,Aircraft Title/Registry . . . . 47, 101,Finance . . . . . . . . . . . . . . . . 101, 110,Ground Handling . . . . . . . . . 125,Photography . . . . . . . . . . . . . 125,

The Global Aircraft Market Online

AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

Gulfstream Pre-OwnedContact Lynn [email protected](912) 965-4000 • Fax: 965-4848

TT 3421, (10) Passenger, Forward RH Galley and Aft Lav,Enrolled in Pratt and Whitney ESP Gold $7,000,000

Gulfstream G200 S/N 050

TT 2732, 9 seats, Fwd Cabin: Four (4) Single Seats, Aft Cabin:(3 seats) LH Side and (2) Seats RH Side, Fwd RH Galley and

Aft Lav, Pratt and Whitney ESP $7,500,000

Gulfstream G200 S/N 063

Gulfstream 550 S/N 5026

TT 5435, 8 seats, Aft Cabin: Four (4) Single Club Chairs,Forward LH Galley, Aft lav, Honeywell MSP Gold $2,475,000

TT 10,284 Hours, 13 Passengers, APU on Honeywell MSP, AftGalley, Aft lav $7,700,000

Astra SP S/N 074

Gulfstream IV S/N 1207

2794 TT, 16 seats, Aft galley with Fwd and Aft Lavs$34,500,000

AC Index April2011 22/03/2012 13:46 Page 2

Aircraft WantedGulfstream G550Gulfstream G450Falcon 2000LXChallenger 605Global XRSHawker 800XP

Aircraft AvailableQ1 2013 Gulfstream G550 Position2004 Gulfstream G5502011 Gulfstream G4502007 Gulfstream G4502007 Gulfstream G2001999 Gulfstream GV

Aircraft Available2000 Global Express2008 Global XRS2011 Global 50002009 Challenger 6052011 Falcon 7X2005 Citation X Moscow Beverly Hills Sao Paulo~

Jacksonville International AirportJacksonville. FL, USA+1.904.741.4417 IntelliJet.com

Thousands of companies around the world are involved in corporate aviation in one way or another, but their levels of expertise can vary greatly. On the surface it can be difficult to tell how one consultant differs from the next, but true aviation professionals are in a class by themselves.

At Intelli Jet International, we have a knack for shedding light on the aircraft that represents the best value – whether on the market or not. But finding the right aircraft is only the first step.

Moving a complicated transaction to a successful conclusion requires skillful navigation around the many obstacles that can crop up along the way. Not every sales organization possesses the key disciplines and innovative abilities that may be required. Intelli Jet has the expertise and the experience to manage even the most complex situations, such as reconfiguring an interior to fit a client’s particular needs or importing an aircraft from one country to another.

So whether you’re searching for your next aircraft or a home for the one you currently own, call us today. When you reflect on the transaction at the end of the day, you will see why so many clients view Intelli Jet in a positive light.

IntelliJet Stands Out In A CrowdWhen It Comes To Business Aviation Professionals . . .

spread.indd 1 3/21/12 11:25:17 AM

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

World Aircraft SalesEDITORIAL

Deputy Editor Matthew Harris

1- 800 620 8801 [email protected]

Editor - Boardroom GuideJ.W. (Jack) Olcott1- 973 734 [email protected]

Consulting Editor Sean O’Farrell

+44 (0)20 8255 [email protected]

US ContributorDave Higdon

[email protected]

ADVERTISINGKaren Price

1- 800 620 8801 [email protected]

Carla Kopenski1- 800 540 3792

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STUDIO/PRODUCTIONHelen Cavalli/ Mark Williams

1- 800 620 [email protected]@avbuyer.com

CIRCULATIONLynne Jones

1- 800 620 [email protected]

AVBUYER.COMAvBuyer.com Manager

Nick [email protected]

Web Marketing ManagerJayne Jackson

[email protected]

Web Administrator Emma Davey

[email protected]

ACCOUNTSErrol Miller


MANAGING DIRECTORJohn Brennan


USA OFFICE1210 West 11th Street,

Wichita, KS 67203-3517Enquiries outside USA & Canada

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Kingston, Surrey, KT2 6DZ, UK+44 (0)20 8255 4000

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PRINTED BYFry Communications, Inc. 800 West Church Road,

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World Aircraft Sales (USPS 014-911), APRIL 2012, Vol 16, Issue No 4 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 andhas a targeted circulation to 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 Aircraft Sales 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 made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made bymanufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material,

photographs, CD & Disc’s submitted, the publishers cannot accept any responsibility 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 any other form, or by any other

means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS:Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA)

British Helicopter Association (BHA) - European Business Aviation Association (EBAA)Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA)

National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

Panel April12 21/03/2012 10:45 Page 1

Contents

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

Regular Features18 BizAv Round-up

74 Aviation Leadership Roundtable

116 Viewpoint

117 JETNET >>KNOW MORE

120 Regional Sales & Use Tax Forum

122 IRS Tax Audits

139 AIReport

Next Month’s IssueDealer/Broker Market Update

Large Cabin & Ultra-Long-Range Jets Review

Green Paint & Green Interiors

An Interview with EBAA

Featured Articles - Business Aviation and the Boardroom48 Needed - Informed Voters: America needs aviation, not distorted

rhetoric. Without Business Aviation, rural America lacks linkage to national and international markets.

50 Aviation - An Enabling Technology: Without a safe and effective air transportation infrastructure, the welfare of every citizen in the USA would be compromised.

52 Macro Managing the Aviation Function: Poor administration of aviation services can have a caustic impact on the time and effectiveness of your company and its leaders.

56 Expanded Access to the Business Aircraft: While questions of who should use the company aircraft arise from several sources, it is a Board’s responsibility to establish policy regarding this.

60 EU VAT Rules & Aircraft Importation: If you travel to Europe, you should understand recent changes in EU customs regulations and their relevanceto Board oversight of US-owned business aircraft.

64 Aircraft Maintenance - Its Impact on Costs: Despite being the second largest part of the aircraft operating cost budget, maintenance shouldn’t be looked at solely as a cost. Here’s why…

68 Insuring for Indirect Exposure (Part 2): Continuing our discussion from February, we look at insurance issues regarding the use of time-sharing and interchange agreements.

72 The Businessliner Value: A look at the benefits of Businessliners, and a listing of values for models built over the last several years.

Main Features42 Aircraft Comparative Analysis - Learjet 45XR: How does the performance of

the Learjet 45XR stand up against Citation XLS+?

76 Paula Derks Profile : Since moving to new headquarters in 2008, AEA has gone from strength-to-strength in its service offerings to its membership. Dave Higdon profiles the lady at the head of the association.

PLANE SENSE ON CABIN AVIONICS 80 Next Gen IFEC: Brian Wilson explores IFEC by definition and reveals how

understanding what is on the horizon can help operators make the right cabin electronic decisions today.

86 Taking Care of Business Aloft: Dave Higdon offers some practical pointers for those considering a cabin equipment upgrade, and outlines some of the latest products offered.

92 Cabin System Considerations: Tips on reducing your cabin electronics maintenance costs - starting with picking a system that is easy for all to operate…!

96 GAMA 2011 Year-End Shipment Analysis & Report: Mike Potts scours GAMA’s year-end numbers looking for firm hints on the direction of the market.

106 Cross-Border Transactions: The number of aircraft being delivered overseas ison the rise. Lori Johnson discusses pitfall avoidance of cross-border transactions with industry professionals.

113 Global Markets - Asia: Mike Vines reviews the news stories emerging from across Asia Pacific with particular focus on a thriving Seletar Aerospace Park in Singapore.

Volume 16, Issue 4 – April 2012

48

60

68

Panel April12 21/03/2012 11:46 Page 2

Our Industry Got Smaller

Your family loves you. Our family loves you. The industry loves you.

Rest in peace our dear, dear friend.

Dean WelchOctober 16, 1954 – March 16, 2012

Tribute_R2.indd 1 3/21/12 5:28 PM

The Art of the TransactionA well-executed aircraft transaction is a work of art. It requires a guiding hand to shape the myriad details that bring both buyer and seller together for a success-ful outcome. At J. Mesinger Corporate Jet Sales, you’ll experience this kind of skillful, hands-on approach at every phase of your transaction. Contact us today to learn how we will most positively affect your bottom line and turn your transaction into a work of art.

+1.303.444.6766 • www. jetsales.comSuccessfully Closing the Gap Between Buyer and Seller Since 1974

Global Aircraft Brokerage, Acquisitions and Consulting Firm

JMS070_ArtOfTheTransaction_Pottery.indd 2 3/21/12 5:27 PM

ASKING $2,850,000 | 3028 Hrs TTAF, 1982 Landings

AIRCRAFT FEATURES: One U.S. owner since new • Cessna Pro Parts program

• Collins third AFD 3010E display option • Honeywell Mark VIII EGPWS

• Collins IFIS 5000 system with XM Weather • BF Goodrich WX 1000E

Stormscope • Freon Air system

TEXT JM104 TO 727-399-6059 FOR MORE INFORMATION

2002 CITATION CJ2 S/N 104

For full specifications and

for more information, visit

JETSALES.COM

Read our industry blog at jetsales.com/blog.

Follow us on twitter for the latest news: @jmesinger

Watch airplane videos at jetsales.com/inventory

800.671.6766 / p: + 1 303.444.6766 / f: + 1 303.444.6866 / [email protected]

ASKING $9,250,000 | 5788 Hrs TTAF, 2890 Landings, CSP

1997 FALCON 2000 S/N 48

AIRCRAFT FEATURES: HUD • Triple FMS • FDR • Great paint and interior

• 10 passenger configuration • Great maintenance history


ASKING $15,250,000 | 5454 Hrs TTAF, 4086 Landings, 100% JSSI

2005 FALCON 2000EX EASy S/N 57

AIRCRAFT FEATURES: One U.S. owner since new • Large corporate

operator • Excellent maintenance history • EASy Step 3 • HUD

• Triple FMS • FDR • 10 passenger configuration • Beautiful paint and interior


PRICE REDUCED

ASKING $5,750,000 | 6900 Hrs TTAF, 4403 Landings, RRCC

AIRCRAFT FEATURES: APU on MSP • Document 11 complied with 9/11/11

• Aileron re-gearing modification c/w • Magnastar C 2000 FFONE w/3 handsets

• Dual Honeywell NZ 2000 FMS w/6.0 software and CD 810 displays

• Sirius Satellite Radio • Currently on a 135 certificate


1999 CITATION X S/N 93

CALL FOR PRICING | Ferry Time Only – New Aircraft

AIRCRAFT FEATURES: Dual FMS with V-Speeds • Datalink w/graphical

weather maps • Airshow 4000 w/Worldwide package • Aircell ATG 5000

standalone high speed internet • Quiet Cabin package • Floor Plan 4: forward

cabin includes a four place club seating area and the aft cabin includes a

three place divan and a two place club seating area


2011 CHALLENGER 300 S/N 20329 PRICE REDUCED

NOW ASKING $2,650,000 | 8116 Hrs TTAF, 4372 Landings

1989 CHALLENGER 601-3A S/N 5050

AIRCRAFT FEATURES: Triple Collins VHF 422D COMS • Mode S XPNDR

w/enhanced flight ID • Inspections c/w 10/11 at Pentastar Aviation including

the 12/24/48 month and the 300 hour inspections • WSI Weather • RAAS

• Triple laserefs • Dual flight bags • Airshow 400 • Sirius Satellite Radio

• Aircell FFONE


JM12003_WAS_R2.pdf 1 3/21/12 5:29 PM

For full specifications and

for more information, visit

JETSALES.COM

Read our industry blog at jetsales.com/blog.

Follow us on twitter for the latest news: @jmesinger

Watch airplane videos at jetsales.com/inventory

800.671.6766 / p: + 1 303.444.6766 / f: + 1 303.444.6866 / [email protected]

ASKING $2,125,000 | 5802 Hrs TTAF, 4068 Landings

AIRCRAFT FEATURES: Collins TTR-920 TCAS II with Change 7

• Long range fuel tank • EAR soundproofing package

• Beautiful 8 passenger fireblocked interior


1994 ASTRA SP S/N 71

ASKING $41,000,000 | 1698 Hrs TTAF, 699 Landings, RRCC

AIRCRAFT FEATURES: Always registered and based in the U.S.

• Easy sale process • Excellent pedigree and condition • HUD • EVS • Triple FMS

• High speed data with wireless LAN • Tailwind 500 Satellite TV • CES (Collins)

Software 7 upgrade • High service bulletin compliance


2006 GLOBAL XRS S/N 9203

WANTED – IMMEDIATE ACQUISITION

GULFSTREAM G550

• GULFSTREAM G550 WANTED FOR IMMEDIATE ACQUISITION FOR A U.S. BUYER

• FORWARD GALLEY

• UNDER 1000 HRS TTAF

• SIGNED EXCLUSIVE ACQUISITION AGREEMENT

• BUYER PAYS OUR COMMISSION

• NO FINANCING REQUIREMENTS

UNDER CONTRACT

4846 Hrs TTAF, 3264 Landings, 100% JSSI

1999 HAWKER 800XP S/N 258425

AIRCRAFT FEATURES: Honeywell Mark VII EGPWS with Windshear

• Dual Honeywell NZ 2000 FMS with 5.2 software and CD 820s

• Honeywell SAT AFIS • Long range oxygen system • Aviation Partners

Incorporated winglet installation


FILE PHOTO

NEW LISTING

CALL FOR PRICING | 3171 Hrs TTAF, 1777 Landings, RRCC

2004 GULFSTREAM G550 S/N 5060

NEWLY INVIGORATED PROCESS

AIRCRAFT FEATURES: Honeywell HS-700 and HS-702 High Speed Data

Units with MCS-7000+ SATCOM integration • HUD • EVS • Aft galley

• Fwd crew rest • 14 Passenger Configuration


UNDER CONTRACT

3552 Hrs TTAF, 1570 Landings

1999 GULFSTREAM GIV-SP S/N 1381

AIRCRAFT FEATURES: Engine midlife times 928 hrs / 928 hrs • Airshow Genesys

• Currently operating on a commercial (charter) certificate • Triple Honeywell

LRNAV • Great pedigree & maintenance history • JAR-OPS and EASA approved

• 48 month detailed landing gear inspections recently c/w 9/11


JM12003_WAS_R2.pdf 2 3/21/12 5:29 PM

Avpro April 19/03/2012 15:59 Page 1

1982 FALCON 50 S/N 107

Please allow us to match you with the perfect

aircraft for your needs and budget. We look

forward to your phone call or email inquiry.

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.

2014 BBJ SN TBD

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

1986 G-III

2014 BBJ SN TBD ALCON1982 FFA N 50 S/N 1070 J S CO 50 S/ 0

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

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Jet Collection April 19/03/2012 16:02 Page 1

BizAv Round-Up 04.12

18 WORLD AIRCRAFT SALES MAGAZINE – April 2012 Aircraft Index see Page 4www.AvBuyer.com

ARINC Direct stated at a recent briefingin London that it is beginning to reap the re-wards of its investment in 2011 - especiallyin realizing advances with its flight planningsolutions, not only in matching competitiveofferings but in exceeding them in terms ofintegration and customer support. The com-pany saw the number of tails it supports inthe EMEA region increase 30% last yearwith most of the growth being driven by theMiddle East, Russia and Europe. Asia is alsodoing well.

Further, ARINC has expanded its cus-tomer support team to better serve a grow-ing range of customers, from smallerstart-up operators to established larger fleetmanagement companies. / More from www.arinc.com

Aviation Partners received an EASASTC approval for its High Mach BlendedWinglets on Falcon 900 Series aircraft. The

company is now working on a similar Wingletcertification for the Falcon 50 family. / More from www.aviationpartners.com

Cessna’s Citation M2 has made itsfirst prototype flight. The flight during Marchlasted a little more than an hour and a halfand included tests of the avionics system,autopilot, engine system, aircraft systemsand instrument approaches. The M2 is de-

signed to fill the gap between the Mustangand the CJ family. FAA certification (Part23) is expected in the first half of 2013. / More from www.cessna.com

Epic Aircraft has been acquired byEngineering LLC, a leading Russian Main-tenance, Repair and Overhaul (MRO)provider. The move allows Engineering LLCto leverage Epic Aircraft’s leading kit air-craft manufacturing knowledge and willallow Epic to expand its services and offer-ings to a greater global audience. UnderEngineering LLC, Epic Aircraft will con-tinue to manufacture and sell its existingline of aircraft to current and prospectivecustomers and offer current customersability to trade up previous purchases for anew Epic once certification has beengranted. / More from www.epicaircraft.com

DJOKOVIC NAMED LEARJETAMBASSADOREXCLUSIVE LIST OF BOMBARDIER AMBASSADORS GROWS

▼

continued on page 24

Last month Bombardier announcedthat top-ranked tennis championNovak Djokovic has become a LearjetBrand Ambassador. He joins an exclu-sive list of Bombardier Business Air-craft brand ambassadors includingactor and pilot John Travolta, architectFrank Gehry, maestro Valery Gergiev,and classical pianist Lang Lang.

Ranked World No. 1 by the Associa-tion of Tennis Professionals (ATP)since July 2011, to date NovakDjokovic has won five Grand Slamsingles titles: the 2008, 2011 and2012 Australian Open, 2011 Wimble-don Championships and the 2011 USOpen. In 2011, he became the sixthmale player to win three Majors in acalendar year and is the youngestplayer to have reached the semi finalsof all four Grand Slam events, sepa-rately and consecutively.

Since acquiring the Learjet Corpo-ration, Bombardier has revitalizedboth the brand and the product line,bringing to market no less than eightnew models, including the new Learjet85 aircraft./ More information fromwww.bombardier.com

CITATION M2

NEWS IN BRIEF

BusAviationNewsApril12_Layout 1 21/03/2012 09:06 Page 1

AIRCRAFT FOR SALEFOR MORE INFO VISIT WWW.GUARDIANJET.COM

OR CALL 203-453-0800

Tel: 203-453-0800 Fax: 203-453-4527 Email: [email protected] www.guardianjet.com

1993 Gulfstream G-IVSP SN 1217Airframe TT - 6506Make Offer

* Engines enrolled in Rolls Royce Corporate Care* Honeywell SPZ-8000/Pro-Line 4* Airshow 400 with Genesys* 72 month items accomplished May 2011 at Duncan Aviation* RVSM Capable

2001 Falcon 900EX SN 94Airframe TT - 6120.8 $18,250,000

* Honeywell Primus 2000/ProLine 4* Securaplane Technologies Ultra Lite Security System* Engines & APU enrolled in MSP* Maintenance Tracking by AvTrak* New Paint & Interior in 2010

2004 Falcon 900C SN 200Airframe TT - 3375.5

$16,995,000

* One Fortune 100 Owner since New * Engines enrolled on MSP Gold* New Paint & Interior 2010 * Honeywell Primus 2000 Five Tube EFIS * APU enrolled in Honeywell MSP

2002 Gulfstream G-IVSP SN 1476Airframe TT - 2039$15,500,000

* Honeywell Mark V EGPWS* RVSM Capable* MSG-3 Maintenance Program* Pilot & Copilot EVAS* One Fortune Owner since new

2004 Falcon 2000 SN 218Airframe TT - 1631.4

$13,250,000

* Enrolled in CAMP Maintenance Tracking Program* One Owner Since New* Collins Proline IV (4 tube) Avioncs Suite with 6.1 SoftwareUpgrade

* Third Flightdeck Seat* Airshow Genesys

Photos by FGL & Associates





Guardian Jet 3 page April 19/03/2012 16:04 Page 1


OR CALL 203-453-0800


2007 Citation XLS SN 5736Airframe TT - 1712$6,995,000

* MSG 3 Maintenance Program * Dual Honeywell Primus 1000 3-Tube EFIS * Honeywell Primus 880 * Garmin GDL-69 for XM Weather * ST-3100 Aircell Telephone System

2006 Agusta AW139 SN 31061Airframe TT - 516.1$9,995,000

* Honeywell Primus Epic System/FMS * XM Weather System* Emergency Flotation System with Rigid Covers * One Owner since New * Engines enrolled in MSP Gold

2000 Challenger 604 SN 5433Airframe TT - 3894.6

$9,700,000

* Engines enrolled in JSSI Complete Maintenance Program * Pro Line 4 Avionic System with Precision Plus Upgrade* Honeywell Mark V EGPWS * Collins 6-Tube EFIS * Airshow 4000

1994 Gulfstream G-IVSP SN 1258Airframe TT - 5907$10,250,000

* Airshow Genesys* RVSM Capable* MSG-3 Maintenance Program* Honeywell/L3 Communications TCAS II sw 7.0 * Two Fortune Owners since new

2001 Challenger 604 SN 5488Airframe TT - 3437.9

$9,995,000

* Smart Parts Plus Supplement Engine Agreement * MX Tracking: CAMP* Collins Pro Line 4 Avionics System with Precision Plus * Dual Collins GPS-4000S * Airshow Genesys








OR CALL 203-453-0800


1989 Gulfstream IV SN 1115Airframe TT - 13,725.9$5,700,000

* Enrolled in Gulfstream CMP Maintenance Tracking * MSG-3 Inspection Program* Airshow 400 With Network Provisions * Honeywell SPZ-8000 Avionics Suite * RVSM

2008 King Air B200GT SN BY-40Airframe TT - 478

$4,595,000

* Collins ProLine 21 and Integrated Flight Information System * RVSM Ops Capable * Raisbeck Crown Nacelle Wing Lockers * Raisbeck Dual Aft Body Strakes * One owner since new, always hangared



2009 Citation Mustang SN 510-215Airframe TT - 407.6 $2,550,000

* Engines enrolled in Cessna's PowerAdvantage+ Program* Garmin G1000 advanced avionics system* RVSM Capable* XM Satellite Radio* Two Fortune Owners since new


1999 Cessna CJ 525 SN 0344Airframe TT - 2220.2

$1,495,000

* Enrolled in TAP ELITE & PROPARTS * Sperry SPZ-5000 IFCS/ SIlver Crown Radios* BF Goodrich WX-1000E Stormscope * Precise Pulse Light System * RVSM



O'Gara March 21/02/2012 18:18 Page 1

O'Gara April 20/03/2012 16:30 Page 2

(CTR) on a Learjet 60. The system can beused on laptops, tablets, and even smart-phones enabling passengers to surf the in-ternet, retrieve and answer email with attach-ments, and access their corporate VPN. / More from www.jetcorp.com

Sierra Industries launched a newly re-designed website. Among the new capabili-ties are a dedicated “Project Portal,” tofacilitate ongoing customer dialog duringmajor modification or service projects; an im-proved user interface for the SierraComMaintenance Tracking program; and vastlyimproved search engine optimization. / More from www.sijet.com

Wilson Air Center was recently awardedplatinum certification from the U.S. GreenBuilding Council’s (USGBC) Leadership inEnergy and Environmental Design greenbuilding certification program. / More from www.wilsonair.com

BizAvRound-Up 2


ExecuJet’s Australian operation, based atSydney Airport, has been approved by theBermuda DCA as a Continuing AirworthinessManagement Organisation (CAMO). Thecompany is already a Bermuda DCA Ap-proved Maintenance Organisation and havingthe CAMO adds to the range of servicesoffered to its clients. ExecuJet Australia alsohas the capability to draft BDCA compliantAircraft Maintenance Programs and Mini-mum Equipment Lists for customer aircraft.

Meanwhile, ExecuJet Europe plans to re-locate its Aircraft Operations Departmentfrom Zurich, Switzerland to Cambridge Air-port during the second quarter of 2012,while, at the same time, retaining resourcesat its Headquarters to run its Swiss AOC.ExecuJet Aviation Group’s Headquarters willremain in Zurich. / More from www.execujet.eu

Indigo Lyon has been appointed as an in-ternational sales representative for US-based Aerion Corporation’s SupersonicBusiness Jet (SBJ). UK-based Indigo Lyonwill be responsible for actively marketing andpromoting the world’s first supersonic busi-ness jet and for securing fresh introductoryorder commitments worldwide (with theexception of the Americas)./ More from www.indigolyon.com

Gulfstream announced last month that theG280 has received a provisional type certifi-cate (PTC) from the FAA. It had already ob-tained a PTC from the Civil Aviation Authorityof Israel (CAAI). Gulfstream expects to re-ceive full type certification from both later thisyear. When delivered, the G280 will exceedthe performance specifications outlined whenthe program was publicly announced in Octo-ber 2008. The aircraft’s range is 3,600 nauti-cal miles at Mach 0.80, an increase of 200nautical miles over original projections. / More from www.gulfstream.com

JetCorp Technical Services has in-creased the breadth of its connectivity offer-ing following the completion of a STC for theAircell Cabin Telecommunications Router


▼

Jetcraft Corporation an-nounced the opening ofa new office in HongKong, China, under theJetcraft Asia banner. “Webelieve that this is theright time to establish apermanent presence inAsia,” Chad Anderson,President, Jetcraft Cor-poration commented.

“While we have beenactive in the region foryears, we have done sowithout a formal pres-ence,” he added. “Basedon the projected growth

of the Asian - and partic-ularly the Chinese - mar-ket, we are now directlyserving the region…Speaking for the entireJetcraft team, we arevery excited about thislatest step in our com-pany’s growth andevolution.”

“From our new officein Hong Kong, we will beable to best representclient interests in Asia,”Jahid Fazal-Karim, Co-Owner and Board Mem-ber, Jetcraft Corporation

continued. “Traditionally,the Asian market has fa-vored new business air-craft. However, wepredict a growing marketfor pre-owned aircraft,particularly in China,within the next five years.Locally-registered air-craft are likely to remainin China since transfer-ring registration in-coun-try is generally simplerthan importing and regis-tering aircraft.”/ More information from www.jetcraft.com

JAHID FAZAL-KARIM, CO-OWNER, JETCRAFT CORPORATION

JETCRAFT OPENS HONG KONG OFFICE


2 0 0 8 F a l c o n 7 X s / n 0 3 3

A IRCRAFT SALES & ACQUIS I T IONS

See complete specs and more listings at www.DuncanAviation.aero/aircraftsales

A 10 or more worldwide charter company is also for sale!

474 Total Time. 197 Landings. Engines on ESP Gold. APU on MSP Gold. 13 Passenger Interior. Collins Satellite TV. Securaplane Security System.

Enhanced Vision System (Infrared). Airshow 4000. Cabin WiFi Data.

Duncan Aviation has

been assisting companies

around the world with the

sales and acquisition of

aircraft for over 50 years.

Both our acquisition and

consignment services

are coordinated with

our support staff, who

continually watch for

opportunities that benefit

our clients. As one of

the world’s top business

aircraft service companies,

our 1800+ aviation experts

work daily with customers

and prospects. For more

information or a proposal,

contact Aircraft Sales.

402.475.2611800.228.4277

www.DuncanAviation.aero

1 9 8 5 F a l c o n 5 0 s / n 1 5 3

Two Fortune 500 Owners Since New. 12,900 Total Time. JSSI Engine Program.

2 0 0 1 G u l f s t r e a m 2 0 0 s / n 3 1

4,600 Total Time. JSSI Engine Program. 9 Passenger Interior.

1 9 9 6 A s t r a S P X s / n 8 5

4,423 Total Time. 2,783 Landings. (2) UNS-1C+ FMS. Eight Passenger Interior.

1 9 8 5 F a l c o n 5 0 s / n 1 4 5

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

1 9 8 4 F a l c o n 5 0 s / n 1 4 6

9,560 Total Time. Dash 3D. MSP. 9 Passenger. 2011 Paint by Duncan Aviation.

World Aircraft Sales Ad 3_14_12.indd 1 3/13/2012 10:14:42 AM

Aircraft Sales & Acquisitions

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

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

1996 Citation Ultra | 560-0366

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

2002 Citation Excel | 560-5288

Citation ExcelCitation Excel1996 Citation VII | 650-7074

Citation V11Citation V11

Citation UltraCitation Ultra2009 Citation XLS+ | 560-6012

Citation XLS+Citation XLS+

1985 Citation SII | S550-0041Also Available: 550-0732, 550-0047

1976 Citation 500 Eagle | 500-0295BeechjetBeechjet

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

Citation 500 EagleCitation 500 Eagle

1985 Citation ISP | 501-0687Also Available: 501-0255, 501-0229

Citation 1SPCitation 1SP2007 Citation CJ2+ | 525A-0345

Citation JetCitation Jet

1998 King Air 350 | FL-221

King Air 350King Air 350

Citation S11 / 11Citation S11 / 11

Aircraft Sales & Acquisitions

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

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

1998 Pilatus PC-12/45 | 195

PilatusPilatus MeridianMeridian

2008 Piper Meridian | 4697324Also Available: 4697324

King Air B200King Air B200

1982 King Air B200 | BB-1040King Air B200King Air B200

1982 King Air B200 | BB-990

1981 King Air F90 | LA-137

King Air F90King Air F901976 King Air E90 | LW-186

King Air E90King Air E901981 King Air B200 | BB-917


1976 King Air 200 | BB-169

King Air 200King Air 200


1983 King Air B200 | BB-1140

1980 Conquest II | 441-0116

ConquestConquest

Also Available Citation V, S/N 560-0112Citation Bravo, S/N 550B-0871Citation II/SP, S/N 551-0039Citation II, S/N 550-0326Citation II, S/N 550-0216Citation II, S/N 550-0082

Citation CJ2, S/N 525A-0016Citation Jet, S/N 525-0063Falcon 20F-5BR, S/N 416Falcon 20 Cargo, S/N 31Falcon 10, S/N 82Learjet 35A, S/N 138King Air 200, S/N BB-473King Air 200, S/N BB-263

King Air 200, S/N BB-48King Air B100, S/N BE-9King Air F90, S/N LA-45King Air C90, S/N LJ-601Grand Caravan, S/N 208B-0958Socata TBM700B, S/N 232Socata TBM700B, S/N 193

2004 Hawker 800XP, S/N 258674, 3052 TT, MSP Gold, Support Plus,JAR Ops, TCAS II, CAMP, 8 pax interior, Airshow,

Asking $4,900,000.00

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

Asking $2,995,000.00

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

Asking $3,500,000.00

1999 Challenger 604, S/N 5415, 7272TT, Smart Parts Plus SPEC, FDR,110v Outlets, 12 pax, Airshow, Entertainment System,

Owner Financing Available, Asking $9,000,000.00

2004 Embraer Legacy 600, S/N 841, 3007 TT, Engines on JSSIPlatinum, JAR Ops, Steep Approach Mod, 13 pax Interior,

Asking $12,800,000.00, also available for Lease

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

Asking $2,200,000.00

2007 Premier 1A, S/N RB-181, 1873 TT, TAP Elite, Support Plus, TCASII, Custom Paint and Interior, Electronic Charts,

Asking $2,625,000.00

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

Asking $2,000,000.00

JetBrokers April 21/03/2012 10:00 Page 1

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

CHICAGO+1-630-377-6900 Phone

FARNBOROUGH+44 (0)1252 52 62 72 Phone

AUSTIN+1-512-530-6900 Phone

DETROIT+1-248-666-9800 Phone

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

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

Price Reduced to $1,395,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, OneOwner, Upgraded Transponders,

Asking $2,650,000.00

1990 Citation V, S/N 560-0059, 6190.6 TT, ESP Gold, TCAS 2, 5-TubeEFIS, TAWS-A, RVSM, Fresh Phase 1-5, New Paint, JAR Ops,

Asking $1,595,000.00

1979 Citation II, S/N 550-0094, 9425 TT, 2224/2278 SMOH, TCAS 2,TAWS-A, 8.33/FM Imm., JAR Ops, Delivered with Fresh Phase 1-5,

Asking $599,000.00

1994 Citation Jet, S/N 525-0063, 3490 TT, Engines on TAP Elite, FreshDOC 10 by Cessna-MKE, KMD-850 MFD, One Owner,

Asking $1,295,000.00

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

Asking $2,095,000.00

2002 Citation Bravo, S/N 550B-1033, 2250 TT, UNS-1E w/ WAAS,Phase 5 c/w 5/11 by ICT, Pro Parts, New Interior 5/11, TCAS 2,

Asking $2,895,000.00

2004 Citation CJ2, S/N 525A-0204, 2806 TT, Engines on Power Plan,Pro Parts, Three-Tube, Garmin 530’s, UNS-1L, Skywatch, Fresh Doc 10,

Asking $3,400,000.00

JetBrokers April 21/03/2012 10:01 Page 2

Market Indicators 3


ARGUS TRAQPak datashowed an increase inoverall flight activity inFebruary, month-over-month and year-over-year. February 2012business aircraft flightactivity swung positivefrom the previous month,up 3.9%. All of the opera-tional categories showedan increase for themonth, led by fractionalactivity which was up5.4% from January. Part91 and part 135 activityfollowed, up 3.7% and3.3% respectively. Theaircraft category resultswere also positive led bymid-size cabin aircraft.

The only month-over-month decreases were inthe fractional turbopropand part 135 large cabinmarkets which bothposted a -3.8% decline.The largest month-over-month increase came inthe fractional mid-sizecabin sector, up 8.4%.

Reviewing activityyear-over-year (February2012 vs. February 2011)aircraft activity increased6.1% overall. Adjustingfor the additional day inFebruary 2012, year-over-year aircraft activitystill showed an increaseof 2.4% and averaged178 more flights per day

than February 2011.Comparing the opera-

tional categories the Part91 market continues tostand out, finishing up+11.7%. The fractionaland Part 135 marketsboth saw year-over-yeardecreases, down -1.3%and -0.8% respectively.Aircraft category resultswere mainly positive forFebruary with turbo-props leading the way,up +9.3%, although largecabin aircraft posted aslight year-over-yeardecline.

/ More information from www.argus.aero

ARGUS VIEWFEBRUARY OVERALL FLIGHT ACTIVITY INCREASES

JETNET VIEWPercentage of Fleet for Sale numbers in allmarket sectors were down in the JETNETJanuary comparisons (2012 versus 2011).Business turboprops came in well below the10% mark, clearly moving it into a ‘seller’smarket’. Business Jet and Business Turbo-prop Sale Transactions increased 3.7% and1.4%, respectively, in January 2012 com-pared to January 2011. Helicopters sawdouble-digit declines in sale transactions inJanuary 2012 versus January 2011.

Pre-owned aircraft categories, mean-while, showed large increases in averageasking price percentages - except for pistonhelicopters, which showed no change. Busi-ness turboprop and turbine helicopter mar-kets both showed increases greater than50% in average asking prices./ More from www.jetnet.com

EBAA VIEWThe monthly report from the EuropeanBusiness Aviation Association (EBAA)based on Eurocontrol data indicates thatthere seems to be no end to the negativetrend as the figures indicate that for thefifth consecutive month, Business Aviationmovements have contracted when com-pared with last year. The contraction wasless acute, however, in February (-2.9%)than during preceding months, but that ispartially explained by the fact that 2012 is aleap year.

Overall, the year-to-date figure plungesto a low of +0.9%, down from +1.2% inJanuary, and +1.9% in December./ More from www.ebaa.org

FAA VIEWDriven by higher corporate profits and thegrowth of worldwide GDP, the demand forbusiness jets is beginning to recover, ac-cording to the FAA Aerospace Forecast forFiscal Years 2012-2032, released lastmonth.

The more expensive and sophisticatedturbine-powered fleet (including rotorcraft)is projected to grow at an average of 2.9percent a year over the forecast period, with


▼

JETNET - TURBOPROPS MOVING INTO SELLER’S MARKET


Bombardier Pre-Owned Except the Price World Aircraft Sales Bleed: 10.25”w x 12.5”h Trim: 8.125” w 10.625” d

EXPECT EVERYTHING YOU’D EXPECT FROM A NEW JET (EXCEPT THE PRICE)

WARRANTY • TRAINING • FACTORY RE-DELIVERY • SMART PARTS • FIELD SUPPORT • CARBON OFFSET OPTION

L E A R J E T • C H A L L E N G E R • G L O B A L

Who’s a better source for a pre-owned jet than its makers? We bring it back home, inspect, renew and thoroughly restore

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

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

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

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

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

2001 Citation X - SN 750-0139New to Market, Low Time, Ready to Deliver

2003 FalCon 2000DX EaSy - SN 601Available for Short Term Lease, Extremely Attractive Rates

2003 FalCon 2000EX - SN 13Ready to Make its Home in Your Hangar, Accepting Offers

2001 Global EXprESS - SN 9076 New to Market, Available for Immediate Sale

2008 Citation XlS+ - SN 560-6006Stunning Cosmetics and Highly Optioned

2003 CrJ - SN 200 7755New VIP Completion, Bring All Offers

FEatUrED INVENTORY

1990 GUlFStrEam iV - SN 1154Ready for Immediate Sale, Make Offer

2000 Global EXprESS - SN 9062Uncompromising Quality, Immediately Available

2006 Global XrS - SN 9220New to Market, Call for Details

2007 GUlFStrEam 150 - SN 235A Deal That Won’t Be Beat

2009 Global 5000 - SN 9346Change in Seasons Calls For Change in Aircraft, Call for Details

2001 Global EXprESS - SN 9060Fresh 8C Inspection

1996 SikorSky S-76b - SN 760441One Coprporate Owner Since New

2000 HawkEr 800Xp - SN 258460Low Time, Exceptionally Well Equipped

1988 CHallEnGEr 601-3a - SN 5018Turnkey and Ready for Immediate Sale

2009 FalCon 7X - SN 55Excellent Opportunity, Priced to Sell

1990 FalCon 50 - SN 203Collins ProLine 21 Cockpit, Bring All Reasonable Offers

We didn’t set out to have

tHE moSt planES.

Just the one you need.Jetcraft has become one of the world’s top aircraft resellers by recognizing

a seemingly simple fact: every customer is unique. For almost 50 years,

we’ve excelled at finding the right aircraft for each customer through our

large inventory and extensive worldwide network. So whether you need

a new or pre-owned business or pleasure jet, a customized craft or even

a helicopter, call us. We don’t just have more planes. We have your plane.

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

JETCRAFT INTRODUCES EFVS For CHallEnGEr 605

HUD Vision Access Program —OPPORTUNITY TO BE LAUNCH CUSTOMERA unique aftermarket enhanced flight vision system (EFVS) program, HUD Vision Access will improve the performance, safety and flexibility of the Bombardier Challenger 605 in all phases of flight and weather conditions.

Previously unavailable for the Challenger 605, our enhanced vision system camera is the only in-frared detection system approved for use in 1000-foot runway visual range (RVR) operations. It is standard fit on the FedEx wide body fleet and most Gulfstream business jets.

Jetcraft’s HUD Vision Access program is currently undergoing certification on the Bombardier Challenger 604.

Manufactured by Elbit Systems of America-Kollsman using its EVS-II and new AT-HUD technology, Jetcraft is pleased to offer the opportunity to become the launch and first Challenger 605 customer for this program.

For more information on this exclusive upgrade program, please contact: ken Elliott, VP Avionics Systems, Jetcraft [email protected] I Office 706-650-2140 I Cell 706-631-4715

lookinG For a CHallEnGEr 605? See back cover for inventory details.

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Avjet multiple April 22/03/2012 10:57 Page 1

Avjet - FP single April 22/03/2012 13:48 Page 1

Market Indicators 4

36 WORLD AIRCRAFT SALES MAGAZINE – April 2012 Aircraft Index see Page 4www.AvBuyer.comcontinued on page 40

the jet portion increasing at 4 percent ayear.

“As the industry experts report a signifi-cant portion of piston aircraft hours are alsoused for business purposes, we predictbusiness usage of General Aviation aircraftwill expand at a faster pace than that forpersonal and recreational use,” the agency’sanalysts said, adding that the most recentshipment activity indicates “cautiously opti-mistic” results that the hard impact of therecession on the business jet market mayhave come to an end.

Nevertheless, the overall active GA fleetis projected to increase at a meagre aver-age annual rate of 0.6 percent over the 21-year forecast period, growing from anestimated 222,520 in 2011 to 253,205aircraft by 2032./ More from www.faa.gov/aviation_forecasts

NETJETSNetJets’ recently released annual letter toshareholders delivers some topical thoughtsfrom the sage of Omaha, Warren Buffett. “Afew years ago NetJets was my number-oneworry – its costs were way out of line withrevenues, and cash was haemorrhaging,” heoutlined. “These problems are now behindus.”

NetJets delivered $227 million in pre-taxearnings last year, up $20 million from2010.

Berkshire’s “other services” division –which includes FlightSafety and NetJets,among a handful of other non-aviation-re-lated businesses – reported $7.9 billion inrevenues last year; an 8-percent year-over-year increase, and a 6-percent rise in pre-tax earnings to $1.04 billion.

Much of these gains were attributable toboth NetJets and FlightSafety, Buffett said.

Meanwhile, NetJets appears poised forfurther expansion outside the US, with Buf-fett saying, “NetJets is proceeding on a planto enter China with some first-classpartners.”/ More from www.netjets.com ▼

BRIAN FOLEYFOCUS ON CHINA’S PROSPECTS

The general aviation in-dustry has good reasonto be excited by both re-cent sales and futureprospects for privateaircraft in China, but it'simportant not to con-fuse an initial spike inorders with any mar-ket's long-term charac-ter, which may be verydifferent warned avia-tion analyst Brian Foley.

“That's particularlytrue in the case ofChina,” Brian Foley said.“Dreams of a limitlessupside must be tem-pered with realism. Thecurrent order rate can-not be sustained indefi-nitely, but there'll still beplenty of activity to keepthe industry contented.”

Foley foresees thatChinese orders forlarge-cabin bizjets, inparticular, should re-main fairly brisk into thenear-term future. Somelevelling-off can be ex-

pected since China hasreduced its GDP growthtarget to 7.5 percent for2012 (the lowest goalsince 2004, and 37 per-cent below 2010).

Today mainlandChina and Hong Kongaccount for only 220 ofthe roughly 19,000 busi-ness jets in worldwideoperation. Foley envi-sions this could quadru-ple to a fleet size ofover 800 over the nextdecade.

Mid-sized-cabin air-craft, which have yet tobe ordered in significantnumbers, may nextdominate the orderbooks. The last wavewill be light jets.

“What China reallylacks right now is a fly-ing-friendly infrastruc-ture,” Foley observed.“There's a tremendousshort-term need forworkhorse aircraft likehelicopters and turbo-

props - meaning moreaircraft, more opera-tions, more bases, moredestinations, more fuelsales, more jobs and ca-reer paths, and so forthas activity spreads. Allthis will help makeChina's facilities morereceptive to businessflying, as has happenedin other countries. But itwon't happen overnight.”

Foley predicts thenext group of buyers,the more numerous andbetter funded main-stream businesses, willprobably wait until own-ing a business aircraft inChina is simpler andmore practical. Thesecompanies will ulti-mately provide the in-dustry with the catalystneeded for sustainabil-ity and eventual matura-tion, Foley says.

/ More from www.BRIFO.com


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Jeteffect Inventory April 21/03/2012 10:38 Page 1

BizAvRound-Up 5

ARRIVALS


Jeremy Cox – vice president,JetBrokers Inc, a leading pro-fessional aircraft sales com-pany, was recently appointedvice president at the Greater StLouis Business AviationAssociation.

Trevor Esling – was namedregional senior vice president,International Sales, Europe,Middle East and Africa, Gulf-stream. In his new role, Eslingis responsible for leading theEurope, Middle East and Africasales team. He will work withcurrent and new customers, in-cluding those in Russia, and willbe based in central London. Es-ling comes to Gulfstream fromCessna, where he served as

senior vice president of interna-tional sales, Europe, MiddleEast, Africa and Asia.

George Euler – has joinedCerretani Aviation Group, LLCas director of Aircraft Sales andAcquisitions. Most recently, heserved as Technical Sales Man-ager at, West Star Aviation.

Doug Nichols - Aerion Cor-poration’s chief financial officer,will serve as chief operating of-ficer with immediate effect. Inthis capacity, Nichols is respon-sible for all operating, financial,business development andmarketing activities connectedwith the Aerion, supersonicbusiness jet.

JAMES COYNE, NATA, TO RETIRE“The NATA Board of Directorsand I have decided that 2012will be my last year as presidentof NATA,” Jim Coyne recently an-nounced. “Since 1994, it hasbeen my honor to represent youhere in Washington and in vari-ous public forums across thecountry. This job hasn’t alwaysbeen easy, but together with anoutstanding NATA staff we’ve been a consistent proponent forthe interests of aviation businesses like yours.”

Ed Bolen, president, NBAA was among the first to paytribute:

"Jim Coyne's leadership of NATA has strengthened GeneralAviation in many ways. To his work at NATA, he has broughthis experience as a teacher, CEO of a family-owned business,Congressman, special assistant to President Ronald Reaganand other roles in business and government. Equally impor-tant, he brought his first-hand familiarity with aviation busi-nesses, given his use of general aviation airplanes to helpbuild his family business in the 1970s, and for constituent vis-its in his Pennsylvania congressional district… I've consideredit a privilege to work with Jim over the years.”

TREVOR ESLING GEORGE EUELER MATTHEW SANDIDGE TIM WHITE

ChuckCollins &Associates, Inc.

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1995 Hawker 800AOn CAMS, 9415.1 Hours Time Since New (July 6, 2011), Engines onMSP, 8,323 Landings Since New RVSM

1994 Bombardier/Challenger 601-3R5970TT, GE on Point Engine Program, APU MSP, S-Galley, Paint andinterior 2006

1980 Hawker 700A s/n NA 2809282TT, 6,211 Landings, 1H “3D”Engine Mods, Garmin 500AGPS/FMS/WAAS IFR Long Range Navigation System fully integratedwith Garmin GDL 69 WX Weather downlink. Pain and Eight PlaceFireblocked Interior in Excellent condition


AEA (AIRCRAFT ELECTRONICSASSOCIATION CONVENTION) Apr 3 - 6 Washington DC, USA/ www.aea.net

NBAA: BUSINESS AVIATION REG FORUMApr 12Van Nuys, CA, USA/ www.nbaa.org

AERODROME INDIAApr 12 – 14Mumbai, India/ www.pdatradefairs.com

CORPORATE AVIATION SAFETYSEMINARApr 17 – 19San Antonio, TX, USA/ www.nbaa.org

REGIONAL AIRLINE CONFERENCE(RAC 2012)Apr 18 - 19Porto, Portugal/ www.eraa.org

AERO FRIEDRICHSHAFENApr 18 – 21Friedrichshafen, Germany/ www.aero-expo.com

AEA EUROPE REGIONAL MEETINGApr 23- 25Frankfurt am Main, Germany/ www.aea.net

AIRPORT INFRA EXPOApr 24 – 26Sao Paulo, Brazil/ www.airportinfraexpo.com.br

AIRPORT INFRA EXPOApr 24 – 26Sao Paulo, Brazil/ www.airportinfraexpo.com.br

NAFA: (NATIONAL AIRCRAFTFINANCE ASSOC. CONFERENCEApr 24 - 27 Savannah, GA, USA/ www.nafa.aero

NBAA: MAINTENANCEMANAGEMENT CONFERENCEMay 1 - 3Nashville, TN, USA/ www.nbaa.org

AHS (AMERICAN HELICOPTERSOCIETY FORUM)May 1 – 3Fort Worth, TX, USA/ www.vtol.org

NBAA: BUSINESS AVIATION TAXESSEMINARMay 4Denver, CO, USA/ www.nbaa.org

EBACE: (EUROPEAN BUSINESSAVIATION CONVENTION)May 14 - 16 Geneva, Switzerland/ www.nbaa.org/www.ebace.aero

HELIRUSSIAMay 17 – 19Crocus Expo Moscow, Russia/ www.helirussia.ru

AIRPORT SHOWMay 22 – 24Dubai, UAE/ www.reedexpo.co.uk

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

6 BizAvRound-Up

EVENTS


Bob Reding – has joinedFlightSafety International assenior advisor to the Presidentand CEO, Bruce Whitman.

Matthew Sandidge - Gulfstream has appointed San-didge as senior regional salesmanager for International Salesin Russia.

Elie Tabri - becomes a sales

director for the western US re-gion at TrueNorth Avionics. Hewill report to Thomas Marrocco,TrueNorth’s VP of worldwidesales.

Tim White – former vice president of salesfor the Americas at Cessna, isthe new U.S. West regional vicepresident of sales for Bom-bardier Business Aircraft.

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n this month’s AircraftComparative Analysis, we’llprovide information onBombardier’s Learjet 45XR.We’ll consider some of the pro-

ductivity parameters including payload,range, speed and cabin size, along with cur-rent market value. The field of studyincludes Cessna’s Citation XLS+.

The Learjet 45 was an all-new businessaircraft manufactured between 1997 and2007, and is built to combine the efficiencyand price of a light jet with the interior spaceand range of a medium jet. It featuresadvanced Honeywell Primus 1000 avionics

systems and lower maintenance costs(through longer inspection intervals). Thisaircraft is RVSM ready.

The Learjet 45XR is an enhanced per-formance Learjet 45 that was introduced in2003 and is still in production today. It offershigher take-off weights, a faster cruise speedand a faster time-to-climb rate compared tothe original Learjet 45. The Honeywell TFE731-20BR powered Learjet 45XR is alsodesigned to provide better hot and high per-formance, has an increased range, and anincreased payload and take-off weight.

A Learjet 45XR upgrade package is avail-able to Learjet 45 operators through engine

and airframe service bulletins. Since 1997,there have been 426 total Learjet 45/45XRaircraft delivered to the business jetmarketplace.

MARKET SHAREChart A (overleaf) represents the in-opera-tion aircraft Market Share as of February2012 for the Learjet 45XR (66%) and CitationXLS+ (34%). There are currently 279 totalaircraft in operation for these two models.Also depicted, when you combine theLearjet 45 and 45XR and the originalCitation XLS with the current XLS+, theMarket Share percentage is nearly the same.

by Michael Chase


❯

I

AIRCRAFT COMPARATIVE ANALYSISLEARJET 45XR

CITATION XLS+

Bombardier Learjet 45XRLEARJET 45XR

AirCompAnalysisApril12_ACAn 20/03/2012 10:38 Page 1

www.Act ionAv iat ion .com

1996 Cessna Citation VII

TTSN: 7580. Cycles: 5560. Honeywell SPZ 8000 dual digital flight director / autopilot systemcomprising: 5-Tube EFIS · Dual Honeywell FMSs · EGPWS · TCAS II · CVR · FDR · RAD ALT

· HF Radio - Dual Mode-S RNZ-850 transponders · Dual RNZ-850 ADFs· Honeywell Primus Color Radar · ELT · Cabin Airshow

For Further Information: Europe: +44 20 7266 2845 or Middle East: +971 4397 1828

THE CITATION VII IS A VERY CAPABLE AIRCRAFT FOR A REMARKABLY LOW ACQUISITION COST:

· Range with six passengers and reserves: 2220 nm (4110 km) · Max range with two passengers andreserves: 2500 nm (4600 km) · Max Cruise Speed 476 kts (881 km/hr) · Up to 8 passengers with astand-up cabin and enclosed lavatory at back · 700 lbs of externally accessible baggage (8-10 medium

soft bags) · Engines on Honeywell Gold MSP · Aircraft on Cessna Pro-Parts program· Fresh Annual Inspection · JAR OPS 1 Compliant, RVSM

THE CITATION VII WAS CESSNA’S CULMINATION OF THE C650 LINE OF AIRCRAFT AND ORIGINALLYSOLD FOR $11M IN 1996

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Action Aviation April 21/03/2012 14:24 Page 1


PAYLOAD & RANGEThe data contained in Table A (left) is pub-lished in the B&CA, May 2011 issue, but isalso sourced from Conklin & de Decker. Aswe have mentioned in past articles, a poten-tial operator should focus on payload capabil-ity as a key factor. The Learjet 45XR ‘Availablepayload with Maximum Fuel’ at 1,544pounds is greater than the Citation XLS+ at860 pounds of payload capability.

CABIN VOLUMEAccording to Conklin & de Decker, the cabinvolume of the Learjet 45XR (at 410 cubic feet)is 11.1% smaller than the Citation XLS+ at 461cubic feet, as shown in Chart B (left).

POWERPLANT DETAILSAs mentioned previously, the Learjet 45XR ispowered by two Honeywell TFE 731-20BRengines, each with a thrust rating of 3,500pounds. The Citation XLS+ is powered bytwo Pratt & Whitney Canada PW545Cengines each offering a thrust rating of 4,119pounds.

COST PER MILE COMPARISONSUsing data published in the May 2011 B&CAPlanning and Purchasing Handbook and theAugust 2011 B&CA Operations Planning Guidewe will compare these aircraft. The nation-wide average Jet-A fuel cost used from theAugust 2011 edition was $6.04 per gallon atpress time, so for the sake of comparisonwe’ll chart the numbers as published.

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

Chart C (left) details ‘Cost per Mile’ andcompares the Learjet 45XR to the CitationXLS+ factoring direct costs, and with each air-craft flying a 1,000nm mission with 800pounds (four passengers) payload. TheCitation XLS+ cost at $4.10 per nautical mileis greater by $0.63 than the Learjet 45XR at$3.47.

TOTAL VARIABLE COSTCOMPARISONSThe “Total Variable Cost”, illustrated in ChartD (right), is defined as the cost of FuelExpense, Maintenance Labor Expense,Scheduled Parts Expense and Miscellaneoustrip expense. The total variable cost for theCitation XLS+ at $1,769 has a 12.2% highervariable cost per hour compared to the Learjet45XR at $1,576.

PRODUCTIVITY COMPARISONSThe points in Chart E (right) center on thesame business jets. Pricing used in the verticalaxis is as published in the B&CA 2011

50.2%49.8%

Learjet 45/45XRCitation XLS/XLS+

66.3%

33.7%

Learjet 45XR Citation XLS+

Total 849 Aircraft Total 279 Aircraft

CHART A - IN-OPERATION MARKET SHARE % FEBRUARY 2012

Cubic Feet

300 500 100

Citation XLS+

410

461

Learjet 45XR

200 400

CHART B - CABIN VOLUME


TABLE A - PAYLOAD & RANGE

Citation XLS+

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

21,500

20,200

Learjet 45XR 6,062

6,740

1,856

2,300

1,544

860

1,939

1,976

1,557

1,150

Max P/Lw/avail fuelIFR Range

(nm)

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

*1000nm MISSION COSTS, 800 LBS PAYLOAD

US $ per nautical mile

$2.00 $4.00 $0.00

Citation XLS+

$3.47

$4.10

Learjet 45XR

$1.00 $3.00 $5.00

CHART C - COST PER MILE*



❯


Purchase Planning Handbook. The productivi-ty index requires further discussion in that thefactors used can be somewhat arbitrary.Productivity can be defined (and it is here) asthe multiple of three factors.

1. Range with full payload and available fuel;

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

3. The cabin volume available for passengers and amenities.

The result is a very large number so for thepurpose of charting, each result is divided byone billion. The examples plotted are confinedto the aircraft in this study. A computed curvefit on this plot would not be very tight, butwhen all business jets are considered the “r”squared factor would equal a number above0.9. Others may choose different parameters,but serious business jet buyers are usuallyimpressed with price, range, speed and cabinsize.

After consideration of the Price, Range,Speed and Cabin Size we can conclude that theLearjet 45XR aircraft, as shown in the produc-tivity index is highly productive and hasimproved in terms of its productivity signifi-cantly when compared with the originalLearjet 45.

Table B (right) is the average pre-ownedretail price from Vref for each aircraft with thelatest model produced. The last two columnsof information show the number of aircraft in-operation, and the percentage ‘For Sale’ (detailssourced from JETNET). Interestingly, while at10.2% of the active fleet for sale the Learjet45XR is hovering close to becoming a seller’smarket (traditionally measured at <10% of thefleet on the market), the Citation XLS+ is a sell-er’s market at 5.3% fleet for sale.

AIRPORT PERFORMANCEThe airport performance illustrated in Table C(right) includes airport landing and take-offfield length (TOFL).

LOCATION BY CONTINENTTable D (overleaf) shows the location, by conti-nent, for the Wholly-Owned Learjet 45XR busi-ness jet. North America has the majority with75.6% of the fleet followed by South America at9.9% and Europe at 8.7%.

Currently only five Learjet 45XR aircraft arein shared, and eight in fractional-ownershiparrangements.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the key attributesthat business jet operators value. However,

US $ per hour

$2,000 $0

Citation XLS+

$1,576

$1,769

Learjet 45XR

$1,000

Index

Pri

ce

(M

illio

ns)

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

0.0

$20.0

$15.0

$10.0

$5.0

$0.0

Citation XLS+Learjet 45XR

0.1 0.2 0.3 0.4

Learjet 45

TABLE C - AIRPORT PERFORMANCE CRITERIA (FT.)

Citation XLS+

Model TOFL* TOFL** Landing

Learjet 45XR 5,040

3,560

5,811

5,430

4,105

4,738

CHART D - VARIABLE COST

CHART E - PRODUCTIVITY

Model

LongRangeSpeed

CabinVolume(Cu Ft)

Max P/Lw/availFuel

Range (nm)

%For Sale

In -Operation

Learjet 45XR

Citation XLS+

436

373

Vref RetailPrice $m

410

461

1,557

1,150

$9.9m

$11.3m

185

94

10.2%

5.3%

Data courtesy of Conklin & de Decker: JETNET; Vref; 2011 Operations Planning Guide B&CA Aug. 2011

TABLE B - COMPARISON TABLE

* SL ELEV., ISA TEMP. **5,000FT @25 DEGREES CSOURCE: B&CA MAGAZINE; CONKLIN & de DECKER




there are often other qualities such as serv-ice and support that factor in a buyingdecision but are beyond the scope of thisarticle.

The Learjet 45XR business jet fares wellalongside its competition, but classicallyexhibits both advantages and disadvan-tages. As with all buying decisions, someadvantages will weigh more heavily in aprospective buyer’s mind than others,

depending on the mission requirement - sothose operators in the market should findthe preceding comparison of value.

Our expectations are that the Learjet45XR business jet will continue to do verywell in the pre-owned market for the fore-seeable future.❯ For more information: Michael Chase is presi-dent of Chase & Associates, and can be contactedat 1628 Snowmass Place, Lewisville, TX 75077;

Tel: 214-226-9882;Web: www.mdchase.comDo you have any ques-tions or opinions on theabove topic? Get themanswered/published inWorld Aircraft SalesMagazine. Email feed-back to: [email protected]

Make/Model Africa Asia

Learjet 45XR

Fleet Percentage

7

4.0%

2

1.2%

Australia/Oceania

Europe NorthAmerica

SouthAmerica

Total

LEARJET 45XR BY CONTINENT - FEBRUARY 2012 (WHOLLY OWNED)l

17

9.9%

1

0.6%

15

8.7%

130

75.6%

172

100.0%

TABLE D - LOCATION BY CONTINENT

SOURCE: JETNET STAR REPORTS


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n this season of political posturing before theU.S. presidential election in November, the pub-lic is exposed to considerable distortion as candi-dates of both parties present the arguments they

feel will appeal to voters. A recent example of suchpolitical firebrand is the Administration’s inclusionof extraordinary user fees for business aircraft andcommercial aviation within President Obama’sbudget proposal for 2013—a charge of $100 perflight for turbine-powered aircraft (jets and turbo-props) operating within controlled airspace.

Further, the Administration would create a newgovernment entity specifically to collect the $100-per-departure fee.

A fee based upon aircraft entering controlled air-space is a bad idea.

• It is unsafe — some operators will avoid fees by not flying in controlled airspace.

• It is inefficient — it substitutes billing and bureaucracy for the Business Aviation communi-ty’s existing system of paying a fuel tax at the pump, whereby fuel companies remit receipts directly to the federal government, and it adds an extra burden regarding airline ticket fees.

• It is not a panacea — projected revenue is less than $750 million per year over the next decade.

Fact, logic and actuality are lost in the smoke offiery rhetoric designed to leverage votermisconceptions and biases. Thus we should not besurprised that Business Aviation is a topic in thestump speeches of politicians, opines Jack Olcott.

I

Needed: Informed Voters

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


�

BUSINESS AVIATION AND THE BOARDROOM

VOTE WITH EYES WIDE OPEN TO RHETORIC

Boardroom guide 1 April12_FinanceSept 20/03/2012 11:45 Page 1

• It promotes waste — granting the government a new source of aviation funding dulls its incen-tive to make the nation’s Air Traffic Control (ATC) system more efficient.

Furthermore, it is simply unjust. The system’s prin-cipal users are the airlines; it was for that communi-ty that the system was created and is being main-tained. Business Aviation is a marginal user of anexisting infrastructure that is a national necessity.Grounding every business aircraft would notchange infrastructure costs. Perhaps the number ofATC personnel would be reduced during times ofpeak traffic activity, but no facilities would beclosed, no satellites would be decommissioned, andnone of the hub airports that account for most of thepassenger traffic in the USA would see a reductionin operating costs.

(Fact: facility and operating costs at Ronald ReaganWashington National Airport in the US capital didnot change noticeably when business aircraft wereprohibited from operating there.)

The issue, however, is greater than just BusinessAviation. The nation’s ATC system is necessary tosupport the ebb and flow of commerce, to facilitateenhanced quality of life for all citizens, and toassure our nation’s security. Attempting to balancethe transportation budget on the backs of users, bethey airline passengers or business people, is notgood public policy. A strong air transportationinfrastructure benefits everyone.

GOOD NEWS, BAD NEWSThe House of Representatives objected to theAdministration’s user fee proposal. Nearly halfsigned a bipartisan letter to President Obamaexpressing their extreme displeasure to the $100 perflight fee on Business Aviation and commercialflights. The DC-based associations and lobby groupsaligned with Business Aviation, for example, havemounted a strong program to counter the user-feeproposal, and we expect them to be successful.

Democratic and Republican administrations haveproposed added user fees (other than modificationsto the fuel tax system) on Business Aviation for atleast three decades, and each time the idea wasturned down by Congress.

Despite rejection of government attempts to raiseuser fees on Business Aviation, similar proposalssurface often. Such repetition is bad news, becauseit reflects widespread lack of public understandingconcerning the benefits of Business Aviation as wellas the overall advantages that all citizens derivefrom a safe and effective air transportationinfrastructure.

If our nation did not have aviation, our nation’seconomy and social life would be drasticallyimpacted. Remember the days following 9/11 whenmost all aircraft were grounded?

EDUCATION NEEDEDThe entire aviation community—airlines, users ofbusiness aircraft of all sizes, even sport flyers—mustjoin hands in a program to communicate thenation’s need for air transportation. Without an effi-cient airline system, businesses are disadvantageddomestically and globally, and quality of life isnegatively impacted.

Without Business Aviation, rural America lacks link-age to national and international markets. Withoutsport aviation, our nation’s youth is unlikely topursue career opportunities in aviation.

America needs aviation, not distorted rhetoric. Anew $100 per departure user fee for business jetsand commercial flights is a bad idea that is likely tobe killed in Congress. The fact that it surfaced in thefirst place should be troubling to informed votersacross our nation.Do you have any questions or opinions on the above topic? Getthem answered/published in World Aircraft Sales Magazine.Email feedback to: [email protected]

“Attempting to

balance the

transportation

budget on the

backs of users,

be they airline

passengers or

business people,

is not good

public policy.”

What the Boardroom needs to know about Business Aviation



or well over two and a quarter centuries, theconstitution and the concepts the foundingfathers of the USA sought to codify haveserved the people well.

Since the earliest days of the US republic, transporta-tion has been regarded as one means for improvingthe wellbeing of citizens. The first US president,George Washington, urged Congress to build roadsand canals as one of the means for facilitating com-merce and serving the nation.

Abraham Lincoln ran for the US presidency in 1860on the promise that his administration would com-plete the first transcontinental railroad—a campaignpledge that he kept by overseeing the PacificRailroad Acts of 1862 and 1864, although he was notalive to see the route completed in 1869.

President Dwight D. Eisenhower pushed for passageof the Public Law 84-627, officially labeled theFederal-Aid Highway Act of 1956, which created theinterstate system of high-speed roadways that playedand continues to play such a significant role in the

economic and social lives of US citizens in thepresent day.

Today, the economy as a whole and the quality of lifefor US citizens in general depend upon aviation in allits forms as the primary means of travel for distancesbeyond a few hundred miles. As the chart belowshows, the number of passengers boarding USairlines each year exceeds twice the number of UScitizens.

Without a safe and effective air transportation infra-structure, the welfare of every citizen in the USAwould be compromised and a fundamental mandateof the US Constitution would be neglected.

Business aircraft are marginal users of that vital andnecessary infrastructure. By providing transportationto locations that are not efficiently served by sched-uled air carriers, Business Aviation adds more valueand welfare to an essential national system.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Promoting the general welfare was specifically stated in thepreamble to the US Constitution as one of the purposes ofgovernment when that document was adopted by theConstitutional Convention in 1787 and subsequentlyratified by 11 of the original 13 states that formed theUnited States of America, reflects Jack Olcott.

F

Aviation: An Enabling Technology for the General Welfare



US Airline Passengers -2000 through 2010

Passengers

US Population

1E+09

800000000

600000000

400000000

200000000

02000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Airl

ine

Pass

enge

rs

Years


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he litmus test for the effectiveness of avia-tion administration has two parts: Thecompany’s level of competence in admin-istering its aviation function, and the char-

acter of supplemental support provided by seniormanagement. This article considers both.

COMPETENCEThe standard for administrative performance foryour aviation function should be as high as thelevel set for any other business unit within thecompany. This objective is not easy because the restof your company has an advantage. The managersof other units have grown up within the companyand its various administrative systems (legal, riskmanagement, human resources, finance andaccounting, etc.).

Most managers of aviation services do not havesuch experience. They rarely benefit from an order-ly progression and education that teaches them allthe ins and outs common to most companies’administrative back alleys. Consequently, your avi-ation manager can be at a serious disadvantagedue to lack of familiarity with the administrativeniceties of running a business unit.

Consider one metric that makes the point aboutdevelopment of Business Aviation managers: Whatpercentage of your company’s business unit lead-ers has an advanced degree or a business certifica-tion (Masters, CPA, etc.)? It is probably over one-half. However, fewer than five percent of aviationmanagers have MBAs.

To date, the National Business Aviation Associationhas awarded Certified Aviation Manager (CAM)designation to only about 190 aviation managers

Confirming how well your company’s aviation servicesare administrated is fundamental to a Board’s responsi-bilities. Poor administration of aviation services canhave a caustic impact on the time and effectiveness ofyour company and its leaders, asserts Pete Agur.

T

Macro Managing The Aviation Function

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


�



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through its Professional Development Program.That is a small population to share among the over7,000 Business Aviation departments within the US.

Substandard administrative competence by youraviation manager creates two substantial high dol-lar (in the millions) risks for your company:

1. The administration of the department may not be conducted effectively. Examples of elevated risk arenas include legal (unwarranted expo-sure to action); financial (substantial added costs or losses); and organizational (unneces-sary turnover or poor succession planning).

2. The company’s core administrative systems may not be well suited to support the Business Aviation unit’s services. Opportunities to bene-fit from Business Aviation may be overlooked.

a.The legal and taxation issues surrounding Business Aviation are very different from those of the core business.

b.The accounting system for Business Aviation requires different policies and practices. For instance, your company may have stretched out your accounts payable to 90 days. This practice will earn you a COD rating for fuel and handling services in many parts of the world.

c. The company’s budget controls may not make the desired impact within the aviation arena. Unscheduled aircraft maintenance items can easily run into the tens of thousands of dollars per item. Additionally, during a period of austerity, asking the aviation department to tighten its belt by 10% (in parallel with the company’s cost centers) has the actual impact of asking it to make a 30% reduction in its costs because its controllable line items activity influence only about one-third of itsbudget. The rest of its costs are fixed over-head (depreciation, capital costs, facilities, staff,etc.) that are incurred whether the aircraft flies or not.

SUPPLEMENTAL SUPPORTIf the administration of your aviation departmentis effective, it may be because the executive towhom aviation reports (often a senior corporateofficer) is personally and deeply involved. Thatinvestment of extra time by the executive may bean unintended cost to the company since it is adiversion from that executive’s primary and criticalrole on behalf of the corporation.

The easy way to find out if this is the case is to askthe executive how much of their time is consumeddealing with the aviation function. If it is a multi-ple of the time needed for his or her other respon-sibilities, you have a strong case for consideringalternative solutions. You have three choices:

1. Put your aviation manager on a fast-track to becoming administratively competent whether it is through a mentoring program, an advanced business degree and/or professional certification.

2. Insert an administrative manager into the aviation organization. A staff administrative manager supplements the needed business expertise and elevates the executive to whom aviation reports to a much more appropriate oversight role. We still recommend your aviation manager seek an advanced degree or professional certification so that he or she may be an even more effective leader and manager.

3. Alternatively, you can accept the fact that your real aviation manager, the executive to whom aviation reports (the senior corporate officer), isone of the highest paid aviation managers in the world. (We don’t recommend this option.)

Considering the magnitude and impact of theissues involved, it is within the pay grade of theBoard to confirm how well your company’s avia-tion function is administered. After all, a welladministered business unit routinely performs to ahigher standard. This is doubly important to theBoard when you consider some of the company’smost valuable assets are carried onboard theaircraft, including you.

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

“If theadministration

of your aviationdepartment is

effective, it maybe because the

executive towhom aviation

reports ispersonally

and deeply involved.”




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Business Aviation impacts market development, employeeproductivity, and sources and uses of company funds.Consequently, it is a Board’s responsibility to establishpolicy regarding who should have access to the companyaircraft, notes Jay Mesinger.

Expanded Access To The Business Aircraft

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


�


uestions concerning who should be ableto use the company aircraft for businesstransportation arise from several sources.Top management may regard Business

Aviation as essential to using their time efficiently.Development and marketing managers may see thecompany aircraft as the most effective way to reachnew markets in remote areas or to reduce the timein transit compared with airline travel. The CFO andhis/her accounting department may want to containcosts. The aviation manager may argue that movingmore passengers is the best way of spreading fixedcosts, and thus achieving greater return for the com-pany’s investment in Business Aviation.

As Board Members tasked with corporate

governance, Directors must set policy regardingwho has access to the business aircraft. Corporateleaders may start the dialog, reasoning that BusinessAviation is a way to get more boots on the groundusing the tools that are already owned by thecompany. An existing aircraft may be an underuti-lized asset, and expanding access to include market-ing and development personnel is worthwhile.What may have started out with access only for topmanagement, therefore, may begin to shift downinto lower levels of management, as well as to sales.

This shift down, or to the right in corporate struc-ture can bring quick and positive results to the bot-tom line. But what considerations must the Boardmake when evaluating such expansion?

Q


General Aviation April 19/03/2012 16:32 Page 1

EXPANDED USE, NEW CONSIDERATIONSThe Board may need to review corporate policyregarding aircraft use and enact change to allow forthis expanded access. Mission profiles will need tobe analyzed and probably re-evaluated, as willbudget allocations for the aviation department.Increased access may generate a need for moreaviation personnel. Scheduling also will need to beaddressed.

For instance, if the aviation department is now oper-ating one aircraft and utilizing it 350 hours per year,then an increase to 500 hours per year may dictatean increase in head count for the department. Extraflight crew and potentially additional maintenancepersonnel may be needed to accomplish the addi-tional hours. Such increased activity is not a badthing, but it is a consideration for Board review.

Increased access by more employees may prompt anew look at the company’s mission profiles. Tripanalyses from the past may no longer be relevant.New destinations may be added, and the existingaircraft may not be sufficient to meet the company’sexpanded travel demand. It is therefore importantto look at the aviation department resources as wellas governance criteria.

Scheduling is another area that requires attention.Allowing expanded access to the aircraft can com-plicate the scheduling process. Cross bookingsbetween different departmental users, senioritybetween departments and employees, light passen-ger loads that open unused seats are all topics toconsider.

None of these issues, however, are reasons to avoidthe overlying discussion about expanded access.The basic question for the Board to consider is howbest to utilize the benefits of Business Aviation toserve the company’s Vision and Mission as an enter-prise. The discussion centers on the value of thecompany’s business aircraft as a tool to create andretain business. As a Board Member, you have afiduciary responsibility to explore fully this veryexciting topic. Furthermore, I think it is vital toinvolve the flight department personnel in this dis-cussion. They have precise knowledge aboutBusiness Aviation; they are advocates and they canadd tremendous value to the deliberations.

The last consideration to expanding access is howuse by more departments and employees might beinternally reimbursed. Often departments have areimbursement policy (usually called chargebackpolicy) that is applied to the aircraft operation as theaircraft fulfills missions department to department.Often this hourly charge is subsidized internally bythe company, thereby not giving the entire hourlyoperational cost to the user. This reimbursementpolicy is only legal in intra-company operations; itcannot apply to customers or vendors.

Chargeback policy is a contentious issue, and it issubject to considerable debate within companiesusing Business Aviation. Indeed, it is a topic for oneor more subsequent articles.

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

“ Increasedaccess by moreemployees may

prompt a newlook at thecompany’s

mission profiles.Trip analyses

from the pastmay no longer

be relevant.”




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ue to recent revisions to European Union(EU) customs duties and value-addedtaxes (VAT) applicable to business air-craft, Board Members must consider

whether their company’s US-registered aircraftshould be fully imported into the EU or if a dutyand VAT-free temporary admission of the aircraftinto a particular EU member country will be ade-quate. In this two part series of articles, we willexplore key issues that are relevant in performingthis analysis.

EU VAT AND CUSTOMS DUTIESOne of the many purposes of the EU, which cur-rently includes 27 countries, is to harmonizeimport and export requirements among its mem-bers such that all of the members will benefitfinancially and administratively from uniformrequirements.

The basic rules relating to harmonized customsduties are found in the EU’s Community CustomsCode (the ‘Code’). Absent specific guidance fromthe EU Commission on a particular point, each ofthe 27 EU member states individually interprets theprovisions of the Code in one of the 23 different offi-cial EU languages. Thus, interpretation and applica-tion of a particular provision of the Code can varyconsiderably between EU member countries.

‘FULL’ AIRCRAFT IMPORTATIONNon EU-registered aircraft that are flown into theEU are subject to EU importation requirementsincluding applicable VAT and customs duties,unless they possess an applicable exemption fromthese taxes.

An aircraft is fully imported into the EU when it isbrought into a particular EU member country andthe owner pays all applicable customs duties andVAT imposed in that country. VAT rates and cus-toms duties vary between EU member countries,but are generally between 15-25 percent of theaircraft’s value.

Attorney Chris Younger discusses recent changes inEuropean Union customs regulations and theirrelevance to Board oversight of US-owned businessaircraft.

D

Changes to EU VAT RulesAffect Aircraft Importation(Part 1)

Chris Younger is a partner at GKGLaw, P.C. practicing in the firm’sBusiness Aircraft Group. He focuseshis legal practice on business aircrafttransactions as well as issues relat-ing to federal and state taxation andregulation of business aircraft own-ership and operations. Mr. Youngercan be contacted [email protected]


�


Boardroom guide 5April12_FinanceSept 20/03/2012 12:02 Page 1

Jet Black July 21/6/11 11:21 Page 1



“There are,however,

certainsituations

whereby anaircraft ownermay import anaircraft into an

EU membercountry andqualify for a

reduced rate.”

If an aircraft is not fully imported into the EU andthe rules for a duty- and VAT-free temporaryimportation of the aircraft (discussed below) do notapply or are not properly followed, any EU mem-ber country into which that aircraft is flown mayassert that the aircraft has been illegally imported.

In such case, the aircraft could be impounded andthe flight crew and passengers on board detaineduntil the issue is resolved. The resolution of suchissues will take hours (or quite possibly days),depending on the EU country involved. Subsequentactions potentially could result in the imposition offines on the owner in addition to liability for allapplicable customs duties and VAT.

There are, however, certain situations whereby anaircraft owner may import an aircraft into an EUmember country and qualify for a reduced rate onVAT and customs duties and/or a refund of suchVAT and customs duties. Proper procedure forapplication of the reduced rate or qualification forthe refund, however, must be followed.

An EU customs expert can provide detailed infor-mation on when these options are available and theprocedure to be followed to take advantage ofthem.

‘TEMPORARY ADMISSION’ OF AIRCRAFTThe Code provides a mechanism to permit an air-craft that is not domiciled or registered in the EU tobe temporarily imported into the EU withoutcustoms documentation or payment of customsduties or VAT.

This ‘temporary admission’ regime exists to accom-modate the occasional entry of foreign registeredaircraft into an EU member state. The requirementsfor its application are, however, not always easilyapplied.

Under the Code, an aircraft that is not EU-regis-tered and is in private use may enter the EU for upto six months without liability for VAT or importduty tax. Alternatively, an aircraft that is not EU-registered and is in commercial use may remain inthe EU only so long as required for carrying outtransport obligations.

Private use of an aircraft includes any use that isother than commercial. Commercial use is defined

in the Code as the transport of persons or of goodsfor remuneration, or in the framework of an eco-nomic activity of an enterprise.

NEXT MONTHNext time, we will consider the specific require-ments for temporary admission of aircraft into theEU and the interpretation of those rules by individ-ual EU member states. We will look at the applica-tion of the six-month time limitation to importedaircraft by individual EU-member countries. Wewill also review the interpretation of the term ‘pri-vate use’ by individual EU-member states and howthat interpretation affects the application of cus-toms duties and VAT to a particular aircraft when itenters an EU-member country.

Additionally, we will consider some issues that areancillary to this analysis such as what passengersare allowed on board flights into and within the EUwhen an aircraft has been temporarily admittedinto the EU.


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et’s consider a typical variable hourlycost for a mid-size business jet (as repre-sented in Table A). On the basis of thevariable cost for the company jet being$2,430/hour, if the airplane flies 400

hours per year the annual total variable cost (400 x$2,430) would be $972,000 - see Table B.

Typically, annual fixed costs associated with amid-size jet in a traditional flight department areas follows:• Crew Salaries (2 Captains) = $218,000• A&P Mechanic = $82,000• Benefits = $90,000• Hangar = $36,000• Insurance = $31,000• Training = $55,000• Charts, publications, and miscellaneous

services = $18,000• TOTAL FIXED ANNUAL = $530,000

Parsing data to identify those costs attributable tomaintenance, we obtain the following total:• Parts = $100,000/year• APU = $16,000• Engine Reserves = $160,000• A&P Mechanic = $82,000• Benefits = $24,600• Training = $10,000• TOTAL FIXED ANNUAL = $392,600

If our pre-tax operating budget were $1,502,000per year, then maintenance actually accounts forabout 26% of the operating budget for our mid-size jet. Other than fuel, this represents the biggestsingle part of the annual operating cost.

When viewed from a purely financial perspective,it would be natural to ask, “Can we safely contin-ue to maintain the aircraft while reducing this costcategory we call maintenance?”

I stress that reduced safety is not an issue here:The question is whether it’s possible to be as safe,but to spend less? To assess this, it is necessary tolook at the maintenance sub-categories listedabove.

PARTSThis covers the parts that need replacing and thosethat are repaired or overhauled. Ways to save hereinclude:• Tracking part warranties. New parts have

warranties. There may be some credit due if parts need additional repair during this warranty period.

• Exchanging parts. Some components can be exchanged for minor credit toward the price of new.

After fuel, aircraft maintenance is typically the largestpart of the operating cost budget for a business aircraft.However, maintenance should not be looked at as solelya cost by the corporate user, says David Wyndham.Here’s why...

L

Aircraft Maintenance and its Impact on Costs

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

�


Fuel $1,560/hour

MMaintenance

Parts $250

APU $ 40

Engine Reserves $400

Catering/Travel Expenses $180

TTOTAL Variable Cost $$2,430/hour

TABLE A


Fuel $624,000/year

MMaintenance

Parts $100,000

APU $16,000

Engine Reserves $160,000

Catering/Travel Expenses $72,000

TTOTAL Variable Cost $$972,000/year

TABLE B

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• Inventory. The costs above do not include the cost of inventorying spare parts. FedEx/UPS for overnight deliveries are often less costly than the carry costs of inventory.

APUThis is the Auxiliary Power Unit. The cost listedabove is for the annual guaranteed maintenanceprogram (GMP) contract. Pay-as-you-go may savemoney in the short term, but the bill is large andmay come at inopportune times. The GMP alsoinsures against premature failure and unscheduledrepairs. It is better to keep the APU on a GMPplan.

ENGINE RESERVESThis amount is also the cost of the GMP. Engineoverhauls are infrequent, but very expensive.Allowing for Engine Reserves insures againstunscheduled maintenance, offers budget stability,and actually adds to the resale value of the air-craft. Forgoing Engine Reserves may save, butonly in the short term.

The last three sub-categories (A&P mechanic,training and benefits) are all related to the A&Pmechanic. If you have a qualified maintenancefacility on the airport, that facility may be able toprovide the A&P service for a shop rate of about$100 per hour.

Whether you have an A&P on staff or not, you stillmust take the aircraft to a third-party for the majorinspections as the small operator lacks the special-ized equipment and number of people needed forthe major servicing. However, the A&P (as youremployee or employees) offers value that canexceed salary in the following ways:• Your A&P knows your airplane, therefore,

he/she (or a maintenance Team) may be able to provide a higher level of knowledgeable service since those individuals are dedicated to just your aircraft.

• The A&P can ‘baby sit’ the aircraft during major inspections, interior refurbish-ments, new paint, etc. Your main-tenance personnel can ensure bothan on-time complition and on-budget cost. Do not overlook the value of this!

• Increased dispatch reliability and aircraft availability: Your A&P employees can keep ahead of all the minor maintenance and upkeep. They can come in early to make sure the aircraft is prepped for flight. If something is amiss, they often can correct it before the scheduled departure, which is far more favor-able than having to contact the maintenance shop and schedule an ‘emergency’ visit (with its minimum charges and possible overtime fees).

• The A&P can enhance your aircraft’s value through proper maintenance and record keeping. A well-maintained aircraft with impeccable records has increased value.

Having an A&P on standby is like having the firedepartment near your home. When you needthose resources, it’s nice to know they are close by.

If you have a mid-size or larger business jet, hav-ing an A&P on staff can enable the aircraft to bemore productive, and often will result in overallsavings that can equal salary cost. Just as a well-trained pilot is a wise investment, so is a well-trained A&P. Maintenance is a significant part ofthe aircraft operating budget, but like yourpersonal health, quality matters.


Boardroom Guide 6 April12_FinanceSept 20/03/2012 12:05 Page 2

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CAP April 19/03/2012 16:37 Page 1

“…Jury Awards Pilot’s Family $10,500,000…” &“…Family of Co-Pilot to Receive $22,600,000 inCrash of Corporate Jet…” - Chicago Sun Times &PR Newswire

n 1996, a Gulfstream GIV owned by a large cos-metics company crashed on take-off, causingseveral fatalities, including both pilots. Theflight was made pursuant to an interchange

agreement with a large insurance firm that alsoowned a GIV but whose aircraft was unavailable.For the flight, the insurance firm insisted that one of

their GIV Captains operate the cosmetic company’saircraft as Co-Captain. It appears there was a steer-ing issue on take-off and possible confusion con-cerning which pilot had control of the aircraft. Theresulting insurance claims took over 13 years tosettle.

During the investigation, it was discovered a formalinterchange agreement had been executed betweenthe two companies but was never forwarded to theinsurance carriers for consideration of coveragerequirements. That issue created a legal nightmare.

Continuing our discussion from Part 1 in theFebruary issue, Stuart Hope next looks at insuranceissues regarding the use of time sharing andinterchange agreements.

I

Insuring for IndirectExposure (Part 2)

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

�



MAKE SURE CONTRACT REQUIREMENTS AND INSURANCE POLICY ARE IN SYNC

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THE ISSUESimply put, time share and interchange agreements,as defined under the US Federal AviationRegulations, are arrangements where an aircraftowner leases his aircraft to another aircraft owner inexchange for equal time on the other owner’s aircraftwhen needed. As respect to time sharing agree-ments, an owner can receive specifically defined costreimbursement from a non-owner [e.g. subsidiarycompany] for the use of his aircraft.

These agreements are legal documents and containspecific insurance requirements between the partiesinvolved. The insurance section of a typical inter-change agreement will require:

1) The other aircraft owner who will utilize the relevant party’s aircraft is added as an additional insured under the liability coverage;

2) The owner’s insurer waives its right of subrogation as respects hull coverage;

3) The owner’s insurance policy is primary without right of contribution from any insurance the otheraircraft owner might carry; and

4) There will be a 30-days’ notice of cancellation or material change.

As mentioned above, the companies had executedan interchange agreement but failed to forward it totheir insurance broker for review and to amend therespective policies to comply with the insurancerequirements of the contract.

Each company was represented by a good insurancecarrier (albeit different ones) and coverage was validunder both policies (e.g., owned aircraft coverageunder the owner’s policy and the other owner undertheir non-owned aircraft liability coverage).Unfortunately the fact they were with differentinsurance carriers created a huge problem.

THE NIGHTMARE SCENARIOBecause no one will ever know what actually

happened in the cockpit that day, it remains unclearwhich pilot was actually flying the aircraft at thetime of the loss and therefore which insurance com-pany should be responsible for ultimately paying forwhat would be an extremely large financial loss.Each insurance company took the position their pilotwas not flying the aircraft and thus the other insur-ance company should be responsible for taking onthe coverage for both parties.

As previously mentioned, the legal battle lasted 13years. The big losers in all of this were the aircraftowners involved.

It didn’t have to be this way. Remember the commoninsurance requirements we discussed earlier, one ofwhich was that the owner’s policy would be pri-mary without right of contribution from any otheravailable insurance? Had the interchange agree-ments been forwarded to the respective insurers andbeen endorsed, there would have been no questionwhich insurer was responsible.

THE SOLUTIONAs I’ve stated in earlier articles within thisBoardroom section, it is critical to forward ANY con-tract you enter relating to your aircraft that containsinsurance/indemnity requirements to your insur-ance broker for review and compliance.

Make certain the contract requirements and theinsurance policy are in sync. From a risk manage-ment perspective, consider whether using mixedcrews is a good idea. Best practice may dictate not,but reality might require it.

Remember that just as in the cockpit, details matter!Don’t drop the ball on this one.


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Boardroom guide7 April11_FinanceSept 20/03/2012 12:08 Page 2

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he description of the prospective new air-craft sounded more like office real estatethan transportation hardware as the brokerdetailed the aircraft to its potential owner’sBoard Members.

Spread within more than 3,000 square feet of floorspace were three bedrooms; a master suite; twooffice areas; a fully-functioning conference room;three baths; two galleys; guest-passenger seating;and all the accoutrements of a modern executivesuite.

THE MOST OF EVERYTHINGThe variety of airliner airframes deployed as corpo-rate aircraft knows no limits. Examples of everythingfrom 30-seat commuter turboprops to jumbo jetsserve as business aircraft around the globe.

At the top of the scale Airbus Corporate Jets andBoeing Business Jets offer factory-direct purpose-built adaptations of their single-aisle medium-rangeairliners, including all the variations of Boeing’s best-selling 737s as well as Airbus’ A320 aircraft family.

But the demand extends beyond the single-aisle jets,to the top of the jumbo lines: the two companieslogged private aircraft sales of the Airbus A380 andBoeing 747-8 well before each new design first flew.Examples can be ordered of any jet that eithercompany makes.

Long before the OEMs offered factory-tailored ver-sions of their airliners, however, visionary corporateoperators recognized the value and utility of com-mercial airframes converted into corporate jets as farback as the 1960s.

While it’s certainly a factor, the appeal goes beyondfloor space available in these aircraft.

ALL YOU COULD NEEDAmong the top benefits of purpose-built business jetvariants of airliners are clean-sheet interior designswith the airplane’s critical systems already installedand certified to the high standards of airlineequipment.

That includes fuel systems for ultra-long-range fly-ing, wiring and electrical power systems designedand installed to support office-standard equipment,specially configured accommodations rather thanhundreds of passenger seats, and human-comfortoptions (lavatories, galleys, showers and refreshmentcenters) that can include fresh, potable water andcooking stations.

Completion centers can build in any conceivableoffice configuration and business equipment needed– from desks and work stations to computer net-works, wireless phone and internet - all with globalaccess.

For any company with the means and the needs, anairliner as a business jet is the no-compromise solution for highest-function air transport for any company’s longest-distance or heavy staff-accessneeds.

T

Businessliner Value





But for all these flexibilities, the Businessliner doescome with some constraints. Bigger, heavierairplanes designed to fly once unimaginable dis-tances require considerable runway length, therebyrestricting airport options. Generally 6,000 feetstands as only nominally long enough for many,with 7,000 feet more attractive for most. The runwaymust also be rated for the weight and wheel combi-nations of the private airliner - as must the rampsand taxiways in relation to the load and wing spanof the aircraft.

So basing and destination planning starts with limi-tations that smaller business aircraft solutions don’tface.

Crew requirements are, like everything, dictated byFederal Aviation Regulations (FARs); two-pilot crewrequirements begin in aircraft far smaller than theprivate airliner, but where range is a factor, crewrequirements increase when using the ultra-long-range capabilities of some of this category of jets.

With capabilities for flying anywhere between 4,500-8,000+ miles, a crew for flight times of 10-18 hours isdefinitely a factor. Three, and sometimes more quali-fied pilots might be required, depending on thescheduling. And the same goes for the crew in themain cabin. With pieces of cabin equipment as large,complex and expansive as this type of jet can accom-modate, a trained, qualified flight attendant or twoshould be considered at a minimum.

BIG CAPABILITIES, BIG REQUIREMENTSClearly there is a need for the Businessliner. Catering

to the market’s demand for both speed and space,OEMs have sold a combined total of 300-plusprivate airliners in the past 15 years.

Businessliners simply deliver private air transporta-tion on a bigger scale than anything else flying,including commanding a substantial price for pur-chase, operation, and support. Yet the capabilitiesthese Businessliners deliver are unparalleled in avia-tion, offering operators all the space, equipment andcomfort of an entire executive office – a suite capableof connecting, non-stop, points separated by half aplanet at airliner speeds, but without airline hasslesor common-carrier inconvenience.

That combination will keep the Businessliner sellingfor decades into the future.

PRICE HISTORY GUIDEFor the purpose of our Price History Guide (below),five companies compete in this field, with aircraftranging in cabin volume from the largest BoeingBusiness Jet (BBJ3) at 7,290 cubic feet to the smallestDornier Envoy 3 at 1,409 cubic feet.

The table below shows the prices for each of theseBusinessliner aircraft models factored. Prices asreported by B&CA Magazine range from USD $89.9million for the BBJ3 in 2011, to USD $31.2 million forthe Bombardier Challenger 850.


“Completioncenters canbuild in anyconceivableofficeconfigurationand businessequipmentneeded .”

What the Boardroom needs to know about Business Aviation

BusinessLiner Values

Source: B & CA - May 2011


ur marketplace has had hugeprice and value swings over thelast few years and thereforekeeping up with values hasnever been as important or as

problematic as it is right now. Consideringthat, let’s deal with the additional complexi-ties of valuing aircraft that are not based oroperated in the United States. As these mar-kets mature and develop thriving secondarymarkets, understanding what will affectfuture value is critical for both seller andbuyer.

There are currently four tools that are mostrecognizable for basic customary valuation:Vref; Aircraft Bluebook; AMSTAT; andJETNET. Vref and Bluebook are tools that arepublished quarterly and track the Retail andWholesale pricing by category of aircraft, byyear-model and then additionally provide theopportunity to customize further based on air-craft total time, as well as adding value foradd-on equipment.

But pointing back to one of the less sophis-ticated elements of our industry, there is norecordation body to aggregate actual salesprices. This task is made even more difficultby the fact that in many of the aircraft cate-gories that are reported on a quarterly basis,there may be very few-to-no transactions tak-ing place with which to evaluate.

AMSAT and JETNET are providing impor-tant information for our market and currentvalues by most effectively aggregating thecomparable aircraft for sale in each given cate-gory as well as producing reports for pastsales based on FAA documentation.

But now let’s discuss the meat of our topic.What can change with respect to the valuationof aircraft that are based internationally?

Many times I have helped a client work topurchase an aircraft that is not based or oper-ated in the US, and more times than not theaircraft are registered in a country that doesnot have a recordation body that recordsownership or liens. This means that what youcan see is who the operator is, not who theowner is.

In many cases I have tried to help verysophisticated buyers in the US with verysophisticated legal teams both based in the US

and often also in the country where theaircraft is registered and we do not make adeal, often times after huge legal bills areaccrued and no shortage of headache suffered.The deal ultimately falls apart because myclient is not willing to take the risk of notbeing able to identify a real owner, and thusnot having the certainty that a contract isbeing signed by a person who can standbehind the one rep that is meant to surviveclosing - namely ‘clear title’.

Often these planes have been registered inseveral countries, so the cost to buy TitleInsurance for multiple countries is prohibitive.This definitely impacts the value of one air-craft against another that has been based all itslife in the US - or another country which pro-vides these usual and customary assurances.

Far too often I see these international air-craft were also never registered on theInternational Registry. Often the first-timebuyer in an emerging market will not see aneed for management, and instead take thetask on themselves without proper guidanceas to the critical safety and residual value ram-ifications for not keeping up with scheduledmaintenance.

Another area of concern is record keeping,which can be evidenced by often huge gaps inrecorded maintenance. Parts traceability there-fore can often not be accomplished due toparts being put on without correct tags, orsimply just not accounted for.

Serial number checks will reveal that thereis no way to figure out these lapses. Equallyso, making interior and equipment modifica-tions that do not have corresponding paper-work which conforms to the best practicestandards, and which results in insufficientrecords. In the end, the aircraft will cost abuyer thousands of added dollars to put it ona commercial certificate if these common andcustomary practices are not followed.

Cosmetically speaking, most countries donot have the same priority as regards hangar-ing aircraft, and the result can drasticallyaffect future value. Paint jobs and bright worknever last as long as they do on aircraft thatare hangared, and the cost to paint these air-planes can end up being considerably higherowing to corrosion that is far more aggressive

when left exposed toharsh conditions.

Another questionwhich may nevercross your mind thatwe have learned toask before we travelthousands of milesto see an aircraftbased international-ly: Do the owners orpassengers smokeinside the aircraft? Believe it or not, smokingis not always frowned upon in many of theseemerging markets, but nevertheless the effectof smoke in the avionics equipment alone canhave a dramatic impact on value.

One more important piece of this puzzle tofactor in, however, when considering buyingan aircraft that is based or operated interna-tionally is how long the operation has beenbased internationally? If a plane has only beenbased or operated out of the US or another‘Best Practice’ country or environment for ashort period of time, the impact of securinglien information or the negative impact ofinclement conditions may have less impact.

There is no getting around the idea thatour industry is following the lead of so manyother industries - it is going Global! Short-term, most of the aircraft going into theemerging markets are either brand new deliv-eries or absolutely like-new, and in most ofthese markets there is no well-establishedsecondary, resale market…yet!

There will be soon and I have a feeling as itbegins to emerge these owners will see howeach of these areas we have discussed gainsimportance in the residual value discussion.❯ Jay Mesinger is the CEO and Founder ofJ. Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman of AMAC.He served on the Duncan Aviation Customer AdvisoryBoard for two terms and now joins the Jet AviationCustomer Advisory Board. Jay is also a member ofEBAA and the Colorado Airport Business Association(CABA). If you would like to join in on conversationsrelating to trends in Business Aviation, share yourcomments on Jay’s blog www.jetsales.com/blog,Twitter and LinkedIn. For more information visitwww.jetsales.com


Valuation Of International Aircraft

THE AVIATION LEADERSHIP ROUNDTABLE

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Leading where it comes naturally.by Dave Higdon

olutions: everybody needs oneonce in a while; a solution to aneed, to a shortcoming, or tochange. Seeking, finding andimplanting solutions on behalf

of their customers is a constant moredemanding than ever among avionics manu-facturers, regulators and maintainers. And atthe center, working to find solutionsstrongest for all is the Aircraft ElectronicsAssociation (AEA).

Much of the technological revolutionsweeping avionics was just taking root as theAEA entered its 40th year and a fresh, youngface moved into the office vacated by theassociation’s first and long-time presidentMonte Mitchell. With that change the associ-ation embarked on a new era that to this daycontinues to evolve at all those levels, butwith Paula Derks heading up the broadlybased organization.

In a way Derks was herself a solution:finding a leader for AEA’s maintenance-shopmembers its manufacturing and suppliermembers, (domestic and international) whocould continue AEA’s work with the small-est-possible learning curve. While new to thepresident’s post in 1996, Derks was already along-time veteran of the association, andwas consequently well known within AEA’smembership.

Derks grew up in a General Aviationhousehold, the daughter of a vice presidentof marketing for the old Wilcox Electric.

From its base in the Kansas City area Wilcoxsupplied aviation communications and navi-gation electronics. Her father also servedamong the core of industry people who, asvolunteers, nurtured AEA from its foundingin 1957.

Derks’ father ultimately became AEA’sfirst permanent employee when the volun-teer board recognized that AEA’s importantactivities for, and responsibilities to its mem-bers exceeded what volunteers alone couldcarry. That president, Monte Mitchell, cameon board in 1978 – a watershed moment inAEA’s move up to the next level.

The new, professionally-staffed AEAembarked on meeting members’ needs, com-munications among them, starting a newtrade magazine for the avionics techniciansand shop owners – Avionics News. The nextyear Mitchell hired Paula to become one ofthe newly enlarged staff to work at theground level on the publication, and overthe next decade Derks moved up to run themagazine, then on to AEA’s director of com-munications, and then to a vice president’spost and ever-more responsibilities through1995.

When Mitchell announced plans to retirefrom the association, 11 candidates receivedscreening by the AEA board-appointedsearch committee; many were interviewedfor the post, but after a lengthy vettingprocess the board tapped the most logicalsolution available: Derks, with her lifelong

familiarity with the association’s mission;involvement with the industry; experience inthe role and activities of the regulatory agen-cies involved; and strong relationship withthe members.

In July Derks will mark her 16th year asAEA president and, with the end-of-yeardeparture of Jim Coyne from NATA, she’llbecome the longest-serving of the major avi-ation trade-association heads. Derks will alsocelebrate 33 years at the Aircraft ElectronicsAssociation.

AN UNEXPECTED OUTCOMEBecoming the longest-serving aviation tradeassociation head was hardly on Derks’ radarscreen as she studied public relations andjournalism at University of Central Missouri.The chance to work on a magazine, in jour-nalism and publishing, attracted her to theAEA job.

“The job came to me right out of school,where I earned a bachelor’s degree in publicrelations with a minor in journalism,” Derkstold World Aircraft Sales Magazine. “Thatwork was my interest – on a magazine orpaper of some sort… writing. I wasn’texpecting to do this when I was in college.

“I wanted to work in publishing, journal-ism and the AEA magazine was that chance.Somewhere along the way it became where Iwanted to stay.”

By any measure, Derks’ tenure as presi-dent of AEA has been a lot of work – filled

AEA’sPaulaDerks:

PAULA DERKS PROFILE

S


❯

PAULA DERKS, PRESIDENT, AEA

Paula Derks_Gil WolinNov06 20/03/2012 10:57 Page 1

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with plenty of advances for the associationand its membership. “I never considered theaviation industry as my final choice – notthat I didn’t have plenty of good exposureto the industry. But the opportunities keptcoming and now this is home.

“I’m very fortunate to have the job Ihave, and to get to do the work I get to dowith the people I get to work with – I con-sider myself to be very fortunate.”

Feedback from members indicates she’snot the only one who feels fortunate. “She’sdone a lot to make AEA more important tous, more relevant and useful,” said theowner of one Midwest avionics shop. “Thetechnical support has been great, the regula-tory efforts, and the training available – it’sall been improving since they moved.”

(Just as the transition to Derks fromMitchell proved a milestone, so has AEA’smove into its new headquarters.)

ANSWERING A MANDATEFor years AEA called a small, 3,700-square-foot office in Independence, Missouri, a sub-urb east of Kansas City its home. But a tech-nical- and technician-training mandate com-ing from the FAA effected membershipgrowth pushing the association above 1,000corporate members, then 1,100, and now onits way to more than 1,300 companies repre-senting thousands of employees, the associ-ation needed more space.

Derks recalled the time in 2006 goinginto 2007 when consideration of a move

began – and things started happening morequickly than expected. “Talk about a perfectstorm when we decided our previous head-quarters was too small… Our staff wasgrowing, services were growing, membersneeded more – and we started looking else-where. It was a perfect time to look for anopportunity to locate near an airport andget more space.”

About 8 miles to the south in Lee’sSummit, Missouri, the city had an upscale,corporate office park developing adjacent tothe Lee’s Summit Airport (KLXT) and rela-tively quickly in late 2007 Derks and herstaff hit on the perfect prospect.

“We found an unfinished 12,000-square-foot building – just a shell, ready to be fin-ished exactly the way we wanted, Derksrecalled. We closed in December, 2007 – Isay it was a perfect time – right as the econ-omy started to tumble.”

Where businesses and individuals alikesoon would find buying and selling realestate in a state of near paralysis, AEA hit itright. “Our old building, where we weregoing to be while our new building was fin-ished, sold almost instantly,” Derks recalled.“We were fortunate again that the buyerwas willing to go to closing and give us sixmonths as a tenant while we completed thenew building.”

Over the ensuing five months AEA’sday-to-day work continued apace at theIndependence headquarters while workproceeded completing an interior geared to

supporting both the staff, association mem-bers and the General Aviation industry atlarge.

“We were able to finish the buildingexactly to our specifications,” Derksexplained. “We expanded staff space andadded space for future staff, we expandedour publications department and most of allwe created space to house technical trainingsessions and to host industry meetings inour 12,000 square feet.”

While the work proceeded Derks and herstaff planned and prepared for the movewhile also scheduling and organizing newtraining opportunities for members andjoint meetings between regulators and vari-ous elements of the General Aviationcommunity.

TAKING AEA TO NEW PLACESIn June 2008 AEA staff closed theIndependence office for good and openedfor business in a new Lee’s Summit head-quarters ready for a more-engaged, moreinvolved AEA.

“The move opened up opportunities forour members, to our on-site training facili-ties, as well as our on-line training andremote technical training – thanks to thetechnical capabilities the new building wasfinished to support,” Derks recalled. “Wealso use the space for a lot of industryevents now - most recently between partici-pants in the helicopter industry and theFAA’s Rotorcraft Directorate.

PAULA DERKS PROFILE

THE AEA STAFF (LEFT TO RIGHT): AARON WARD, JENNA KRAMER, MIKE ADAMSON, DEBRA MCFARLAND, GEOFF HILL, PAULA DERKS, RIC PERI, LAUREN MCFARLAND, LINDA ADAMS AND JEFF KIRCHHOFF.


“What’s really satisfying now is we havemore members visit, from around the world,to our international HQ for our training orfor one of our meetings. Our proximity toKansas City’s airports was helpful when wewere in Independence, but now we’re practi-cally on Lee’s Summit municipal airport andit’s made a difference in our members’ par-ticipation and visits to headquarters.”

In the years since moving, AEA has expe-rienced significant growth, some attrition,and a maturation and expansion of its pro-grams – all on Derks’ watch and all with thehelp of a small, dedicated staff. AEA repre-sents more than 1,300 international anddomestic avionics shops, manufacturers,installers and product developers with 10full-time staffers, nine at its headquarters,and one staff vice president and an on-retainer counsel in Washington, D.C., plusthree representatives handling internationalissues in Canada, Europe and the SouthPacific.

Despite being among the leanest of avia-tion’s numerous trade organizations, AEAstands among the nimblest and mostdynamic, and with the approach of the 55thAnnual AEA International Convention &Trade Show this month, many of the signs ofthe association’s dynamic growth remainhighly visible, impacting positively on itsmembers.

“We have not struggled through the eco-nomic downturns to the level of others, notas an association or as an industry,” Derks

noted. “That’s not to say some of our mem-bers haven’t been truly hurt – some have.”

AEA membership slid backward slightlyafter peaking near 1,400. Derks observed AEAwas “slightly down” in membership – lessthan 5 percent - and that the membershipdecline paralleled where avionics shops andrepair businesses have been hurt the worst:among the smallest repair stations, smalleroperators, who’ve not been able to keep up, oramong the one-and-two person operationswho’ve seen their businesses shrink aroundthem. “The impact of changing technology isclearly an influence,” she stressed.

“The continuing regulatory challengeshave an impact, too,” Derks explained. “Thetraining and certification requirements andthe coming need to develop SafetyManagement Systems (SMS) are all challengesthe entire industry faces.”

SMS will be one of AEA’s focuses thismonth when the association convenes inWashington, D.C. “The program that we’redeveloping for our members are SMS solu-tions designed specifically for the avionicsindustry,” Derks said of an effort lead by hervice president of government affairs, Ric Peri.“This was created out of recognition that weneed a solution for AEA members - particular-ly the smaller avionics shops - to use to helpthem meet the mandate that is sure to come.”

TAKING OWNERSHIP & PRIDE,OFFERING SOLUTIONSSolutions are the most important element in

the services AEA offers for its members. “Atour Rotorcraft Directorate forum we hadabout 70 FAA and industry officials togethertalking about certification challenges andequipment standards, and it was gratifyinghearing the FAA admit they know they haveshortcomings; that they know they havechallenges and staff shortages… and a needto work with us.

“You can’t just complain about the regu-lators; you have to offer solutions – andthat’s what we’re working toward for ourmembers, with them and with the FAA.”

One solution AEA is after at its upcomingconvention is a solution to a perception thatGeneral Aviation is somehow not worthy.That’s where Paula Derks wants AEA, itsmembers, and others in General Aviation tonext go – back to taking pride, taking own-ership in the industry and in the community.

“It’s time to stop apologizing for GeneralAviation - it’s time to let the public know thepride we’ve always taken in our work: fromthe work on avionics to building the air-planes and servicing them. We need to takeownership and show pride and take backour image.”

AEA appears well positioned to live themessage as well as deliver the word, and thesecond-generation president of AEA has ahand in making the association morerelevant than ever.

❯ More information from www.aea.net

PAULA DERKS PROFILE

AEA HEADQUARTERS



s a writer you have an ongoingstruggle knowing that what youscript could be old news by thetime it gets published. That beingso, can you imagine the challenges

bestowed on vendors who first must design;then market, manufacture, and certify aproduct before it can be introduced and soldto the industry?

With technology moving so fast and one-to-three-years required to beget a productfrom a conceptual design to the market,obsolescence is like a vulture circling its prey.And on the flip side of the coin, an operatorlooking to upgrade their aircraft could easilybecome entangled in the perpetual waitingcycle of hoping to get the latest technology


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help you make the right decisions today.

by Brian Wilson

Next GenIFEC:

Next Gen IFEC: Understanding what is on the horizon can help you makethe right decisions today.

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Taking Care of Business Aloft:Digital Cabin systems keep us productive and in touch en route.

Cabin System Considerations:Reducing your maintenance costs

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and the best value for their investment.It’s not uncommon for a consumer to pur-

chase the latest smartphone or tablet one dayand then replace the unit just months laterwhen the newest version comes to market.That doesn’t mean that it is practical toupgrade your aircraft every time a new tech-nology comes along, however. Matters arenot helped by the fact that the retail productsare available today and being used by yourpassengers, and thus they expect the samefunctionality onboard your aircraft, though.

So what is one to do? Reading this articleis a worthy start. You will be introduced toproducts and technology currently availablealong with what the near future holds for theIn-Flight Entertainment and

Communications (IFEC) market. This will beplaced alongside the reasons why the indus-try has to safeguard itself from the impulseto just “carry on” all their IFE equipment (asin carry aboard an iPad with all the capabili-ties to provide entertainment andconnectivity).

Cabin Electronics is the hottest market forcorporate aircraft today and is projected togrow 12% annually through 2020. All eyesare on the consumer. What products are theybuying? How are they using these products?How can the industry implement and certifythese products for corporate aircraft?

Unless your aircraft has undergone acabin retrofit in the last year or two, your IFEsystem is probably already outdated.

START WITH THE “C” IN IFECNo, I am not trying to have you read andwrite as the ancient Egyptians (right to left),but Connectivity as I see it is the key bridgeto a differentiator in IFE installations, and isthus foremost in the IFEC equation.

Next time you are waiting for a flight,shopping at the mall, or sitting in the park,take a look at the people around you. Manyare attached to their Personal ElectronicDevices (PEDs) either making a call; textingsomeone; sending an email; or checking theirsocial network page. The connectivity iseither through a GSM/GPRS network orWi-Fi hotspot.

To deliver the true passenger experienceyou must deliver the same mundane servicewe all take for granted on the ground, andreciprocate it at 30,000 feet-plus. Let me cau-tion you to the biggest misnomer in IFECmarketing today: All the adverts, the pic-tures, the demonstrations at the shows thatyou’ve doubtless seen - all portraying PEDsinterfacing with the aircraft IFE equipmentto send texts, watch movies, etc; without the“C”-part (connectivity), you have nothingbut a stand-alone PED whose battery willneed charging shortly.

Let me introduce you to another “C”-word: ‘Certification’. This is also vitallyimportant because all on-board GSM/GPRSnetworks or Wi-Fi hotspots require aSupplemental Type Certificate (STC). Thegood news is that connectivity and Wi-FiSTCs are currently approved every monthfor different airframes around the world, butthey do add cost and complexity to theinstallation.

[Two further simple rules apply to theinstallation: The faster the speed of the con-nectivity option, the higher the cost of instal-lation will ultimately be. And some options(HGA and Ku-Band installations, for exam-ple) are only available to larger airframesowing to antenna size.]

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THE “E” IN IFECEntertainment by definition is “to hold theattention with something amusing or divert-ing.” Whether traveling by airline or corpo-rate jet, the goal is to arrive safely and ontime. The differentiator is the travelers’experience during the flight. Does this needassessing on your aircraft?

For those that have a limited budget, youcould look to get a few options that wouldsupplement your existing system to give it afresh, new look. Obsolete technology can bereplaced with the latest functionality, and ifplanned well could also save you somemoney and down-time. Option examplesinclude:• VIP Touch screen• High Definition (HD) Monitor• Blu-Ray player• Media center• Audio Video On Demand (AVOD)• iPod Docking station

These are all types of upgrades that canbe made during a small inspection or evenbetween scheduled flights. Interior accessshould be minimal - typically the Blu-Rayplayer can be mounted in the vicinity of theHD monitor. New HDMI cabling wouldneed to be run between the two units,however.

Based on research there is a definite trendat this time for handheld devices withonboard cabin systems. Vendors have beeneager recently to showcase how their cus-tomized “applications” would allow tabletsand smartphones to control their CabinManagement Systems (CMS). One examplewas the introduction of Cabin Remote fromRockwell Collins that turns an iPad, iPod oriPhone into a two-way remote that can con-trol content within Rockwell’s new VenueCMS.

Offering the ability to control your entireCMS and everything inside it with one sim-ple HD touch screen interface undoubtedly isa very attractive proposition. Imagine yourpassengers cruising along at 30,000 feet andutilizing their tablets to review email, visitthe corporate VPN, browse the web, controlthe CMS and even change the cabin tempera-ture… And that experience can be enhancedthrough auxiliary panels outfitted withHDMI and USB inputs that allow you toview and control content from your personaldevice onto the CMS.

Smart TV technology is now integratedinto this generation of galley, bulkhead andtouchscreen displays, which can control,store and disseminate audio and video con-tent throughout the system and even allowyou to interface with your carry-on device.The intuitive, graphical displays are cus-

tomized to give passengers the same formand function as their own personal devices.

For the most part, aircraft that have beenrecently purchased or those that have beenowned and operated 6-8 years are perfectcandidates for an IFEC upgrade that canincorporate elements of, or all of the above.These aircraft are due a major inspectionand/or interior refurbishment. Either waythe interior is going to be removed - so tosave money and downtime this would alsobe an appropriate time to perform a com-plete overhaul of the system.

THE “IF” IN IFECThe I.F. stands for In-Flight. By its definitionIn-Flight means you cannot simply pull overto the side of the road if an emergency situa-tion presents itself to use your carry-ondevice! While stating the blazingly obvious,this should also draw your attention toanother increasing trend that could have aserious effect on the safety of your aircraft;namely the growing mindset among con-sumers that certified IFE systems are outdat-ed, and therefore owners and operators look

to satisfy their passengers with nothing butcarry-on devices.

Let me illustrate further with a fewunnerving situations the Banyan QualityAssurance (QA) team has found lately:• An electrical outlet connected to a power

strip• Extension cords in the cockpit and cabin• Home Entertainment equipment secured

by Velcro• Interface cables in the cockpit attached to

the Yoke• Suction cup antennas on the windshield

and the glare-shieldDo you get the picture? These are acci-

dents (or at the very least incidents) waitingto happen. Products designed for the con-sumer electronics market should augmentthe onboard IFE system, not replace it!

Did you know that some PEDs are capa-ble of producing 4-Watts of power? That iswhy the FAA and regulatory agenciesaround the world require EMI testing on theaircraft to ensure its operating systems arenot effected by the operation of the device.

Monitor installations are certified by


ROCKWELL COLLINS’ CABIN REMOTE, BASED AROUND THE iPAD,

iPOD OR iPHONE, CONTROLS ROCKWELL’S VENU CMS

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402.475.2611 • www.DuncanAviation.aero/avionics • 269.969.8400

Experts at Duncan Aviation focus on providing the best and most productive cabin avionics solutions for customers, from the latest in entertainment systems to iPad cabin control systems and certified Wi-Fi solutions.

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Structural engineers to ensure the bulkheadcan handle the load in case the pilot has ahard landing or enters heavy turbulence.Proper installation procedures and adherenceare there to protect the passengers and crew.

It doesn’t matter that the boss asked for amakeshift installation - it should be your jobto illustrate to him why we have IFE equip-ment that has passed arduous testing to IAWregulatory standards. I’ll bet you wouldn’tlet him circumvent installing a TrafficCollision Avoidance System (TCAS) becauseyou can always look out the window! Whylet him circumvent IAW-tested IFECequipment?

NEXT GENLeading IFE companies are designing theirsystems with configurable software to allowfor new technology to integrate without theneed for hardware upgrades. Designers arenot just focused on supporting today’snewest products, but also those that still maybe on the drawing boards. The switch to dig-ital technology allows the flexibility toupgrade the system with a simple wiringmodification, supported by a softwareapplication.

2011 and 2012 will be remembered as the

years in which applications were introducedthat control the functionality of CMS throughpersonal devices - but where do we go fromhere? How about streaming content from amoving map, Blu-Ray DVD or camera to atablet or laptop?

The introduction of Digital LivingNetwork Alliance (DLNA) certified productsinto the next generation of portable deviceswill revolutionize how these productsexchange content. It enables different brandsof digital products to interact and share digi-tal content, making it easier to connect andenjoy music, videos and photos.

There are currently more than 230 DLNA

Certified brands, and the number continuesto grow. Leading IFE companies likeRockwell Collins have DLNA on their white-board and on a time-line to introduce it tothe aviation industry. DLNA-certified prod-ucts can connect either through an Ethernetconnection or a Wireless Access Point.Tomorrow’s tablets will not only control thecontent, but will view the content on boardcorporate aircraft.

Developments in technology miniaturiza-tion allow more speed, features and powerinto smaller packages - and this is currently

being introduced into IFE equipment. A goodexample is the Rockwell Collins’ Airshowmoving map whose memory was initiallystored on a disc hard drive, followed by adownloadable flash drive. The next genera-tion will have the 3D moving map softwareembedded into their HD smart displaysallowing content to be available to all equip-ment on the network. Tablets loaded with anAirshow application will receive streamingflight information.

Moving maps continue to evolve into anentertainment option in lieu of their originalpurpose of displaying the current geographi-cal position of the aircraft. Innovative 3Dmaps deliver an unparalleled level of graphi-cal realism. Map views that can zoom downto street level detail and provide points ofinterest both in graphical and text content.

Virtual pilot’s eye view and window viewallows you to see virtually what the pilot isseeing and view the terrain out the windoweven if it’s night time. Graphical designerscan take digital photos of your aircraft andcreate life-like recreations of your aircraft onthe moving map.

Meanwhile, the introduction of the digitalarchitecture has made the systems easier andlighter to install. Older analog systemsrequired discrete wiring between all the com-ponents within the IFE system. Today, anEthernet Cat5e cable can distribute 1080p HDvideo, audio, data, command and control inaddition to 28Vdc on one cable. Theseadvancements have lead to approximately50% less time to install a system, up to 35%reduction in weight and 40% reduction incomponent count.

Ethernet and Fiber Optic cables are thefuture to support the growing bandwidthdemands of tomorrow’s high-tech devices.

Bottom line: the “IFE” and the “C” com-bined give you the most features at the bestvalue for your aircraft. The corporate aircraftis a business tool which, when outfitted cor-rectly, can give you a competitive advantage- but who said the passengers can’t have alittle fun too?❯ Brian Wilson over-sees all activitiesrelated to Banyan AirServices’ avionicsdepartment - includingsales promotions,aircraft avionics instal-lations, bench and linetroubleshooting,engineering and usedavionics componentsales. His avionicscareer started 30 years ago, when he joined the U.S.Navy as an Avionics Technician. Wilson has alsoworked at Midcoast Aviation, Raytheon,Bombardier/Learjet and most recently at Jet Aviationin West Palm Beach where he headed the Avionics,Engineering and Interior departments. He also serveson the Rockwell Collins Dealer Board. He can bereached at 954-232-3606 or email [email protected]


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“ 2011 and 2012 will be remembered as

the years in which applications were

introduced that control the functionality

of CMS through personal devices.”


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n some ways today’s modern businessturbine aircraft offer users the samebenefits they’ve always provided: fast,direct, secure transportation between

points of the user’s choosing. Once-upon atime, however, whatever work passengersneeded to address, they brought in theirbriefcases and attachés. What they left on theground waited for them to land, locate aland line and call in.

The basic benefits of Business Aviationhave never changed; they simply got better.Today’s modern business-turbine aircraftaccomplish the mobility missions more effi-ciently than ever, not least in terms of thecabin as a workspace.

While pre-1990s the flight phone let peo-ple aloft talk to people on the ground, workmaterials remained limited largely to whatcame aboard in passengers’ briefcases. Thencame the 1990s and the Internet informationrevolution, along with parallel advances inmicroelectronics and digital circuitry. By theclose of the 20th Century Business Aviation


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Digital Cabin systems keep us productive

and in touch en route.

by Dave Higdon

Taking Care OfBusiness Aloft

I

Plane Sense 2 April_FinanceNov 20/03/2012 14:38 Page 1

Dash Ten PowereD Twin CommanDer 900N29GD, S/N 15035, Garmin GNS-530W with WAAS, Skywatch Traffic, Wide Chord Q-Tip Props and Keith Freon Air Conditioning

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2011 Cessna CiTaTion CJ4N163M, S/N 525C-0035, 75 Hours Since New, Beautiful Paint and Interior, Collins ProLine 21 Avionics, Second Collins FMS-3000 Flight Management System, WX-1000E Lightning Detection System, XM Radio, HF-9000 HF Provisions

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operators were embracing aerial iterations ofthe same technological and information-system revolutions invading the modernground-based office suite.

And by the dawn of the 21st Centurysystems existed scaled to fit satellite-basedInternet backbones into practically any sizeof business turbine aircraft. With those sys-tems come literally any function found in aground-bound office: Global internet access;email and web-surfing; live, remote access tocompany intranets; printing, fax, wireless-device support within the cabin; secure,direct global communications betweenground and aircraft – cockpit or cabin; tele-conferencing - all have become possible forthe business aircraft cabin.

Skype calls or teleconferences, support foriPads and other tablets, Bluetooth connectivi-ty between airborne systems and personalportables - even cordless phone and cellservice… advances in Cabin Avionics thesepast couple of years have meant that if it’savailable on the ground, it’s possible toduplicate or mimic in-flight.

STAIR-STEP TO A HIGHER PLANEAdvancing to a cabin makeover to begin orexpand in-flight capabilities stands with aflight-deck upgrade in many ways. Forexample, in both instances selecting fromamong available technologies and vendors

should begin with a tick-list assessment ofgoals needed or just wanted.

Planning the work to coincide with otherlengthy projects or downtime offers time andfinancial efficiencies worth exploiting. Andthe financial aspects should survive a reviewby your accounts advisors to assure applica-tion of the maximum tax benefits allowed.

Following is a quick, efficient sequencefor tackling a cabin-systems upgrade.

1. Decide: Everything begins with the decision to rework the cabin, something feasible even without knowing everything you want to accomplish. Decide to contract with a consultant, or engage with a shop to help you navigate the processes from initial plan to acceptance flight. And establish a base budget with-in which you’d like to stay, in concert with your new consultant’s input on what things will cost.

2. Prioritize: Here’s where the consultant orshop customer agent starts earning their keep; by bringing to you the options theyknow to be available for your aircraft, whether equipping a space devoid of anyin-cabin electronics or upgrading from existing systems. There’s no point in pouring over specifications and capabili-ties for equipment inappropriate for youraircraft. From within the viable systems, you and your ally can begin to build a list of capabilities; those practical and needed versus those merely desirable and wanted in relation to your budget.

3. Shop around: Assuming you’ve got a listof practical and needed equipment, services and capabilities for your aircraft it is time to get the shops and completioncenters to bid for the work package, maybe even coordinating with other needs – upholstery, cabin lighting, air-frame major inspection, engine swaps and the like.

Be aware that in some cases the hard-ware is approved in general terms with a Technical Standards Order (TSO) approval to vouch for its quality stan-dards and capabilities, but installation in specific aircraft may not be covered by existing Supplemental Type Certificates (STC) while others enjoy a broad approval under an STC AML (Approved Model List) that amends the original with approvals for (sometimes) scores of additional airframes.

On occasions, the shop will offer to perform the work in order to earn an STC that they’ll later market; these arrangements can be advantageous to theowner, but not necessarily timely.


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available on the ground,it’s possible to duplicate

or mimic in-flight.”

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4. Schedule the work: Bring the checkbook and the checklist, deliver the plane to the selected upgrade vendor, and prepare to stay in touch to monitor progress on youraircraft. If possible, visit the aircraft as it progresses and get your updates in person; you’ll learn a lot about how the airplane works inside the interior panels.

5. Acceptance Flights: Bringing the com-pleted airplane to the point of an all-encompassing delivery flight may involve two, three or more flights with engineers and installers, regulatory authorities, and the owner’s representa-tives, at which point you should prepare for a full-range, technology-coached, in-flight exercise in using all the new sys-tems in as many configurations as possible. Repeat if necessary to become familiar with all the cabin’s capabilities.

SHOPPING IDEAS FOR NEW & PRE-OWNEDStarting this year Cessna is offering Aircell’sAviator 300 backbone system as an option onnew new Citation XLS+, Sovereign andCitation X aircraft. Thanks to full integrationbetween the Aviator 300 and the Axxesscabin system, passengers and crew will beable to send and receive email (includingattachments); surf the Internet; access a cor-porate Virtual Private Network (VPN); andcontrol their access through their own Wi-Fienabled laptop and tablet computers, smart-phones and crew’s electronic flight bags(EFBs).

Cessna also offers Aircell’s GoGo Bizhigh-speed Internet backbone in newCitation CJ4s. Through GoGo Biz passengersand flight crews enjoy Internet capabilities inthe continental U.S. and portions of Alaska –when above 10,000 msl. Like the Aviator 300package, GoGo Biz works with passengerand crew Wi-Fi enabled laptops, tablets,smartphones and even EFBs.

Gulfstream has also been breaking newground with systems aboard its landmarkG650 and smaller G280, with all the speedycapabilities you could ever expect – in accessand entertainment.

Ascend Flight Information Solutions hassucceeded Air Routing International afterRockwell Collins’ 2010 acquisition of theHouston-based company and its line of prod-ucts and services – among them flight plan-ning, cabin and maintenance services, andCollins’ Airshow Network. The company stilloffers satellite television, tailored movingmaps and subscription-services managementunder the Ascend badge.

For operators with Collins’ first-genera-tion PAVES in-flight entertainment systemRockwell Collins offers its new Digital MediaReproducer, a digital head-end replacementpackage for videotape-based IFE systems.Collins has again recognized a significantcustomer base – in this case about 1,600 first-generation PAVES systems flying – anddeveloped for them an upgrade path thatdelivers plug-and-play speed and conven-ience for updating the front-end withoutreplacing or upgrading the entire system.

Coming next from the folks in CedarRapids, Iowa: a virtual-surround soundupgrade for its second generation dPAVESIFE system. Integrated into Rockwell’sdPAVES high-definition media servers, thevirtual-surround sound from SRS WOW HDgives passengers a theater-sound experiencethat can be tuned to any headset.

Meanwhile, Aircell’s broad product linespans the world of General Aviation, frompiston singles to large-cabin jets and beyond,with solutions tailored to each level. Aircellalso offers voice-only solutions to


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complement its full-spectrum packages. Bestof all, most Aircell products are available forretrofit through STCs developed by the com-pany’s dealer network. Among the most-recent, the Aircell GoGo Biz package in theHawker 400XP/Beechjet 400A light jet,under an STC developed by Cutter Aviationin Phoenix.

ARINC offers in-cabin Internet servicethrough the same Inmarsat SwiftBroadbandnetwork that Aircell employs. This long-timecommunications vendor is claiming a uniquesystem that supports accelerated data trans-mission at the same time it supports voicephone calls using VoIP (Voice over InternetProtocol).

If you’ve ever seen a television ad forMagicJack or Vonage phone services, you’veseen VoIP at work on Earth; with ARINCDirect, the aircraft cabin gets the same clearconnection in-flight.

Duncan Aviation offers a variety of solu-tions under STC, with plenty of help for thecustomer – starting with its ‘Making Sense ofWi-Fi: An Operator’s Guide to Aircraft InternetOptions’. This resource can be found at www.DuncanAviation.aero/fieldguides.

And Honeywell-owned EMSTechnologies Inc. was already known for itssatellite communications, robust mobile net-working products and sturdy portable com-puters when the aircraft-systems giantacquired it last year. The same can be said forEMS Aviation and its surveillance, aerial net-working and antenna hardware and more.

One of EMS Aviation’s development tar-gets is an Android-based telephone hand-set for use aboard business aircraft to com-plement its existing technologies for satel-lite-based messaging and tracking.

Flight Display Systems, meanwhile, isbringing The Cloud to the sky and is in theprocess of revolutionizing maintenance,support and repair for cabin electronicswith what it calls ‘Cloud CMS SupportSoftware’ to its suite of Cabin ManagementSystem products.

In essence the free software for qualify-ing products allows engineers on theground to access the aircraft via any PCcomputer with 3G or Wi-Fi capabilities.The company also offers an iPad ArmMount designed to directly replace existingarm mounts installed to hold other moni-tors eradicating the need to try to balancethe iPad while sipping a beverage.

Further, Goodrich Interiors’ CabinElectronic Systems’ In-Flight Entertainmentand Cabin Management Systems nowenjoy compatibility with your iPhone,iPad, or iPod Touch, bringing touchscreencontrol to the aircraft’s entertainment sys-tem, environmental controls and lightingthrough built-in Wi-Fi capabilities.

The control app loads into a CMS inter-face via a wireless access point to the con-trol network. The app is then tailored tothe aircraft to meet the wants and needs ofthe customer – much like Goodrich’stouch-screen customized controlconfigurations.

InTheAirNet’s ‘a’-series seat displayunits provide passengers with access to alarge seat display for playing their owncontent from their personal electronicdevices (including Androids, iProducts,etc). The passengers enjoy options for play-ing their own content or for connecting tothe Internet on broadband flights. The SDUsystem’s built-in storage and Androidarchitecture allows programs to be syn-chronized to an aircraft’s flight stages, aswell as edited for specific destinations,without the need for ‘a’ separate server.

And the company’s ‘ab’-series bringsthese features to smaller business jet air-craft (smaller up to the size of a Legacy650, for example, versus the BBJ-size forwhich the a-series is designed).

Thus you can see that advances inCabin Avionics these past couple of years,and ongoing developments have meantthat travel in a business aircraft can be asproductive and comfortable as time spentin the ground-based office or at home. It’sdown to you, the aircraft owner, however,to make sure you are aware of how to max-imize the full potential of your specificaircraft for your travel needs. ■


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▲

ith all the innovations avail-able in business jet cabin sys-tems today, it can be difficultto decide what components

you really need and what technology yourpassengers expect. Private aircraft today aretruly virtual offices in the sky, and in orderto maximize their productivity passengersdemand the latest internet, phone and elec-trical access while they are flying.

The challenge for today’s flight operationis to choose the most efficient and user-friendly systems to install, while keepingwithin budget. In the meantime, mainte-nance and service technicians will just haveto keep up with technology as best they can.

It is so tempting to be the first customerto have a new system or unit installed withthe latest functionality. Launch customers areusually offered great discounts from thecomponent manufacturer or the companythat is doing the installation. While this mayseem like a good deal at the time and mightsave you on initial costs, you may have more


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Reducing your maintenance costs.

by Steve Watkins

Cabin SystemConsiderations:

W


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6,064 TTAF Hours, 455/455 SOH by Dallas Airmotive, 6 Tube EFIS SPZ-8000, TCAS II w/ CH 7, 8.33 Spacing, FM Immunity,Enhanced Flight ID Transponders, EGPWS w/Windshear, Digital Flight Recorder, APU on MSP, Fresh ASC-469 and 24 Mo. Itemsc/w GAS, Savannah, GA. 6-2011, Avionics on HAPP, Airshow 400 w/4 Monitors. No Damage, Excellent Pedigre

2008 Gulfstream G200 • s/n 187 • VP-BPH

2008 Gulfstream G200, 740 TT, 400 TC, Engines on ESP Gold, Autothrottles, FDR, Jumpseat, Sat Com, Airshow, No Damage,One Owner Since New, Motivated Owner Seeks Offer

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7,480 TT, engines on MSP Gold, no Damage, 12 yr. Inspection c/w 2004, Motivated Owner.

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of a challenge finding knowledgeable andcompetent support for this new unit.

You will most likely be restricted on theinstallation location and more importantlyhave limitations on service and repair facili-ties that could cost you more in the long run.

COMPONENTS SHOULD BE INTUITIVEIn my opinion, one of the biggest challengeswith cabin avionics today is to do with theactual operation and functionality of the sys-tem. If the owner, passenger, crew or eventhe maintenance technician cannot figure outwhich button is the on/off switch, then youare bound to have countless discrepanciesand man-hours spent troubleshootingproblems that don’t even exist!

There are so many different systems beinginstalled into aircraft, and choosing the right

one with a simple selector switch, with ade-quate functionality is an important decision.If you always fly the same people, have thesame crew and use the same technicians,they will all learn where the on/off button isno matter what unit you have - but in realitythis is rare…

A simple, intuitive selector panel is criti-cal to a good entertainment system andmakes changing the display from theAirshow to the DVD player or even turningup the volume an easy task instead of a frus-trating one. The bottom line is that an effec-tive cabin avionic system should not only beable to perform a multitude of functions reli-ably, day-in-day-out, but also be easy tooperate.

SAVE YOUR TROUBLE-SHOOTING DOLLARS!When an aircraft first arrives at a mainte-nance facility, operational checks are per-formed on just about everything, includingthe cabin systems. Here’s an example of apossible problem that might arise:

Last week, the technician at the mainte-nance facility may have inspected a selectorswitch designed and manufactured by theGold Plated Selector Switch Company, butyour unit is manufactured by the SilverPlated Selector Switch Company. These twoselector switches may look similar, but oper-ate very differently. The next thing youknow, there is a discrepancy; the system isnot working.

Following hours of troubleshooting andlots of phone calls, the corrective action isindicated as follows: ‘Unit was checked inaccordance with proper operating instructionsand no discrepancy was found’, or ‘Unit operatedand tested, and the fault could not be duplicated’.Of course, all of these extra hours of trouble-shooting and phone calls will eventually beadded to your bill.

It is always a good practice to make suresomeone who knows and understands thesystem and uses it regularly, be the one thatactually checks to see if the unit is not work-ing, or coordinates with the maintenancefacility to thoroughly explain the discrepancywithin the system.

COMPONENT INSTALLATIONSMAY DIFFER BY AIRCRAFTAnother important consideration before asystem or unit goes into the shop for repair isthe availability of necessary documentationto the maintenance facility for reference.

The cabin system you use may beinstalled in several aircraft, but your aircraftmay have a small difference in the installa-tion which requires a special relay that theother aircraft do not have.

This may sound like a minor point that


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you assume the facility technicians would beaware of, but such assumptions could costyou extra hours of troubleshooting, thereplacement of expensive components, anddelay your departure from the shop.

Having electrical drawings and documen-tation handy that accurately reflect yoursystem’s installation can help you avoidunnecessary expense, delay and unhappypassengers.

PROPER MEL SAVES TIMEWhenever there is a problem with a state-of-the-art cabin avionics component, it’s diffi-cult to make one call and have someonequalified come to the rescue and fix the prob-lem. A competent and knowledgeable personwho can assist in the repair of these units canbe difficult or impossible to find quickly, andto get them where you need them can beeven harder.

Luckily, cabin systems constitute cabinconvenience items, and you can fly the air-craft and stay on schedule, even if they areinoperative, provided you have the rightMEL (Minimum Equipment List) onboard.Having a proper and detailed MEL that effec-tively covers the cabin equipment installation

is as important as selecting the right systemfor your aircraft.

Staying within your budget for mainte-nance and installations is always a challenge,especially in today’s economy, and it is nodifferent with the latest cabin systems. Doingyour research to find the right system that issimple and intuitive, and planning ahead forrepairs or possible maintenance snags arealways the best practices.� Steve Watkins isTechnical ServicesManager, WesternRegion for JetSupport Services, Inc.(JSSI). Steve has beenan A&P mechanic, IAand Private Pilot forover 35 years and wasa DesignatedMechanics Examinerin Wichita, KS andLong Beach, CA. He has also spent time as Directorof Maintenance and Chief Inspector for various FAR135 and FAR 145 operations, owned his own mainte-nance shop as well as instructed at an A&P technicalschool and is an active member of the AMT Society. � Contact Steve at: [email protected] ■

“Having electricaldrawings anddocumentationhandy thataccurately reflectyour system’sinstallation can help you avoidunnecessary expense,delay and unhappypassengers.”

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business jets were delivered, but we alsoknow the actual total is higher. And that’snot all. The total billings number is uncer-tain, too, and so is the question of whetherthe 2011 billings were actually higher than2010’s.

In order to provide some basis for com-parison until the Hawker Beechcraft num-bers are available, GAMA issued a set of2010 totals that do not include the deliveriesrecorded by Hawker Beechcraft in the fourthquarter of that year either – thus permittingthe proverbial “apples-to-apples” compari-son of the industry’s delivery numbers in2011.

Of course, if Hawker Beechcraft’s 2011numbers differ very much from its 2010totals, it will begin to skew the percentage ofdifference in unit deliveries and total billingsbetween the two years. So when the finalnumbers are in, 2011 may or may not havehad higher billings, depending on whatHawker Beechcraft eventually reports.

Regardless, there is a lot to like about thenumbers in the current GAMA report. Basedon GAMA’s adjusted figures, total ship-ments for 2011 were just 3.5 percent below2010. While the number is still negative, thatrepresents a huge swing from the end of thethird quarter when the total market was lag-ging 9.8 percent from the prior year, and aneven bigger turnaround from mid-yearwhen deliveries were 15.5 percent behindthe 2010 pace.

The turnaround in the business jet marketwas even more dramatic. At mid-year in2011 the jet market was 26.5 percent behindthe same period in 2010. In raw numbers,just 261 business jets were delivered in thefirst half of 2011 compared with 355 in the


he General AviationManufacturers Associationissued its year-end shipmentsand billings report for 2011and the news was fairly good.

The industry experienced a huge fourth quar-ter, and as a result year-end totals for 2011were substantially better than expected.

For example, total business jet sales, whichjust three months ago looked like they mightfall below the 600-total Honeywell has alwayssaid would represent market nadir, came incomfortably above the 600 unit level.Turboprop and piston sales also exceededexpectations. Total billings finished in thepositive range, exceeding the previous year’stotal by a narrow four-tenths of one percent --$19.1 billion in 2011, compared with $19 bil-lion in 2010.

The good news, however, comes with anasterisk because one of GAMA’s key mem-bers - Hawker Beechcraft - declined to releaseits fourth quarter delivery information toGAMA in time to be included in the report.Instead, Hawker Beechcraft will release itsfourth quarter results in conjunction with theFederal 10K report detailing its financialresults. The 10K filing is a requirement of theUS Securities and Exchange Commission(SEC), and was expected to have beenreleased at the end of the first quarter.

Not having Hawker Beechcraft’s resultsmakes it more difficult to assess just how theindustry did in 2011. The problem is com-pounded because Hawker Beechcraft is oneof just two GAMA companies – Cessna isthe other – that contributes results to allthree categories: jets, turboprops andpistons.

As a result, we know that at least 681 ❯

previous year. It’seasy to see whymany felt theindustry wouldbe fortunate tofinish the yearahead of 600units.

All categoriesof business air-craft participatedin this turn-around.Turboprops,which were 8.9 percent behind the 2010totals at mid-year, finished just 2.4 percentshort at year’s end. Piston products, whichhad seemed headed for record low deliverytotals not seen since 1995, actually finishedwithin a few units of last year – 860 com-pared with 873 (a spread of just 1.5 percent).At mid-year piston deliveries were laggingby 8.7 percent. A strong fourth quarter per-formance by Hawker Beechcraft could actu-ally push both the piston and turbopropnumbers into the positive range.

The total billings number is also likely toremain positive, and the margin over lastyear’s results could grow somewhat, assum-ing that Hawker Beechcraft participated inthe booming fourth quarter market thatimproved the status of almost every compa-ny reporting to GAMA in the last 90 days ofthe year.

Just how big was the fourth quarter of2011? For jets and single-engine pistons, itwas huge. More than 37 percent of all thebusiness jets delivered during the year werepresented to the customer in the fourthquarter. Similarly, approximately 35 percent

GAMA Year-End2011 ShipmentAnalysisT

by Mike Potts

GAMA YEAR-END 2011 SHIPMENT ANALYSIS

GAMA DEC11_GAMA DEC05 20/03/2012 15:21 Page 1

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of all the single-engine piston products weredelivered in the fourth quarter.

The effect was less pronounced in turbo-props. It’s likely that the absence of HawkerBeechcraft – historically the market’s largestproducer of business turboprops – may haveskewed the turboprop results.

The piston twin segment defied the trendcompletely, with less than 21 percent ofdeliveries coming in the last three months ofthe year. I’m not sure what to make of thisanomaly, which defies decades of markettradition, and to my knowledge is unprece-dented. It may be enough to simply say it’snot a normal year.

There is a temptation to look at the hugefourth quarter surge in jets and piston prod-ucts, along with the relative strength of therest of the market, and proclaim this thebeginning of the long-awaited recovery.There is plenty of evidence to support thenotion that this SHOULD be happening.GAMA acknowledged that the economic cli-mate is ripe for recovery in its statementaccompanying the release of the year-enddelivery figures.

My own confidence that the strong 2011fourth quarter results signal a pendingrecovery are tempered by the realization thatthis market pattern is awfully similar towhat happened in 2010 which opened with aweak first quarter. Things picked up a bit inthe second quarter, then lagged in the third.Like 2011, there was speculation that the jetmarket could sag to the 600-unit level, butthe situation was saved by an unusuallystrong fourth quarter surge, when jet saleswere 35.6 percent of the total.

There were some differences. Turbopropsfinished almost as strongly as the jet marketin 2010 with 34.7 percent of deliveries in thefourth quarter. Pistons, on the other hand,experienced no surge at all with 26 percentcoming in the last 90 days.

Before we can proclaim recovery I think

we have to see the strong fourth quarter of2011 followed by a reasonably healthy firsthalf of 2012. By the end of the first half weshould be seeing a market with a reasonablechance to exceed this year’s numbers.

I do believe the strength we are seeing inthe piston market is a very positive sign,particularly since it runs so strongly counterto the soft piston market in 2010. But thismarket is still too erratic to fully count on.

THE JET MARKETLooking at the specifics of the jet market,one very positive trend was an upturn indeliveries of aircraft in the light-to-mediumcategories, which have been soft ever sincethe market turned down in 2008. This trendbenefited both Bombardier and Cessna,which finished the year in a virtual deadheat for total deliveries.

Cessna led by a single unit, with a total183 aircraft while Bombardier finished with182. Both companies reported 67 deliveriesin the fourth quarter, which amounted to asurge totaling 36.8 percent for Bombardierand 36.6 percent for Cessna. The Cessnatotal included 37 of its CJ2+, CJ3 and CJ4models, compared with just 27 in the firsthalf of the year.

Third place in jet deliveries wasGulfstream, with 107 units. Gulfstream expe-rienced the smallest fourth-quarter surgeamong the jet makers, with 35 units (or 32.7percent of its total) coming in the last 90days of the year. This is not too surprising,since Gulfstream’s product line is biasedtoward the high-end of the market, whichhas performed far better than the lower end,and Gulfstream would have had limitedinventory to support strong surge demand.

Embraer was fourth in jet deliveries with99 units, supported by the strongest surgeamong all the jet manufacturers. Fully 50.5percent (50 units) of Embraer’s total werefourth-quarter deliveries. Embraer’s results

also demonstrated the improving situationin the light end of the market with 40 of itsPhenom 100 and 300 models delivered,compared with 43 over the previous threequarters.

Bombardier was the leader in jet billings,with just under $5.9 billion, followed byGulfstream at $4.9 billion and Dassault com-ing in a distant third at $2.7 billion.(Dassault was fifth in delivery total with 63,including 28 in the fourth quarter for a surgetotaling more than 44 percent).

Rounding out the jet delivery picturewere Airbus and Boeing battling each otherin the rarified air of the businessliner mar-ket. Coming into the fourth quarter, the twocompanies were tied at five units each. Bothfirms experienced a surge, but Airbus hadthe bigger one at 44.44 percent comparedwith Boeing’s 37.5 percent. Airbus led withnine units, while Boeing delivered eight -down from a year ago, but still slightlyahead of the hard recession years of 2008and 2009.

So what might happen when HawkerBeechcraft finally reports its deliveries? Lastyear, at the nine-month milestone the com-pany had delivered 37 business jets. In thefourth quarter it had an unusually strongsurge (49 percent total) which allowed it tofinish with 73 units.

This year Hawker Beechcraft had 30deliveries at the end of the third quarter. Aperformance equal to last year would add 29deliveries in the fourth quarter, bringing itsfinal total to 59 units. Alternatively, ifHawker Beechcraft had a fourth quartersurge equal to the market average (37.3 per-cent) it would finish with 48 units.

Either outcome will have a negativeimpact on the overall performance of the jetmarket in 2011 compared with 2010 becauseby adding Hawker Beechcraft’s 2010 fourthquarter total of 36 units will raise the 2010total to 763 units. A 49-percent surge would ❯


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add 29 units to the current 681 total, bring-ing the 2011 jet market to 710 units (6.9 per-cent behind 2010). If Hawker Beech has anaverage surge, its 18 fourth-quarter total willbring the 2011 market to 699 units - a deficitof 8.4 percent compared to the prior year.

To improve on last year’s total, HawkerBeechcraft needed to report a delivery num-ber greater than 36; a less likely 55-percentsurge in the last three months of the year.Regardless, it’s clear to see there’s quite a bitriding on what Hawker Beechcraft eventual-ly reported along with its 10K at the end ofMarch.

THE TURBOPROPSWith only an average surge of 29.3 percentin the fourth quarter, the turboprop marketdidn’t fare as well collectively as the jet mar-ket, but some of its participants did. Cessnafinished the year atop the turboprop marketwith 93 deliveries, including 32 in the fourthquarter for a surge of 34.4 percent.

Hawker Beechcraft probably finished sec-ond, but a strong surge could always push itinto first place. Through the first three quar-ters Hawker Beechcraft had delivered 55units, one ahead of the 54 recorded in thesame period in 2010, but six units behindCessna. Last year Hawker Beechcraft experi-enced a 40-percent surge in 4Q turbopropunits. A repeat would bring the HawkerBeechcraft total to 92 units – one short ofCessna. That’s not impossible.

Sans Hawker Beechcraft, Pilatus (69deliveries, including 24 in the fourth quar-ter) took second place for turboprop deliver-ies. Next was Socata with 38 deliveries forthe year, and 16 in the quarter, representingone of the stronger surges at 42 percent.

Piper was next, with a total of 32 units,including nine in the fourth quarter, androunding out the turboprop deliveries wasPiaggio with 14, including a 50 percent surgethat added 7 units in the fourth quarter;Quest with 13, bolstered by five in the fourthquarter; and Pacific Aerospace with 10(including two in the last three months).

The probable addition of about 36Hawker Beechcraft fourth quarter turbo-props should bring the market total to about360 units, in which case the market wouldfinish very close to its last-year total inturboprops (363).

THE PISTON MARKETSThe piston market is still suffering, in spiteof a very strong fourth quarter performance.Only two manufacturers - Cessna andDiamond - had better delivery numbers thana year ago. Cirrus captured the top positionin piston singles shipments this year, butonly after holding off a late-season chargefrom Cessna. Cirrus finished with 255 deliv-

eries, supported by a 35 percent surge thatadded 89 units to its total in the fourth quar-ter. Cirrus’ total was down slightly from 264last year.

Cessna had a stronger surge than Cirrus,recording 100 deliveries in the last threemonths, which amounted to 40.8 percent ofits 245 unit total. That was enough to carryCessna above the 239 single-engine deliver-ies it reported last year, and in addition,Cessna delivered 168 of its model 162Skycatcher light sport models, which GAMAreports but doesn’t include in its single-engine production totals.

Diamond was third with 112 piston singledeliveries, up from 88 a year ago. Next wasPiper with 67 (down from 97 last year), fol-lowed by American Champion at 29 (downfrom 37 in 2010). Other companies reportingsingle engine deliveries included Gippslandwith 10, Maule with four and Liberty withthree.

Hawker Beechcraft’s expected reportshould have a bigger effect on the twin-

engine piston market than on the singlesmarket. It is one of three players for pistontwins. Last year Hawker Beechcraft had 18through three quarters and finished at 29.Over the first three quarters of 2011 it report-ed 14, so is likely to finish somewherebetween 20 and 24.

The major player in piston twins contin-ues to be Diamond which finished the yearwith 70 units, up from 41 a year ago. Piperadded another 37, including 12 in the fourthquarter. That brings the twin market to 121this year, with a few more to be added whenHawker Beechcraft reports. That’s up from108 last year, making piston twins the onlysegment to record more deliveries in 2011than in 2010.

With a little luck the recovery will be infull bloom by this time next year and all thesegments will record increases.

View GAMA’s Year-End 2011 Shipment Report infull overleaf. ❯


CESSNA’S NUMBERS REFLECTED AN UPTURN IN DELIVERIES OF LIGHT-MEDIUM JETS


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

GRAND TOTAL CIVIL SHIPMENTS 372 419 436 632 1,865

GRAND TOTAL AIRPLANE BILLINGS $3,698,199,616 $3,580,213,935 $4,804,617,635 $7,001,093,867 $19,097,272,054

AIRBUS 8

ACJ318 0 0 0 2 2

ACJ319 2 1 1 2 6

ACJ320 0 0 1 0 1

TOTAL UNITS 2 1 2 4 9

TOTAL BILLINGS $160,000,000 $80,000,000 $4,804,617,635 $290,000,000 $695,000,000

AMERICAN CHAMPION AIRCRAFT

ADVENTURER 7GCAA 0 0 0 0 0

AURORA 7ECA 0 1 0 0 1

CHAMP 7EC 2 1 0 0 3

SUPER DECATHALON 8KCAB 2 1 2 1 6

CITABRIA EXPLORER 7GCBC 3 2 1 0 6

SCOUT 8GCBC 6 1 4 2 13


TOTAL BILLINGS $1,899,700 $800,400 $1,094,300 $479,700 $4,274,100

BOEING BUSINESS JETS

BBJ 1 1 3 3 8

BBJ 2 0 0 0 0 0

BBJ 3 0 0 0 0 0


TOTAL BILLINGS $51,000,000 $51,000,000 $153,000,000 $153,000,000 $408,000,000

BOMBARDIER 7

LEARJET 40XR/45XR 10 3 3 8 24

LEARJET 60XR 3 3 4 9 19

CHALLENGER 300 9 4 10 14 37

CHALLENGER 605 9 7 13 14 43

GLOBAL 5000/6000 10 9 15 19 53

CL850/870/890 1 1 1 3 6

TOTAL UNITS 42 27 46 67 182

TOTAL BILLINGS $1,252,200,000 $903,400,000 $1,601,900,000 $2,141,400,000 $5,898,900,000

CESSNA AIRCRAFT COMPANY 6

162 SKYCATCHER 19 42 41 66 168

172R SKYHAWK 9 7 5 5 26

172S SKYHAWK SP 9 18 21 29 77

182T SKYLANE 10 7 8 15 40

T182T TURBO SKYLANE 3 6 9 19 37

206H STATIONAIR 2 2 1 6 11

T206H TURBO STATIONAIR 9 9 9 26 53

400 CORVALIS TT 0 0 1 0 1

208 CARAVAN 675 3 4 2 1 10

208B GRAND CARAVAN 11 20 21 31 83


Year-End AirplaneShipment Report 2011MAKE & MODEL Q1 Q2 Q3 Q4 YTD

❯

GAMA YEAR-END 2011 SHIPMENT REPORT


MAKE & MODEL Q1 Q2 Q3 Q4 YTD

❯


CESSNA AIRCRAFT COMPANY (CONTINUED)510 CITATION MUSTANG 11 12 9 11 43

525 CITATION CJ1+ 0 1 1 0 2

525A CITATION CJ2+ 2 2 4 7 15

525B CITATION CJ3 3 4 6 9 22

525C CITATION CJ4 8 8 11 21 48

560 CITATION ENCORE + 0 0 4 0 4

560 CITATION XLS+ 4 7 5 11 27

680 CITATION SOVEREIGN 2 4 7 6 19

750 CITATION X 1 0 0 2 3

TOTAL UNITS 106 153 165 265 689

TOTAL BILLINGS $275,979,686 $357,940,975 $451,217,281 $676,785,397 $1,761,923,339

CIRRUS AIRCRAFT

CIRRUS SR20 4 11 3 30 48

CIRRUS SR22 35 13 26 31 105

CIRRUS SR22T 22 33 19 28 102

TOTAL UNITS 61 57 48 89 255

TOTAL BILLINGS $36,882,532 $32,507,628 $33,567,230 $47,317,775 $150,275,166

DASSAULT FALCON JET 5

FALCON 900LX 1 1 3 6 11

FALCON 900EX EASy 0 0 0 1 1

FALCON 2000LX 2 3 3 12 20

FALCON 7X 6 6 10 9 31


TOTAL BILLINGS $407,200,000 $439,300,000 $724,500,000 $1,132,900,000 $2,703,900,000

DIAMOND AIRCRAFT 6

HK-36 0 2 1 0 3

DV20 1 3 1 1 6

DA20-C1 7 12 8 7 34

DA40 (ALL) 10 12 18 32 72

DA42 (ALL) 19 21 17 13 70

TOTAL UNITS 37 50 45 53 185

TOTAL BILLINGS $16,146,720 $19,240,650 $17,801,410 $19,916,220 $73,105,000

EMBRAER 5

PHENOM 100 2 10 8 21 41

PHENOM 300 4 10 9 19 42

LEGACY 600 / 650 2 3 1 7 13

LINEAGE 1000 / E190 HEAD OF STATE 0 0 0 3 3

SHUTTLES (ERJs AND E-JETS) 0 0 0 0 0


TOTAL BILLINGS $99,510,000 $201,200,000 $130,670,000 $573,205,000 $1,004,585,000

GIPPSAERO PTY LTD 5

GA8 AIRVAN 2 4 2 2 10


TOTAL BILLINGS N/A N/A N/A N/A N/A

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150/200 4 3 5 5 17

GULFSTREAM 350/450/500/550 20 20 20 18 78

GULFSTREAM 650 0 0 0 12 12

TOTAL UNITS 24 23 25 35 107

TOTAL BILLINGS $1,045,060,000 $1,051,200,000 $1,100,850,000 $1,707,525,000 $4,904,635,000

HAWKER BEECHCRAFT CORP 5, 9

BEECHCRAFT BONANZA G36 5 4 5 N/A 14




HAWKER BEECHCRAFT CORP (CONTINUED)


BEECHCRAFT BARON G58 5 5 4 N/A 14

BEECHCRAFT KING AIR C90GT 7 5 4 N/A 16

BEECHCRAFT KING AIR B200 /B250 5 4 5 N/A 14

BEECHCRAFT KING AIR 350 4 15 6 N/A 25

BEECHCRAFT PREMIER IA 2 3 0 N/A 5

HAWKER 400XP 1 0 0 N/A 1

HAWKER 750 2 2 1 N/A 5




HAWKER 4000 3 1 3 N/A 7

TOTAL UNITS 37 43 33 0 113

TOTAL BILLINGS $258,334,100 $291,183,100 $257,776,500 $0 $807,293,700

LIBERTY AEROSPACE

XL2 3 N/A 0 0 3

TOTAL UNITS 3 0 O 0 3

TOTAL BILLINGS $688,000 $0 $0 $0 $668,000

MAULE AIR, INC.

MX7-7-180C 1 0 0 0 1

MXT-7-180 0 0 0 2 2

MT7-260C 0 0 1 0 1


TOTAL BILLINGS $134,175 $0 $163,425 $364,610 $662,210

MOONEY AIRCRAFT

M20R OVATION 0 0 0 0 0

M20TN ACCLAIM 0 0 0 0 0


TOTAL BILLINGS $0 $0 $0 $0 $0

PACIFIC AEROSPACE LTD

PAC 750XL 3 3 2 2 10


TOTAL BILLINGS $5,680,000 $5,410,000 $4,000,000 $3,700,000 $18,790,000

PIAGGIO AERO

P.180 AVANTI II 1 2 4 7 14


TOTAL BILLINGS $7,195,000 $14,390,000 $28,780,000 $50,365,000 $100,730.000

PILATUS

PC-6 N/A N/A N/A N/A 6

PC-12 NG 8 17 14 24 63


TOTAL BILLINGS $35,000,000 $74,375,000 $61,250,000 $105,000,000 $288,782,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 4 3 1 7 15

PA-28-181 ARCHER III 0 1 0 1 2

PA-28R-201 ARROW 0 0 0 0 0

PA-32R-301T SARATOGA II TC 0 0 0 0 0

PA-34-220T SENECA V 4 6 7 4 21

PA-44-180 SEMINOLE 0 3 5 8 16

PA-46-350P MALIBU MIRAGE 8 6 7 12 33

PA-46R-350T MATRIX 3 7 5 2 17



SINGLE-ENGINE PISTON 160 164 157 258 739

MULTI-ENGINE PISTON 28 35 33 25 121

TOTAL PISTON 188 199 190 283 860TURBOPROPS 56 87 80 95 324

BUSINESS JETS 128 133 166 254 681

TOTAL TURBINE 184 220 246 349 1,005GRAND TOTAL 372 419 436 632 1,865

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 Manufactured Worldwide

SINGLE-ENGINE PISTON 140 133 128 216 617

MULTI-ENGINE PISTON 9 14 16 12 51

TOTAL PISTON 149 147 144 228 668TURBOPROPS 39 58 50 46 193

BUSINESS JETS 76 75 86 117 354

TOTAL TURBINE 115 133 136 163 547GRAND TOTAL 264 280 280 391 1,215

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 Manufactured US3 Only

NOTES: 1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to anaircraft dealer. 3. An airplane is considered to be manufactured in the United States when produced under an FAA production certificate. 4.Military airplane shipments are not included in shipment table totals. 5. Company billings are not report-ed. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2011. 6. Cessna Aircraft Company C162 SkyCatcher (SLSA) and Diamond Aircraft HK36 Motor Glider models areincluded in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports.7. Bombardier shipments reflect the adoption of International Financial Reporting Standards (IFRS) starting first quarter 2011. 8. Airbus also delivered one ACJ330 in the fourth quarter 2011.9. Hawker Beechcraft Corporation fourth quarter data will be available when its 10K is filed on or about March 31, 2012. ■



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PA-46-500TP MERIDIAN 7 7 9 9 32

TOTAL UNITS 26 33 34 43 136

TOTAL BILLINGS $26,159,703 $31,141,182 $35,227,489 $38,735,165 $131,262,539

QUEST AIRCRAFT COMPANY

KODIAK 100 2 3 3 5 13


TOTAL BILLINGS $2,590,000 $3,885,000 $4,350,000 $7,250,000 $18,075,000

SOCATA

TBM 850 5 7 10 16 38


TOTAL BILLINGS $16,560,000 $23,240,000 $33,470,000 $53,150,000 $126,410,000

GRAND TOTAL CIVIL SHIPMENTS 6 391 463 478 698 2,036GRAND TOTAL AIRPLANE BILLINGS $3,698,199,616 $3,580,213,935 $4,804,617,635 $7,001,093,867 $19,097,272,054



ver the past few years, an inter-esting thing has occurred in thebusiness aircraft industry. Morenew aircraft are being deliveredoutside of the borders of the

United States than inside the U.S. Thesegrowing international markets are greatnews for the Business Aviation industry andthe global companies that have discoveredthe efficiencies realized through private air

travel. They can, however, add to the com-plexity of aircraft sales transactions.

According to JETNET, more than 41% ofnew aircraft were delivered outside of theUnited States in 2007. In 2010, that numberwas approaching 68%; a shift that showsover half of the business aircraft fleet is nowbeing sold outside of the United States.

Scott C. Burgess, principal of AviationLegal Group, P.A. has noticed another trend

in the last five to seven years. “As late as the2005 or 2007 timeframe, airplanes were exit-ing the United States and going on to theregistries of other countries, like theEuropean Union, but you didn’t see U.S.buyers purchasing them back into the U.S.”That - Burgess outlines - has changedsignificantly.

“The worldwide market is far moreaccepting of aircraft on registries other than


O

CROSS-BORDER TRANSACTIONS

Avoiding the Pitfalls. by Lori Johnson

Cross-Border Transactions

Cross Border Transactions_FinanceSept 20/03/2012 12:31 Page 1

the Federal Aviation Administration (FAA),”Burgess says. “This includes registries for theCayman Islands, Bermuda, Isle of Man andthe European Aviation Safety Agency(EASA). Historically, ten years ago and fur-ther back, the world held to the belief that ‘Ifan aircraft is FAA-registered, it’s going to bea good aircraft, but if it’s not, you don’tknow what you’re going to get.’ That’s notthe case anymore.”

Burgess says Aviation Legal Group coor-dinates about 20 aircraft transactions everyyear and that today cross-border transactionsoutnumber domestic ones. “The upper endof the mid-size market and the large-cabin,long-range market is nearly entirely cross-border right now.”

This has a huge effect on those who arelooking to buy or sell a business aircraft, aschances are significantly higher that thetransaction will be across country borders.Since every country has different tax laws,different civil aviation authorities with differ-ing regulatory requirements, different legalrequirements and different customs andways of conducting business, an alreadycomplicated process can become even moreso. Following, we review some of the issuesand pitfalls buyers and sellers might faceduring a cross-border transaction.

PROPER PLANNING IS REQUIRED“Cross-border transactions are not necessari-ly trickier,” Burgess continues - rather thereare more things to keep in mind during theprocess. “Just like with any domestic transac-tion, the purchase process should be careful-ly planned out.”

Brad Harris, Founder and CEO of DallasJet International, agrees that planning is cru-cial to a cross-border transaction. “There aretwo major processes that have to take place ifyou sell an aircraft to a buyer in a differentcountry.

“First, you have to export the aircraftfrom the country of registration by perform-ing an Export Certificate of Airworthiness (Cof A). Second, you will have to perform anImport Certificate of Airworthiness into thenew country of registration by conformingthe aircraft to the local aviation authority’sregulations and requirements.”

Besides planning the C of A processes,you also need to nail down the details sur-rounding the pre-purchase evaluation; deter-mine the aircraft’s home base; negotiate the

delivery location and determine its effect onsales, use and other taxes; plan how you willmove the aircraft through customs proce-dures; deal with currency fluctuations; andunderstand potential cultural differencesbetween the parties involved.

Let’s look at the airworthiness issues first.Typically, the seller is responsible for obtain-ing and paying for the Export Certificate ofAirworthiness and the buyer is responsiblefor the Import Certificate of Airworthinessand any costs directly associated with theimport of the aircraft.

EXPLORING THE C OF A PROCESSHarris says 15-25% of his business is aircraftexport and import. His company has export-ed or imported aircraft to and from almostall of the major aviation markets around theglobe.

“It is a fairly complex process to importinto China. This country is a relatively newaircraft market, so as it matures, the processwill get easier,” he says. “India is fairly diffi-cult as well. In Europe, the European Unionis fairly standardized and the FAA andEASA have some bilateral agreements whichreally help the process.

“The hardest is the import into the U.S. ifthe aircraft has been registered overseas,”Harris adds. “To do this, the exporting coun-try will need to issue a deregistration fromtheir country. A Designated AviationRepresentative (DAR) or other FAARepresentative will have to inspect the air-craft and its records for U.S. compliance. Thisinspection is comprehensive and is compara-ble to an annual-type inspection. We performthis inspection with our pre-purchase evalua-tion. A Certificate of Airworthiness is thenissued for U.S. compliance and anApplication for Registration is filed with theFAA.”

One thing to be careful of in this process,Harris cautions, is that the importing countrymay require the installation of certain ❯


According to JETNET, more than 41% of new aircraft were delivered outside of theUnited States in 2007. In 2010, that number was approaching 68%


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JetNet April 19/03/2012 17:40 Page 1

equipment, or not recognize an upgrade orinstallation performed in another country.For example, Dallas Jet imported a Falcon 50from Switzerland to Dallas a few years ago.The seller had installed a system that tied theTAWS (Terrain Awareness Warning System)and displayed the TAWS to a newMultifunction Display (MFD) fromUniversal. Switzerland’s Federal Office ofCivil Aviation (FOCA) authorized the instal-lation, but the FAA didn’t approve it. DallasJet couldn’t obtain field approval for the

installation, so the buyer had to pay to havethe installed TAWS system removed and theoriginal Collins MFD reinstalled - at a cost of$60,000-70,000.

Another pitfall can be found with therequirement for a Flight Data Recorder(FDR), Harris says. In the U.S., Part 91 air-craft don’t need an FDR, but some countriesrequire them. So the transaction team needsto check and make sure the aircraft has one ifrequired.

Harris points out that in recent yearsthere have been some regulatory changesthat affect aircraft that have been previouslyregistered in the United States. Thesechanges allow an aircraft that has previouslybeen registered in the U.S. to skip the ExportCertificate of Airworthiness. The new U.S.buyer just needs to show the FAA DAR thatthe aircraft is in compliance and has therequired inspections for the ImportCertificate of Airworthiness.

Aviation Legal’s Burgess clarifies thatbridging an aircraft from its current registryto the purchaser’s registry isn’t always adirect process. “Sometimes, you can’t make adirect jump,” he says. Venezuela, for exam-ple, wants to see an Export Certificate, butnot every agency issues Export Certificates.Harris is currently bridging an aircraft from aDenmark registry to the FAA registry to theVenezuela Instituto Nacional de AeronauticaCivile (INAC) registry because they couldn’tgo directly from Denmark to Venezuela.

TIMING IS EVERYTHINGAnother potential risk in the export/importprocess rests with the timing. “You need toreally explore how the de-registration andairworthiness compliance interplay,” Burgesssays.

“Once a U.S. seller has filed the de-regis-tration request and/or delivers a bill of sale,they are no longer the owner of the aircraft,yet the closing will not occur and the sellerwill not be paid until confirmation from thelocal registry is issued,” Harris adds. “Giventime differences between countries, the de-registration request and the acknowledge-ment of the re-registration documentationapproval may actually occur on differentbusiness days.

KEEP CURRENCY FLUCTUATIONS IN MINDCurrency is another factor that timing candrastically impact: Aircraft transactions typi-

cally work with U.S. Dollars. With currencyfluctuations, this can create some interestingscenarios when dealing with parties fromdifferent countries that use different curren-cies. When a seller accepts a USD amountfrom a buyer who holds funds in a differentcurrency, currency fluctuations can move infavor of, or against either party.

“The weak dollar has certainly helped tojumpstart some of the international transac-tions,” Harris says, “by providing more buy-ing power for the purchaser.” For example,

based on the exchange rate, a buyer or sellermay have a significant advantage on leverag-ing value in the future.

Neither Harris nor Burgess have seenagreements fall apart based on currency fluc-tuations, but it is an issue that should be keptin mind as it could have an impact on thesale of an aircraft.

TAXING ISSUESLocal tax laws and how they might affect anaircraft delivery also need to be researchedcarefully and kept in mind. Burgess cautionsthat if you take delivery in Europe, there arecertain procedural hoops you have to take tonot owe local European Value Added Tax(VAT).

Harris cautions that India has had somerecent tax issues as well. India currently hasa 30% tax on new aircraft. It was announcedin January that India’s Directorate ofRevenue Intelligence is investigating eight


❯




Indian companies for potentially basing theirforeign-registered corporate aircraft overseasto avoid taxes.

Researching potential tax issues andworking with local tax attorneys can helpaircraft purchasers plan the best tax strategy.

APPLICABLE LAWBurgess says that determining the applicablelaw in the event that there is a dispute thatneeds to be litigated also becomes a negotiat-ing point in a cross-border sale.

Rather than defaulting to New York law,which is often the case in a domestic aircrafttransaction, he says, the buyer may have toagree to the laws of the United Kingdom,Switzerland or another country. “The appli-cation of law and venue issues become farmore important and engaging,” he says.

IMPORTING THROUGH CUSTOMSYet another area purchasers sometimes for-get, Burgess says, is the paperwork requiredto get an aircraft from one jurisdiction toanother. Customs imports can be a big deal,he says. When you bring an aircraft from aforeign registry to the U.S. registry, Customspersonnel at the Port of Entry will ask for a

U.S. Customs Entry Bond. If you don’t haveone, they will detain the aircraft.“Obviously,” he says, “this can be a bitunsettling for the new buyer.”

Many potential pitfalls can be minimizedwith planning, Burgess reiterates. “Planningthe registration and de-registration alongsidethe airworthiness compliance and procuringcertificates of airworthiness, researching localtaxes at the point of delivery, and filing animport bond or shipper’s export declarationshould keep delays to a minimum.”

A LARGER TEAMBurgess says that in order to plan and close across-border transaction with the best suc-cess, a larger team of professionals should beformed. Ordinarily, the team used in adomestic aircraft transaction includes legal,tax and technical experts. When moving anaircraft across borders, you generally need tohave legal experts in both the exporting andthe importing countries, tax experts in bothcountries and technical experts in bothcountries, he says.

Because of the additional processes,Burgess also says that cross-border transac-tions can be costlier than domestic ones. But

being able to look at purchasing or selling anaircraft worldwide gives the buyer morechoices and the seller more prospects. It’ssimply a reflection of the shrinking world welive in today.

Harris projects that the shrinking willcontinue. “There are more aviation profes-sionals looking at opening offices interna-tionally and conducting imports andexports,” he says. Dallas Jet International, hesays, has a five-year plan that includespotential offices in London or Zurich, SaoPaulo and Hong Kong or Singapore.“International offices will allow us, and oth-ers, to grow even more on a worldwide leveland better assist clients located around theworld.”

� Lori Johnson has nearly 20years of experience in BusinessAviation and is currently theMarketing Communications andPrograms Manager with DuncanAviation, the largest family-owned MRO provider in the world. She also worksclosely with the National Aircraft Resale Association,an organization of turbine aircraft brokers, dealersand support service providers.


Attorneys for business aviation.

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

Tax structuring and compliance.

Federal regulatory compliance.

Dispute resolution.

Wiley Rein LLP Washington, DC Northern Virginia

www.wileyrein.com/aviation


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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 .

usiness is booming in the AsiaPacific region, particularly inSingapore where its newAerospace park is growing atan incredible rate. In Indonesia

sales are on the increase according to Susi Air,while China is developing into the fastest-growing market for business jets worldwide.

SINGAPOREStarting in Singapore, Seletar Aerospace Parkis attracting Business Aviation residents at anaccelerating rate and looks like being thefuture hub for the region.

Just two years ago all that could be seenwas a gigantic building site, but now, nearlyfive years after the master plan was launchedby JTC Corporation (Singapore’s principaldeveloper) this ex-military airbase is rapidlyturning into a hub of aerospace excellence andis the only specialized Business Aviationairport in Asia Pacific.

In just one week in February no less thanthree major aerospace companies officiallyopened or re-opened new buildings there,including Rolls-Royce, Fokker Services Asiaand Hawker Pacific.

The Rolls-Royce facility is by far the largestwith its vast $555 million aero engine assem-bly and research center named the SeletarAssembly and Test Unit. At full capacity itwill be capable of producing up to 250 enginesper year, initially Trent 900s and Trent 1000s.Fokker Services Asia re-opened at its all-newregional aircraft heavy maintenance MRO onthe Park where it will continue to supportmainly Fokker and ATR regional aircraft. Andliterally next door to Fokker is HawkerPacific’s brand new $12+ million FBO andBusiness Aviation sales and customer servicecenter. The three hangar facility has a totalfloor area of 9,400 square meters.

“The additional space will be far more effi-cient for our MRO operation,” said Alan

Smith, Hawker Pacific’s Sydney, Australia-based CEO. “We already have a full workloadcard, showing there’s plenty of pent-updemand here.” (The facility is a service centerfor Hawker Beechcraft, Dassault Falcon Jet,and Embraer Executive Jets and will also havesome Bombardier capability.)

Business jet passengers are also wellcatered for at the FBO with a VIP lounge andtwo other lounges. A 16-seat boardroom isalso available for those not wishing to leavethe airport. John Riggir, Hawker Pacific’s sen-ior vice president–Asia added, “HawkerPacific is the busiest FBO handling companyhere, handling around 120 Business Aviationmovements per month.” Riggir reckons this isjust the start of Seletar Aerospace Parkbecoming the ‘Teterboro of Asia’.

Another operation close to start-up atSeletar is Textron’s first factory owned servicecenter in the region, featuring its subsidiaries(Bell Helicopter and Cessna). The 48,700 ❯

Asia PacificReview

PHO

TOS ©

MIK

E VI

NES

GLOBAL MARKETS - ASIA

B

A DISPLAY OF THE SELETAR SITE AND (RIGHT) TEXTRON’S FACILITY IS NEARLY COMPLETED


The region’s Business Aviation potential is confirmed. by Mike Vines

Global Markets Asia April12_Gil WolinNov06 20/03/2012 16:21 Page 1


square meter hangar and office complex willoffer helicopter and business jet sales and aservice center within a few months time.

Dallas Air Motive a part of the BBAAviation company (which also owns theSignature Flight Support chain of FBOs) hasopened at Seletar with its Regional TurbineCenter (RTC), and is the region’s firstHoneywell engine support operation whilealso increasing the number of field serviceteams in the region.

Another big name ‘coming soon’ isBombardier: This Business Aviation ServiceCenter will be company owned and operatedand is due to open next year to “form the cor-nerstone of Bombardier’s comprehensive cus-tomer services offering in the Asia-Pacificregion and ensure that Bombardier BusinessAircraft customers have even broader accessto Original Equipment Manufacturer (OEM)-backed service.”

It will be capable of performing a varietyof light to heavy maintenance tasks on allBombardier business jets. Bombardier’sSingapore Regional Support Office (RSO),opened in late 2011, and will work in conjunc-tion with the new service centre as well as thecompany's current Singapore parts depot.

“By 2030, there could be more than 1,100business jets in service in the Asia-Pacificregion, and we are ready and committed tosupport our existing and future customers,which we expect will make up a large portionof that fleet,” Éric Martel, President,Bombardier Customer Services outlied. At theend of 2011, Bombardier’s Asia Pacific MROnetwork was supporting an installed fleet of170 business jets in the region.

Pratt & Whitney will also open its engineservice and support facility at Seletar by the

first quarter of 2013, while in late Februaryone of Seletar’s oldest based residents, STAerospace (Singapore Technologies) brokeground on its new $26 million GeneralAviation aircraft hangar, MRO/FBO andpilot-training center. Maintenance for businessjets, helicopters and light aircraft will continueto be offered and will be capable of handlingup to 24 General Aviation aircraft and 11 largebusiness jets at the same time.

CHINAGulfstream has established a joint venturewith Beijing Capital Airlines Co. Ltd. (DeerJet) and Grand China Aviation Technik(GCAT) to operate a business jet service centerat Beijing Capital International Airport. DeerJet is a subsidiary of Hainan Airlines Groupand a charter provider operating a 26-shipfleet. GCAT, another Hainan subsidiary, offersaircraft repair, maintenance and overhaulservices. The new venture will operate underthe name Gulfstream Beijing.

Gulfstream Beijing has an 82,000-square-foot hangar and 22,000 square feet of officesand back shops. The operation will be over-seen by Gulfstream and staffed by Gulfstreamand Deer Jet employees. It will serve DeerJet’s Gulfstream fleet, other Gulfstream air-craft, and select non-Gulfstream models. Thejoint venture is in the process of applying fora Civil Aviation Administration of China(CAAC) Part 145 repair certificate, a require-ment for beginning service operations.

Gulfstream says that nearly 50 percent ofall its orders taken in the third quarter of 2011were from the Asia-Pacific region. The Chinafleet is becoming a significant portion of themore than 2,000 Gulfstream aircraft operatingworldwide. Gulfstream claims to hold a 48%

market share of large-cabin business jetsbased in the Asia-Pacific region (includingIndia) with 175 aircraft based in the region.Asia-Pacific orders account for 27% of its totalaircraft order backlog.

Cessna, meanwhile, has sold its firstLatitude to China. The company has around36 Citations there in a total of around 60 air-craft, including a whole clutch of CessnaCaravans. The company is hoping to sellCitation Mustangs for jet training - but this iscurrently impossible under CAAC rules whichstipulate that these type trainers have to beover 10,000 pounds MTOW, whereas theMustang weighs in at just 8,500 lbs.

Piaggio Aero sold its first two P.180 AvantiIIs to China. Both aircraft are to be delivered inJuly to CAEA (Beijing Aviation Investment Co)which is the newly appointed Piaggio SalesAgent in the country. Further, Embraer is hop-ing that by extending its cooperation withAVIC it can gain approval to build Legacy650s at its ex-ERJ-145 (regional jet) plant atHarbin in China. According to reports, theLegacy 650 could even be built at another des-ignated AVIC manufacturing facility in China.

China’s largest business jet buyer,Minsheng Financial Leasing recently orderedthree of Embraer’s Lineage 1000s with the firstexpected to arrive in the country as early asApril. Embraer says it has delivered 18 Legacy600/650s to the Asia Pacific region to date. Thelatest addition is the well publicized Legacy650 hand-over to mega movie star Jackie Chanwho has become Embraer’s Legacy brandambassador.

BRUNEIBrunei is to establish the largest multi-pur-pose helicopter training facility in South East

GLOBAL MARKETS - ASIATHE FIRST CITATION LATITUDE (LEFT), AND FIRST TWO PIAGGIO AVANTI IIs (RIGHT) SOLD IN TO CHINA



ON TOURGulfstream has been demonstratingits first production Elite interiorequipped Gulfstream G450 in theregion. The all-new, optional cabinpackage (which is also available onnew G550s) features major elementsfrom the company’s newest ultra-long-range Gulfstream G650.

At the heart of the Elite cabin is acabin management system whichprovides digital control throughtouch screens, capacitive touchswitches and passenger controlunits. Using an iPod touch with aGulfstream-designed application,passengers can control lighting,temperature, speakers, monitors,entertainment equipment, windowshades, CabinView PassengerInformation System and attendantcall from anywhere on the aircraft.

Further, RUAG’s rugged Do228NGdemonstrator has been on anextended Asian tour taking inSingapore, Indonesia, Malaysia,Vietnam and India. This new genera-tion twin-engined turboprop is beingpromoted as a commuter airliner andspecial missions aircraft, but wouldalso make a good VIP platform toget to those out-of-the-way places.

More than half of the world’sfleet of original Do228s (around150) are based in Asia.

Asia in conjunction with CAE of Canada. Thefacility at Rimba is to cost in the region of $80million and will provide integrated training.

HONG KONGGulfstream Aerospace in conjunction withFlightSafety International has opened a flightlearning center in Hong Kong aimed directlyat regional business jet operators, cutting theneed for pilots and technicians to fly furtherafield for training. The Center houses the lat-est electric motion Level D G450/G550 fullflight simulator, fitted with the advancedVITAL X flight simulation technology. Thenumber of training events FlightSafety hasprovided to the region’s Gulfstream operatorshas increased by 230% in the past five years.

INDONESIA“Business is booming,” for Indonesia’s SusiAir says its President Director SusiPudjiastuti. To back this up Ms. Pudjiastutisays she’s ordered 16 more aircraft for deliv-ery this year; another five Cessna GrandCaravans are being added to the 32 alreadyon scheduled inter-island commuter andcharter flights; four additional Pilatus PC-6Turbo Porters are being added to the compa-ny’s seven ship fleet; and two CitationSovereigns are being added to the BusinessAviation arm which currently consists of threePiaggio P.180 Avanti IIs. There’s a possibilitythat another two may be ordered later thisyear.

Ms. Pudjiastuti says her company is alsointerested in purchasing either RUAGD0228NGs or Viking Air Twin Otter 400s withthe successful contender being awarded acontract to supply five aircraft.

Susi Air started life in 2004 air-freighting

fish for a sister company, and now operatesthe largest fleet of Grand Caravans in Asia. Itswork is split roughly 40% VIP transportation,40% scheduled commuter airline, with theremaining 20% being Cargo/MedeVac andgovernment contracts.

Indonesia will acquire a Boeing BBJ2Presidential aircraft at a cost of around $91million according to local reports. Completionis expected in August 2013 and the aircraftwill be fitted with six extra-long-range tanks(by PATS) giving President Susilo BambangYudhoyono and his 70 strong entourage theability to fly 12 hours non-stop.

Elsewhere, an ‘N’-registered Lineage 1000is going to be re-registered to an undisclosedIndonesian customer - potentially to one ofthe countries many billionaires while a VikingAir Twin Otter 400 has been delivered toIndonesian operator PT Airfast and is the firstof an order for four. This first aircraft is to goto subsidiary OK Tedi DevelopmentFoundation as one of a pair to support cop-per-mining and its local community in PapuaNew Guinea.

From May, Indonesia’s airline Lion Air isto offer business jet charter through its newsubsidiary Space Jet. Initially it will operate apair of Hawker 900XPs and if successful, twomore 900XPs are planned for the future.

Hawker Pacific was also to deliver aHawker 900XP to the Indonesian FlightInspection Department in March. King Airsales demand is also reportedly strong acrossthe whole of the Asia-Pacific region.

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

‘BUSINESS IS BOOMING’ SAYS SUSI AIR’S SUSI PUDJIASTUTI, INDONESIA

GULFSTREAM’S ELITE INTERIORR

PHOTO © MIKE VINES



by Gil Wolinoliticians’ election year behav-ior is fascinating to watch –it’s sometimes laser-focused,with re-election overriding allother factors. And at other

times, it’s simply incomprehensible. Forinstance, there’s the current USAdministration’s position – or rather, “posi-tions” plural – on aviation.

On one hand, it is doing everything itcan to demonize Corporate Aviation, as acalculated, targeted tactic to help ensure re-election. And on the other hand, profession-al bureaucrats within the Administrationare inviting aviation leaders to participatein government-sponsored events in devel-oping nations forecasted to have the fastestgrowing economies in the near-term. Theyrecognize Corporate Aviation’s role inbuilding strong economic ties to the rest ofthe world.

Let’s start with the One Hand. We in theUS are enmeshed in our QuadrennialPresidential Election Season. That alone isenough to slow the country’s economicengine, as business decision-makers tradi-tionally have waited to see who wins beforemaking significant capital investments –foremost among those being business jets.

This time that reluctance to commit ismagnified, as our incumbent President isseeking a second term faced with a starklydivided populace, with concerns for thefuture voiced even within his own base.Consequently he seeks an edge – somethingthat will mobilize that base, the so-called99%, pit them against the demonized 1%,and get them to return to the voting boothin sufficient numbers to return him tooffice. And he’s found one in “Corporate JetOwners.”

Electioneering has become far moresophisticated in recent years, thanks in nosmall measure to the Internet, the advent ofSocial Marketing and the ability to tailormessages and target marketing segments.It’s no longer enough for a candidate to pollvoters to determine their positions on keyissues and then respond accordingly. Todayprofessional political consultants test wordsand phrases used to define those issues,and then select those most useful in rousingvoters to action. Like “Corporate JetOwners.”

It began in November 2008, when theheads of Detroit’s Big Three auto makersflew to Washington for hearings on the pro-posed Government bail-out. Skewered bypoliticians and the media, the Big Threeunwittingly provided the incomingAdministration with an emotional symboluseful in contrasting the ‘Haves’ with the‘Have-nots’ – and in mobilizing its votingbase.

It’s called paired comparison, and,according to Washington insiders, theincumbent’s team has gone so far as to poll-test “Corporate” versus “Business,” “Jet”versus “Aircraft,” and “Owner” versus“Operator”. The combination most likely torouse the voter’s ire? Corporate Jet Owner -hence the President’s seemingly-relentlessreferences to Corporate Jet Owners in oppo-sition to the best interests of the 99%, and ofthe country at large.

Whether moving to institute a $100-per-flight-leg user fee, or extending businessaircraft depreciation schedules from five toseven years, the argument is always framedas something the Corporate Jet Ownershould pay – with no regard for the poten-tial collateral damage to the GeneralAviation industry and the millions whowork on, or depend on small aircraft, fortransport as well as for aero medical andother emergency services – and connectionwith the world at large.

The media is providing an echo chamberfor that divisive dialogue. Fortune magazinein its March 19 article on aviation inWichita, Kansas, refers to business jet usersin Asia as the ‘1%’, setting the stage for adivided culture in that rapidly growingregion. Which takes us to the Other Hand.

The US Department of Transportation(DOT) recently invited representatives fromthe National Business Aviation Association(NBAA) and General AviationManufacturers Association to meet with theAsia-Pacific Economic Cooperation’sTransportation working group. The goalwas to build connections with the region’seconomic ministers, and help build theAsia-Pacific Business Aviation market.

All business jets based in MainlandChina, for example, are operated by aircraftmanagement companies – and all thosecompanies are divisions of China’s com-

mercial airlines.ConsequentlyNBAA’s VicePresident ofSafety, Securityand RegulationDoug Carremphasized dur-ing the meetingthat Business avi-ation does notcompete with,but rather com-plements, sched-uled airlines.

Evidently theDOT recognizes that a healthy BusinessAviation industry is important in rapidlygrowing economies – and that it is impor-tant that US-based Business Aviation com-panies build relationships with those devel-oping countries today. That’s quite a con-trast with the position taken by thePresident and his election campaign, withregard to the value of Corporate Aviation tothe US economy. But then, it’s an electionyear, and logic is not required until afterNovember.

The signs for industry recovery are look-ing better. The FAA forecasts that turbinebusiness aircraft will average 2.9% growthper year during the next 20 years, and theirhours will increase by 4% per year over thatterm, thanks in some measure to improvedcorporate profits and worldwide GDPgrowth, as well as concerns for commercialairline safety, security and flight delays.

It appears that the One Hand doesn’tknow what the Other Hand is doing. Or itjust doesn’t care. Either way, someoneshould help them connect the dots.

❯ Gil Wolin draws on almost forty years of aviationmarketing and management experience as a consult-ant to the corporate aviation industry. His aviationcareer incorporates aircraft management, charter andFBO management experience (with TAG Aviationamong others), and he is a frequent speaker at avia-tion, travel and service seminars. Gil is a past directorof the RMBTA and NATA, and currently serves on theAdvisory Board for Corporate Angel Network andGE Capital Solutions-Corporate Aviation. Gil can be contacted at [email protected]

Connect The Dot (s)VIEWPOINT

P

Gil WolinApril12_Gil WolinNov06 21/03/2012 11:44 Page 1

or several years now, theBusiness Aviation industry hasbeen watching various emerg-ing markets - Asia, China andLatin America among them -

while the entire world has struggled to findthe new norm for General Aviation growth.We have established it’s not a question of“if” we need a global marketing plan foraviation companies to reach these new fron-tiers, but “when” and “how much” are wewilling to spend to grab a piece of theemerging pie.

This month we’ll give you an overallindustry update and compare it to the tradi-tional areas in the US that have been themost active within the Business Aviationmarket. Florida, Texas and California havetraditionally claimed the largest inventoriesand the most transaction activities inBusiness Aviation, so a current comparisonto some of the newer emerging marketswould be enlightening.

First we will review the overall globalmarket trends from 2000 to present for bothnew deliveries and pre-owned sales transac-tions as represented in Chart A (right). Newbusiness jet deliveries are reported byGAMA, and show a peak in 2008 at 1,313.The New delivery results for 2011 indicates681 units were shipped, but the total doesnot include the 4Q delivery numbers forHawker Beechcraft. Thus, when Hawkerdoes release its 4Q shipment numbers, weexpect the final year-end number to behigher, but still below 2010’s total.

Pre-owned sale transactions shown onChart A are from JETNET. In 2011 there

were 2,057 transactions, representing a sec-ond year of increase from the low (1,627transactions) that was recorded in 2009. The2011 pre-owned sale transactions are 7.8%below the 2007 record peak of 2,232 saletransactions.

‘New’ and ‘Pre-owned’ worldwide busi-ness jet delivery cycles have certainly fol-lowed different trends during this recentdownturn.

BUSINESS JET FLIGHT OPERATIONSAccording to FAA data, Business Jet FlightOperations since 2009 show an average year-ly growth of 5.2% and a year-over-yeargrowth of 4.1% between 2010 and 2011. TheEuropean figures are similar with the YTDgrowth ending around 3% according to arecent Avinode report.

U.S. Business Jet Domestic FlightOperations were recorded at 258,000 during

Emerging MarketsContinue to Growby Michael Chase & Marj Rose

❯

JETNET >>KNOW MORE

F

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

1,627'09

0200400600800

10001200140016001800200022002400

New DeliveriesPre-owned

Sale Transactions

Year

New

Pre-owned

NEW DELIVERIES AND PRE-OWNED SALE TRANSACTIONS, WORLDWIDE

Source: GAMA – New; JETNET – Pre-owned Presentation and Analysis by Chase & Associates

681 ‘11

2,057 ‘11

2,232 ‘07

1,313 ‘08

1,479 ‘01

517 ‘03

2400

2200

2000

1800

1600

1400

1200

1000

800

600

400

200

0

CHART A - NEW & PRE-OWNED BUSINESS JET DELIVERY CYCLES ARE DIFFERENT...


JetNet April12_PAMA interview November06 20/03/2012 09:50 Page 1

JETNET >>KNOW MORE


CHART C

CHART D

2011, as shown on Chart B (left), which is115,000 (or 30.8%) below the peak levelreported in October 2007 of 373,000.However, there has been a steady improve-ment from the low-ebb of 225,000 recorded inFebruary 2009. March 2011 represented apeak at 297,000 flights since the low ebb wasrecorded in 2009.

Chart C (left), represents that U.S.International flight operations in January2012 were 53,000 (or 20.3% greater thanJanuary 2011). The January 2012 flight opera-tions have changed very little for the past sixmonths. The lowest points were recorded inFebruary 2009 (at 40,000 flights) and January2011 (at 44,000 flights).

For 4Q 2011, U.S. Jet A prices were at $6.71per gallon and on the rise - up $1.04 per gal-lon, or 18.3% from the 4Q 2010 at $5.67. Thecurrent prices are only 12 cents below the2008 record fuel price bubble at $6.83 per gal-lon. It is interesting to note that in spite ofthese recent fuel price increases, the flightoperations in the U.S. have remained in thesame general range lately.

US VS INTERNATIONAL NEWDELIVERIES/PRE-OWNED ‘FOR SALE’As reported by GAMA the percentage of totalNew business jet deliveries in the UnitedStates has dropped from over 70% in 2007and 2008 to 52% in 2011 (Chart D). The per-centage of Business Jets ‘For Sale’ in the U.S.vs International in 2011 is at the highest per-centage split (64% vs. 36%) when comparingthe years 1990 to present (see Chart E, right).

US VS EMERGING COUNTRIESThe emerging countries often referred to asBRIC (Brazil, Russia, India and China) haveover 1,100 or 6.1% of the total WorldwideBusiness Jets as reported by JETNET. Table A(right) lists the Top 10 countries in terms ofnumber of business jets operating there. Alsoincluded - along with their position for over-all fleet size - are the BRIC countries for com-parative purposes.

As shown, the United States accounts forover 11,027 or 59.4% of the total 18,559 busi-ness jets in operation worldwide as of March2012 (according to JETNET). Mexico is a dis-tant 2nd with 748 business jets. [Comparingthe BRIC countries aggregate total installedbase of 1,124 business jets to the states ofTexas (1,219), Florida (1,068), and California(964) helps to bring the volume intoperspective.]

US VS BRIC NEW/PRE-OWNED TRANSACTIONS Table B (right) shows the number of NewDeliveries and Pre-owned business jet sale

Total U.S. Based Business Jet Flight Opera�ons*

February 2007 to January 2012

373k

225k

297k

259K 258k

200,000

250,000

300,000

350,000

400,000

Feb.

07

Jun.

07

Oct

. 07

Feb.

08

Jun.

08

Oct

. 08

Feb.

09

Jun.

09

Oct

. 09

Feb.

10

Jun.

10

Oct

. 10

Feb.

11

Jun.

11

Oct

. 11

Flig

ht O

pera

�ons

Domestic

-115k

CHART B

* INCLUDES DOMESTIC AND INTERNATIONAL FLIGHTS WITH US TO FOREIGN, FOREIGN TO US AND ALL FOREIGN OPERATIONS.SOURCE: FAA - ETMSC; ANALYSIS AND PRESENTATION BY CHASE & ASSOCIATES

* INCLUDES DOMESTIC AND INTERNATIONAL FLIGHTS WITH US TO FOREIGN, FOREIGN TO US AND ALL FOREIGN OPERATIONS.SOURCE: FAA - ETMSC; ANALYSIS AND PRESENTATION BY CHASE & ASSOCIATES


Source: JETNET - MARCH 2012

transactions in the US versus the BRIC coun-tries for the years 2007 and 2011. This pro-vides a quick snapshot of the pre-economicmeltdown (2007) and post recovery (2011).

Perhaps the most interesting compari-son (highlighted in yellow) is the reductionin new deliveries in the US by nearly half -945 in 2007 to 478 in 2011. In direct com-parison, the BRIC countries showed a dou-bling from 70 new deliveries in 2007 to 149in 2011. In 2011, New deliveries for the topthree states was the exact same number asthe total for the emerging countries during2011, with 149 transactions.

The emerging countries’ new deliveriestotal at 149 represented over 20% of thetotal business jet deliveries in 2011, withBrazil receiving the majority of thatpercentage.

SUMMARYEmerging countries’ growth and potentialsuccess for travel on business jets seems obvi-ous, but demand remains in its infancy. Theemerging countries are lacking in large com-panies and infrastructure to currently supportextensive use of business jets.

Although the inventories may notexceed the business aircraft numbers in theUnited States any time soon, the demandfrom these parts of the world and othercountries will certainly expand thebusiness jet industry into the future fordecades to come.❯ For more information: • Michael Chase ispresident of Chase &Associates, and can becontacted at 1628Snowmass Place,Lewisville, TX 75077; Tel: 214-226-9882;Web: www.mdchase.com

• Marj Rose is presidentof MarketLift, Inc. andcan be contacted at P.O.Box 595036 Dallas, TX75359; Mob: 214-862-8992,Web: www.market-lift.com

• JETNET can be contact-ed at 101 First Street,Utica, NY 13501; Tel:800-400-2298; Web: www.jetnet.com or www.avdatainc.com * You can now follow JETNET on Twitter at www.twitter.com/JETNETLLC

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

YYEARS 22007

22011

SSTATES NNEW UUSED NNEW UUSED

FFlorida 65 177 24 162

TTexas 104 155 97 155

CCalifornia 65 120 28 86

AAggregate Total 2234 4452 1149 4403

UUS Total 9945 11,500 4478 11,118

YYEARS 22007 22011

CCOUNTRIES NNEW UUSED NNEW UUSED

BBrazil 55 34 101 34

RRussian Federation 4 5 6 8

IIndia 7 3 10 2

CChina 4 2 32 2

BBRIC Total 70 44 149 46

TABLE B

CHART E

JETNET >>KNOW MORE


TABLE A

RRank CCountry CCount CCum %

1 United States 11,027 59.4% 2 Mexico 748 63.4% 3 Brazil 691 67.2% 4 Canada 498 69.9% 5 Germany 450 72.3% 6 United Kingdom 421 74.5% 7 Venezuela 232 75.8% 8 France 231 77.0% 9 Switzerland 227 78.3%

10 Austria 221 79.5%

15 India 157 80.3%

16 China 144 81.1%

18 Russian Federation 132 81.8%

TTOTAL WORLDWIDE FLEET: 18,559 100%

TOP COUNTRIES, BIZJETS IN OPERATION

Source: JETNET - (INCLUDES WHOLE AND LEASE PRE-OWNED SALES TRANSACTIONS ONLY)


his column is the third install-ment in the fourth annualseries of quarterly columnsdescribing recent changes to

aviation-related state sales anduse tax issues (and where pertinent, otheraviation related tax issues) in various regionsof the United States.

This month we review any recent changesto state sales and use taxes in the states locat-ed in the mid-western region of the UnitedStates; namely Illinois, Indiana, Iowa,Kansas, Michigan, Minnesota, Missouri,Nebraska, North Dakota, Ohio, Oklahoma,South Dakota, West Virginia and Wisconsin.

Additionally, we will discuss whether ornot each state has an exemption from its

sales and use tax for casual, isolated or occa-sional sales of aircraft. An exemption forcasual, isolated or occasional sales of aircrafttypically permits a buyer of a used aircraft totake delivery and/or use such aircraft in astate with such an exemption without payingthat state’s sales or use tax, provided that thespecific conditions of the exemption are met.

Those conditions, which vary from stateto state, typically require that either (or both)the seller and buyer not be habituallyengaged in the sale of aircraft or, in someinstances, of any tangible personal property,that the seller and buyer be affiliated busi-ness entities or, in the case of individual buy-ers and sellers, that they have a certain fami-ly relationship with one another.

ILLINOISIllinois has a state sales tax (referred to inIllinois as “Retailers Occupation Tax”) anduse tax imposed at a rate of 6.25%, pluspotential additional local taxes which canamount to a combined total sales/use tax ofup to 9.25% of the purchase price or value ofan aircraft. Sales of aircraft are specificallyexcluded from the Illinois exemption for occa-sional sales of tangible personal property.

INDIANAIndiana has a state sales and use tax imposedat a rate of 7%. Sales of aircraft are specificallyexcluded from the Illinois exemption for occa-sional sales of tangible personal property.

IOWAIowa has a sales and use tax imposed at arate of 6% with an additional optional localsales tax imposed at a rate of 1-2%. Aircraftsubject to registration in Iowa are typicallysubject to Iowa use tax rather than Iowa salestax. Sales of aircraft are specifically excludedfrom the Iowa exemption for occasional salesof tangible personal property.

KANSASKansas has a state sales and use tax imposedat a rate of 6.3%. In addition, Kansascounties, localities and transportationdevelopment districts may generally imposeadditional sales and use taxes at rates of upto 5%.

Isolated or occasional sales of aircraft areexempt from Kansas’ sales tax. An "isolatedor occasional sale" is defined as the non-recurring sale of aircraft by a person notengaged in the business of selling aircraft atthe time of the sale.

MICHIGANMichigan has a state sales and use taximposed at a rate of 6%. Sales of aircraft arespecifically excluded from the Michiganexemption for occasional sales of tangiblepersonal property. However, the exemptionmay apply to the sale or transfer of an air-craft pursuant to certain corporate reorgani-zations or by an individual to the spouse,mother, father, brother, sister or child of suchindividual and when the transfer is a gift to abeneficiary in the administration of an estate.

MINNESOTAMinnesota imposes sales and use tax at a rateof 6.875% with additional local sales and usetaxes of up to 1%. Sales of aircraft are specifi-cally excluded from the Minnesota exemp-tion for occasional sales of tangible personalproperty except in very narrowly definedcorporate reorganizations.


T

REGIONAL SALES & USE TAX FORUM

Regional Sales And Use Tax ForumRegional update on the Mid-Western United States.by Christopher B. Younger

Regional Sales Tax April12_FinanceSept 20/03/2012 10:09 Page 1


MISSOURIMissouri imposes a state-wide sales and usetax at a rate of 4.225% plus local county/citysales tax at rates up to 6.625%.

Isolated or occasional sales of aircraft bypersons that are not ordinarily and regular-ly engaged in making repeated, successivesales and other transfers are exempt fromMissouri sales tax if the total amount of thegross receipts from all such sales is less than$3,000 in a calendar year. Sales of aircraftmade in the partial or complete liquidationof a household, farm, or non-business enter-prise are not included in the $3,000 thresh-old, nor are transfers pursuant to certainnarrowly defined corporate reorganizations.

NEBRASKANebraska imposes a statewide sales/use taxat a rate of 5.5% plus local sales/use tax atrates up to 1.5%. Sales of aircraft that quali-fy as an occasional sale are exempt fromNebraska sales and use tax.

An occasional sale does not include asale at auction, a sale (other than certaininter-company sales) in which the seller didnot pay the sales or use tax, the sale ofinventory purchased for resale or lease orthe sale (other than certain inter-companysales) of new property. An occasional saleincludes inter-company sales of new or usedproperty in connection with certain merg-ers, distributions and contributions.

NORTH DAKOTAUnder North Dakota law, aircraft areexempt from the state’s sales and use tax,but are subject to an aircraft excise taximposed at the rate of 5%. If the aircraft ispurchased for lease or rental, the excise taxmay be imposed on the lease or rental costof the aircraft.

Aircraft transferred pursuant to certaincorporate reorganizations, by one jointowner to another without monetary consid-eration or by gift, inheritance, or devisebetween husband and wife, parent andchild, or brother and sister are exempt fromthe North Dakota aircraft excise tax.

OHIOOhio imposes a statewide sales tax at a rateof 5.5% plus local county/city/transitauthority sales taxes imposed at combinedrates of up to 3%. Ohio exempts casual salesof aircraft from its sales and use tax.

A “casual sale” is defined as a sale of anaircraft that was obtained by the personmaking the sale, through purchase or other-wise, for the person’s own use and was pre-viously subject to any state’s taxing jurisdic-tion on its sale or use.

OKLAHOMAOklahoma imposes a statewide excise tax inlieu of sales tax on the purchase price or mar-ket value of aircraft registered in Oklahomaat a rate of 3.25%. Oklahoma has no exemp-tion for casual, isolated or occasional sales ofaircraft.

SOUTH DAKOTASouth Dakota imposes a statewide registra-tion excise tax in lieu of sales tax on the pur-chase price or market value of aircraft regis-tered in South Dakota at a rate of 4%, inaddition to an aircraft registration fees thatcan vary depending on the type of aircraftbeing registered and its MTOW.

When an aircraft is owned by a residentof South Dakota who has paid original regis-tration excise tax upon the aircraft purchaseprice, future purchasers of the aircraft willnot be assessed sales/use/original registra-tion excise tax on subsequent sales of the air-craft but will be liable for payment of aircraftregistration fees.

WEST VIRGINIAWest Virginia imposes a statewide sales/usetax at a rate of 6%. A sale of an aircraft in anisolated transaction is exempt from WestVirginia sales and use tax. The seller mustnot normally be in the business of sellingtangible personal property or services.

An isolated transaction is a transaction inwhich an aircraft is sold, transferred, offeredfor sale, or delivered by the owner who isnot in the business of selling aircraft andmakes no more than four such sales in a year.

WISCONSINWisconsin imposes a statewide sales tax atthe rate of 5% plus local county/city sales taxat rates between 0.1% and 0.6%. Sales of

aircraft are specifically excluded from theWisconsin exemption for occasional sales oftangible personal property. However, theexemption may apply to the sale or transferof an aircraft pursuant to certain corporatereorganizations or inter-family transfers.

In concluding this month’s Regional Sales& Use Tax Forum, you are advised to keep inmind that the above article serves as a gener-al and broad overview of state sales and usetax laws and does not constitute legal adviceor a legal opinion. Therefore, it is alwaysadvisable to consult with qualified aviationcounsel when considering any questionsregarding the application of sales and use taxin a particular situation or to a particulartransaction.

In the July 2012 issue of World AircraftSales Magazine, we will take a state-by-statelook at the Western United States, which wepreviously reviewed in the July 2011 issue.

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

❯ Mr. Younger can bereached at the firm’s Washington, DC office, 105431st Street, NW, Suite 200, Washington, DC 20007,telephone: (202) 342-5295, facsimile: (202) 342-5203, e-mail: [email protected].

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

Regional Sales Tax April12_FinanceSept 20/03/2012 10:11 Page 2

A Game of Tomes (Part 1). by Gary I. Horowitzrivate aircraft owners and oper-ators are well aware that air-craft are particular targets forfederal and state tax audit, butthat’s ok. Knowing that the tax

audit risk is there, and knowing what taxauditors are looking for is an opportunity forproper aircraft ownership and operationsplanning to avoid audit traps.

If the trap has already been sprung, then itis important to know what the auditors arelooking for and how to handle the situation.A business aircraft tax audit is a game oftomes – a fight between the IRS and the tax-payer involving the Internal Revenue Code,Treasury Regulations, IRS rulings, court casesand the interpretation of these authorities.Following, over the course of this two-partarticle to run in consecutive months, is whatwe are seeing these days in aircraft tax audits.

PASSIVE LOSS RULESIRS tax auditors start with the passive lossrules for business aircraft tax audits, due to

the complexity of the passive loss rules, andthe significant tax losses typically generatedby business aircraft from tax deductions fordepreciation.

Under the passive loss rules, individualtaxpayers must generally aggregate the tax-able income and loss from their passive activ-ities each year to determine their net passiveincome or loss. ‘Passive activity’ means (a)any activity that involves the conduct of anytrade or business in which the taxpayer doesnot materially participate, and (b) any rentalactivity. A net passive loss for the year is gen-erally non-deductible for that year.

The IRS will often argue that the activityrelating to a business aircraft is passive activi-ty in an attempt to limit the tax depreciationtaken on a business aircraft. The IRS willargue that the aircraft is a “rental activity”and/or that the taxpayer does not “materiallyparticipate” in the conduct of a trade or busi-ness to which the aircraft relates.

Business aircraft are frequently owned byspecial purpose entities that own no assets

other than the aircraft, which is then leased orotherwise made available to other companieswithin the taxpayer’s control. Such operatingstructures can be the basis for defeating anIRS passive activity claim.

The Treasury Regulations provide that oneor more trade or business activities or rentalactivities may be treated as a “single activity”for the passive activity rules if the activitiesconstitute an “appropriate economic unit” forthe measurement of gain or loss.

Whether activities constitute an appropri-ate economic unit and, therefore, may betreated as a single activity depends upon allthe relevant facts and circumstances, but theIRS looks at the following factors heavily:

a) Similarities and differences in types of trades or business;

b) The extent of common controlc) The extent of common ownershipd) Geographical location; ande) Interdependencies between, or among

the activities.

Aircraft TaxAudits:

IRS TAX AUDITS


❯

P

IRS Tax Audits_Gil WolinNov06 20/03/2012 17:16 Page 1

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In anticipation of an IRS audit and theirpassive activity claims, taxpayers shouldstructure their affairs to be properly‘grouped’ for passive loss purposes. To thatend, taxpayers will need to file a writtenstatement grouping together their aircraft andother business activity in the original year inwhich the activities were grouped as a singleactivity.

There is also a new passive activity trapdeveloping. For those aircraft owned by limit-ed liability companies, the TreasuryDepartment’s proposed new regulationsrequiring that LLC members be classified as“limited partners” for passive loss purposes,unless such members have managementauthority and the LLC’s operating agreementstates that those members have the right tomanage the LLC. Without LLC managementauthority, these proposed regulations couldprevent “grouping” and require that an LLC’saircraft leasing activity be treated as a sepa-rate activity for passive loss purposes, thussuspending the LLC’s aircraft depreciationlosses.

HOBBY LOSSWhen a business aircraft is used for somepersonal purposes, an IRS auditor willsometimes seek to disallow all tax deduc-tions relating to the aircraft because theyconsider the aircraft to be a “hobby.”Under the “hobby loss” rules, no deduc-tions are allowed when an activity is “notengaged in for profit.”

Whether an activity is a trade/business,or whether it is an activity not engaged infor profit is a facts and circumstances test,and the IRS auditor will look at nine fac-tors to make this determination, includingthe manner in which the taxpayer carrieson the activity, the history of income orlosses with respect to the activity, and thepersonal pleasure or recreation of theactivity for the taxpayer.

A taxpayer should certainly structure itsbusiness aircraft activity so as to not runafoul of the hobby loss rules, but even so,an aggressive tax auditor can still find away to claim that the hobby loss rulesapply. For example, a business aircraft canbe the sole asset of an LLC owned by a tax-payer that controls several other businessentities using the aircraft. In that situation,an IRS auditor may focus solely on the LLCin an effort to claim that the hobby lossrules apply. However, such a narrow read-ing of the law would need to be corrected,because where the taxpayer is engaged inseveral undertakings, each of these activi-ties may constitute a separate activity orthe several activities may constitute oneactivity, based upon the facts andcircumstances.

To group its activity, the taxpayer willneed to show the IRS auditor that there areorganizational and economic inter-relation-ships between the various undertakings, thebusiness purposes served by carrying on thevarious undertakings, and the similarities ofthe various undertakings.

AT-RISK RULESAlthough less discussed than the passive lossand hobby loss rules, IRS auditors are keenlyaware that a taxpayer’s loss deductions arelimited to amounts “at-risk” in a trade orbusiness or income-producing activity.

A taxpayer is considered at-risk for anactivity with respect to the amount of money(and the adjusted basis of other property)contributed by the taxpayer to the activity. Ataxpayer is also considered at-risk for anactivity with respect to amounts borrowed for

such activity to the extent the taxpayer (a) ispersonally liable for repayment of suchamounts, or (b) has pledged property, otherthan property used in such activity, as securi-ty for such borrowed amounts.

However, IRS auditors will not treat a tax-payer as being at-risk with respect toamounts protected against loss through non-recourse financing, guarantees, stop lossagreements or other similar arrangements.Also, if a taxpayer guarantees a loan for thepurchase of an aircraft, an IRS auditor maynot consider such guarantee as putting thetaxpayer at-risk. In those situations, it wouldbe better for the taxpayer to be the primaryobligor on the loan, instead of the guarantor,even though this will complicate the loantransaction with the lender.

IRS auditors may also attempt to treateach activity that a taxpayer engages in as a

IRS TAX AUDITS

The best IRS audit defense occurs before the audit letter comes. Pre-plan

business aircraft use and ownership, and keep good records.


separate activity for purposes of the at-riskrules. Losses generated by one activity gener-ally may not be deducted against incomegenerated by a separate activity, and this sep-aration of activities can limit a taxpayer’sability to deduct losses even if the taxpayer’stotal amount at-risk exceeds the taxpayer’soverall losses.

However, two business activities may betreated as a single business activity for pur-poses of the at-risk rules if aircraft activitycan be aggregated with other related trade orbusiness activity by showing that (a) taxpayeractively participates in the management ofthe trade or business, or (b) with S corpora-tions, 65% or more of S corporation losses forthe taxable year are allocable to persons whoactively participate in the management of theS corporation’s trade or business.

Factors that tend to show “active partici-pation” in a trade or business include (a)making decisions relevant to the day-to-dayoperation and management of the business,(b) performing services within the business,and (c) hiring and discharging employees.

PREDOMINANT BUSINESS USEUNDER IRC § 280FHave you heard of IRC § 280F? The IRS audi-tors have. Generally, aircraft are eligible fortax depreciation deductions over 5 or 7 years,depending upon use. However, if an aircraft

is not predominantly used for qualified busi-ness use (i.e., used more than 50% in thetrade or business of the taxpayer) for any tax-able year (the “Predominant Use Test”), alonger depreciation deduction period isimposed, and any first-year bonus deprecia-tion taken must be recaptured as ordinaryincome in the tax year that the PredominantUse Test is not satisfied.

Determining whether a taxpayer meetsthe Predominant Use Test is a two-stepprocess. First, at least 25% of the total use ofan aircraft during the taxable year must con-sist of qualified business use that does notinvolve 5% owners or related persons (the‘25% Threshold’). If this first requirement ismet, then the aircraft business use of suchpersons may count towards meeting therequirement that the aircraft be used predom-inantly (more that 50%) for qualifiedbusiness use.

However, the IRS interprets the 25%Threshold narrowly. Even if a 5% owner orrelated person is using the aircraft for busi-ness purposes, the IRS will not treat suchbusiness use as “qualified business use” ofthe aircraft for purposes of determiningwhether the aircraft’s owner has satisfied the25% Threshold. Therefore, satisfying an IRSauditor that the Predominant Use Test is metrequires year-by-year oversight on a flight-by-flight and passenger-by-passenger basis.

DON’T PANIC!The best IRS audit defense occurs before theaudit letter comes. Pre-plan business aircraftuse and ownership, and keep good records.When the audit examination letter comes,don’t panic. There is usually adequate time tomanage the audit process and work throughthe issues with the IRS auditor.

If the IRS audit does not have a satisfyingresult, there are other opportunities to resolvethe tax issues, such as the IRS AppealsDivision and, if needed, the courts, both ofwhich are impartial and will give the taxpay-er a fair chance to resolve its tax problems.

❯ Gary I. Horowitz isSpecial Counsel with theWashington, D.C. law firmWiley Rein LLP, represent-ing private and commercialoperators, owners, lessorsand financiers in structur-ing the sale, acquisition,ownership and operation ofaircraft, and providingfederal tax and state sales and use tax planningservices. Gary can be reached at Tel: +1 703-905-2845, email: [email protected].❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


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To book tickets call +44 (0)1243 755055 or visit

Goodward January 24/01/2012 16:28 Page 1

SHOWCASE

2005 Cessna Citation CJ3

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100, 90411

Nuernberg, Germany

Tel: +49-911-9356-120 Fax: +49-911-9356-401 E-mail: [email protected]

Serial Number: 525B0011Airframe TT: 2053Landings: 1799

Airframe, Avionics & Engines enrolled on CessnaProAdvantage ELITE Program. Aircraft enrolledon Cessna Computerized Maintenance TrackingService CESCOM. Inspection Documents19/22/36/38 complied with in 10/2011.EU-OPS 1 Equipped – Steep Approach - RVSMand MNPS Approved – Enhanced SurveillanceMode S – Non Smoking Aircraft - AllMaintenance up-to-date - ADs and MandatorySBs Completed – Seven Passengers Seating -No Damage History

Engines2 Williams FJ44-3AL/H: S/N 141025 TSN: 2053 hrs CSN: 1799R/H: S/N 141026 TSN: 2053 hrs CSN: 1799

Avionics and Other FeaturesCollins Pro Line 21 Integrated Avionics System

with 3- Tube EFISCOM: Dual Collins VHF-4000 Transceivers w/

8.33 kHz spacingHF COM: HF-9000 w/ SELCALSATCOM: AirCell ST-3100 Iridium SatphoneNAV: Dual Collins Navigation Receivers

(NAV-4000 & NAV-4500) w/ FM ImmunityDME: Dual Collins DME-4000ADF: Single ADF

ADC: Dual Collins ADC-3000 Air Data ComputersAHRS: Dual Collins AHC-3000 AHRSA/P: Collins APS-3000 AutopilotALT: Collins ALT-4000 Radio AltimeterFMS1: Collins FMS-3000 w/ Collins

GPS-4000A and Performance DatabaseFMS2: Garmin GPS-500 GPSXPDNR: Dual Collins TDR-94 Mode-S Diversity

Transponders w/ Enhanced Surveillancecapability

WXR: L3 Communications WX-1000EStormscope

TAWS: Honeywell Mark VIII EGPWS (Class A)TCAS: Collins TTR-4000 TCAS II w/ Change 7CVR: L-3 Communications CVR FA2100ELT: Artex C406-N ELT w/ 406 MHz and

Nav. Interface

Additional EquipmentRVSM certifiedJeppesen Electronic ChartsCollins Broadcast Graphical WeatherCockpit Speaker Mute SwitchPrecise Pulselite System

InteriorExecutive fireblocked interior is configured with4-place center-club arrangement, two aft fwdfacing seats and aft L/H belted flushing toilet.Tastefully finished in Earthtone shades of Beige,Tan, and Oatmeal with high gloss wood veneercabinetry and trim. Carpet new in 2011.

ExteriorOverall Snow White with Deep Red, Carter Gold,and Arista Blue accent striping.

Price: Make Offer

All Specifications subject to verification upon inspection.Aircraft available subject to prior sale or withdrawal from market.


Clean records – comprehensive equipment – ready to go

Aero-Dienst CJ3 April_Heeren Cit Ultra sep 21/03/2012 12:47 Page 1

SHOWCASE

2008 Cessna Citationjet 2+

Tel: +41 (0) 22 306 1060Mob: +41 (0) 79 2005265E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND

Serial Number: 525A-0385Registration: HB-VOPAirframe TT: 1439Landings: 1409

Engines on TAP EliteWilliams International FJ-44- 3A-24 FADEC ControlledLH: S/N 216179 1439 TT / 1409 CSN RH: S/N 216178 1439 TT / 1409 CSN

AvionicsCollins Proline 21 Avionics System with 3 (8x10inc) color, active matrix liquid crystal displays. AHRS 2 Collins AHC-3050ADC 2 Collins ADC-3000 IFIS 1 Collins IFIS-5000 FMS 2 Collins FMS-.3000 (incl. DME II) GPS 1 Collins GPS-4000A w/12-ChannelRTU 2 Collins RTU-4200 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94 Mode S TCAS II 1 Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with RAAS Radar 1 Collins WXR-800 ESIS GH-3000 ESIS CVR Provisions for installation of L3 connection FA 2100 CVR ELT 1 Artex C406-N w/3 freq. ELT MDC 1 Collins Maintenance Diagnostic System

Additional EquipmentGnd Com Dispatch Switch (powers 1Radio, 1RTU and both audio panel)Pulselight System with interface to TCAS II Tail Log Lights Nose Landing Gear in/protection boot Installation Jeppesen Electronic Charts on MFDCrew Seat Sheepskin Slipcovers 110V Ac Universal Electrical Outlet w/500WInverterMonorail Sunvisors – Entry Step Upgrade to Airstair StyleSteep Approach Option

InteriorTwo (2) Cockpit, six (6) Cabin passengers seats.Four executive club chairs with two fold-outexecutive tables. RH Fwd Refreshment Center. Aft Divider Assembly with sliding door Aft Low Boy storage cabinet with drawer One Aft Potty Belted Seat. Townsend Leather Satin finished wood veneer – Australian Walnut Brushed Aluminium Hardware Finish.

ExteriorOverall white with dark grey stripes

JAR OPS 1

Asking Price: Make Offer


Albinati Citationjet 2+ February 20/03/2012 14:26 Page 1

SHOWCASE

2008 Hawker 900XP

Tel: +41 (0) 22 306 1060Mob: +41 (0) 79 2005265E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Serial Number: HA-0038Registration: HB-VPJAirframe TT: 1158Landings: 1043

Engines on MSP Gold HONEYWELL / TFE 731-50RLH: S/N P122180 1158 T SN / 1043 CSN RH: S/N P122181 1158 TSN / 1043 CSN

APU on MSP HONEYWELL / GTCP36-150 W S/N: P-1018 1253 TSN

AvionicsCollins Proline 21 Integrated flight control Systemwith 4 EFIS LCD Displays Collins IFIS-Paperless CockpitIntegrated Electronic ChecklistEnhanced Map OverlaysAHRS Dual Collins AHC-3000Autopilot Dual Collins FGC 3000 ADC Dual Collins ADC-3000 FMS Dual Collins FMS-6000 GPS Dual Collins GPS-4000A with WAAS NAV Dual Collins NAV-4000 and NAV-4500 ADF Collins ADF DME Dual Collins DME-4000 VHF Dual Collins VHF-4000 w/8.33KHz spacing HF Dual Collins HF-9000 High frequency Radio XPDR Dual Collins TDR-94D Mode S TCAS II Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with Runway Awarenessand Advisory System (RAAS) RADAR Collins TWR 850

SSFDR Honeywell solid state FDR CVR Universal Cockpit Voice Recorder CVR-120ELT Artex C406-N w/3 freq. ESIS Meggitt Electronic Standby InstrumentSystem MK.2MDC Collins Maintenance Diagnostic System Selcal

Additional EquipmentAirborne Telephone Systems:AirCell ST3100 iridium phone with cordlesscockpit & cabin handsetsCabin Information & Entertainment Systems:Collins Dual Digital Video Disc Player with 2nd15” LCD monitorAirshow 4000 w/ Flight Deck Controller Outlets 220 VAC power

InteriorHeight (8) Cabin passenger’s seats, featuring 5individual seats with two fold-out executive tablesand a 3-place divanBelted lavatory seatBeige colored carpet. White ultrasuede headliner. Leather beige color seat

ExteriorTop fuselage and upper wing Matterhorn white colorBelly and bottom wings granite color with twostripe granite colors

On CAMP & Support PlusJAR OPS 1

Asking Price USD $8,950,000

Albinati Hawker 900XP Nov 20/03/2012 14:31 Page 1

SHOWCASE

Mente Group, LLC15303 North Dallas Parkway

Suite 1320, Addison, TX 75001Tel: 1 214 351 9595www.mentegroup.com

Serial Number: 1227Registration: N600VCAirframe TT: 7490.9Landings: 3616

EnginesEngines: Rolls Royce TAY 611‐8Engines enrolled in JSSI Platinum at 87%Left: S/N 16570 7397.6 Hours 3549 CyclesRight: S/N 16550 7405.6 Hours 3559 CyclesAPUHoneywell GTCP 36‐100 4742.0 HoursSN P‐618 Last HSI c/w @ 4614 HoursAvionicsHoneywell Pro Line 4Dual Honeywell SPZ‐8000 Digital IFCS/ProLine 4 Honeywell MCS‐6000 SATCOMTriple Collins VHF ‐422D Comm's w/8.33MHz Spacing Dual Honeywell AA‐300 RadarAltimeterDual Collins VIR 432 Nav's w/FM ImmunityHoneywell TCAS II w/Change 7Dual Collins ADF‐ADF 462 ADFs HoneywellPrimus 870 Color Radar System w/TurbulenceDetectionDual Collins DME‐ 442 DMEs HoneywellLASERTRAKDual Collins TDR‐94D Enhanced Mode "S"Transpondersw/Flight ID Dual Collins HF 9032 HF RadiosDual Honeywell NZ‐2000 FMS with 6.0Software CSD‐714 SELCALDual Honeywell GR‐550 GPS Allied SignalMark V EGWPS w/Windshear

Triple Honeywell Laseref II IRS HoneywellVHF/Satellite AFISMagnastar C‐2000 Flight Phone FairchildF1000 Flight Data RecorderArtex 406 ELT Fairchild A100A Cockpit VoiceRecorderAdditional FeaturesAFT galley, FWD crew lav and refreshmentcenter VCR, DVD, & Cassette PlayersRVSM/RNP‐5 & RNP‐10 Certified Dual DVDPlayersAirshow 400 Sony 10‐Disc CD ChangerElectric Window Shades High Temp OvenFacsimile Machine MicrowavePortable Halogen Fire Extinguishers CoffeeMakerForward 15" LCD Bulkhead Monitor DevoreVertical Recognition Lights15" Pop‐Up Monitor in CredenzaJSSI Platinum Engine Program DetailsInteriorEleven (11) passenger executive interiorfeaturing a forward three (3) place divanopposite a two (2) place club. ALL NEWVENEER by Duncan Aviation BTL in June2011 ‐ Owner spent over $500K replacing allthe cabin veneerExteriorOverall Matterhorn White with Black & GrayAccent Striping. New Paint January 2010 –Duncan Aviation BTL. Specifications SubjectTo Verification. Aircraft Subject To Prior Sale orWithdrawal from Market. Spec last edited:1/16/2012

1993 Gulfstream IV‐SP


Mark PayneTel: +1 972-897-3246E-mail: [email protected]

Mente GIV 1227 March 20/03/2012 14:33 Page 1

SHOWCASE


Serial Number: 5028Airframe TT: 3,329Landings: 1,195Engines BR700-710C4-11 Left: S/N 15159 3,184 Hours 1,152 CyclesRight: S/N 15158 3,184 Hours 1,152 CyclesEngines are not on a ProgramAPUHoneywell RE-220S/N P339 1,782 Hours APU is not on a ProgramAvionicsArtex ELT C406-2Honeywell PlaneViewTM Avionics SuiteFour (4) 14” Multi-Function Displays (MFD) Honeywell GP-500 Flight Guidance Panel

Dual Honeywell DC-884 Display Controllers Triple Honeywell AV-900 Audio PanelsHoneywell Head Up Display / Visual GuidanceSystem

Goodrich EBDI-4000 RMIKollsman Enhanced Vision System (EVS) Triple Honeywell AZ-200 Air Data ModulesThird Honeywell MT-860 Nav/Com Honeywell Primus 880 Weather RadarDual Honeywell RT-300 Radio Altimeters Goodrich GH-311 Standby Att/Alt/AspHoneywell DP-884 Display Brightness Panel Dual Honeywell MRC-855A Mod Radio CabsTriple Honeywell MAU-913 Modular Avionic Unit Honeywell RT-951 TCAS 2000 SystemTriple Honeywell NZ-2000 Flight ManagementSystems

EGPWS with Windshear DetectionTriple Honeywell IR-500 LASEREF V IRSs L3 Communications Cockpit Voice RecorderL3 Quick Access Recorder (uQAR) Honeywell MCS-7000 Satellite CommunicationsDigital Flight Data Recorder Securaplane SystemHoneywell GP-500 Flight Guidance PanelInteriorOriginal Installation: June 21, 2004By: Gulfstream Aerospace, AppletonPartial Refurbishment: March 5, 2008By: Gulfstream Aerospace, SavannahBeautiful fourteen passenger executive interior withberthing for six, featuring a forward four-place clubarrangement with foldout tables. The spacious mid cabinboasts a two-place grouping opposite a divan.

2004 Gulfstream G550

1998 Dassault Falcon 900EX

Two Corporate Owners Since New

Mente Group, LLC15303 North Dallas Parkway

Suite 1320, Addison, TX 75001

Serial Number: 35Registration: N913SNAirframe TT: 6912.4Landings: 3302

Engines MSP Engine ProgramAPU Allied Signal GTCP 36-150F 3967.1 hours since newLast HSI – 2558.8; Next Due: 7058.8Avionics/ Additional Equipment Pimus Elite Cockpit Upgrade ($800K)XM Graphical WeatherFlight Dynamics Cat III HUDDual Collins TCAS 94-TCAS II w Change 7Airshow Genesys

Electronis Charts w Dual Honeywell ServersLightening Sensor DC-820 FMS Upgrade (120k Option)Honeywell MARKV EGPWSHoneywell SSCVR CVR (32 Parameter)Honeywell SSFDR Flight Data Recorder(120 Minute Recording)MagnaStar UHF/Satcom Phone w/faxTriple Collins VHF-422/A Comms w 8.33 SpacingDual Collins: TDR-94D Transponders w Mode SDual Bendix-King KHF-950s Cabin DVD Player with 4 Rosen monitorsTriple Honeywell Lazeref IIISelcal Coltech CDS-714 DecoderOne EICAS Multi-Function DisplayDual Baker B1045 Audio Control PannelsTriple Honeywell FMZ 2000 w dual GNSSU GPS

Dual Collins DME-442Dual AA-300 Honeywell Radio AltimeterFM Immunity Comms@ NavsAircraft ProgramsHAPPS Avionics ProgramCAMP Maintenance Tracking ProgramMSP Engine ProgramRVSM Certified Interior12 Passenger configuration with Aft Lavatory-Soft goodscompleted Nov. 2010. Forward 4 Place club seating w Mid Cabin double cluband dinning group. Private aft cabin with 3 place couchacross from club seating. Fwd Jump Seat. ExteriorNew paint in December 2009. White base overall withblack and yellow stripes. Slant style Eng. Markings.

Lowest priced G550 on the marketMark PayneTel: +1 972-897-3246E-mail: [email protected]

Chad CollinsTel: +1 972-955-6779E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

Mente G550 & Falcon 900EX Feb 20/03/2012 14:34 Page 1

SHOWCASE

Japat AGDaniel Stieger

E-mail: [email protected]

Serial Number: 9067Registration: N67RXAirframe TT: 7160Landings: 2125

As owner, Japat AG offers for sale its2000 Bombardier Global Express,Serial Number 9067.This aircraft features:

• Honeywell Avionics• 8C-Check and Landing Gear Overhaul inApril 2012

• Buyers Choice of new Interior and PaintColors

AirframeEmpty Weight: 49,696 Lbs, Max Gross Weight:96,000 Lbs, Max. Landing: 78,600 Lbs. . NoKnown Damage History.EnginesBR710A2-20 on Corporate Care.Left: S/N-12235, TT: 7160.1 Hrs, TC: 2,125Cycles.Right: S/N-12246, TT: 7160.1 Hrs, TC: 2,125.All Inspections Current.APU: RE-220(GX). On MSPAvionicsDU-870 EFIS, Honeywell FMS, HoneywellIC800 Flight Director & Autopilot,GPS-550 GPS, RNZ-850 NAV, ADF, & DME,RCZ-833K VHF, HF-9000/Selcal HF,RCZ-833 Mode S Enhanced Transponder,Primus-880 Radad, TCAS, FDR, CVR, ELT

InteriorOriginal, 14 seat interior. Baker CabinManagement System. Electric WindowShades. 4 Club Seats in Forward Cabin, 2 ClubSeats plus 4-Seat Dining Group in Mid Cabin,2-Seat Divan plus 2 Club Seats in Aft Cabin.Fwd and Aft Magair Toilets. DVD, CD, & VCR.6-6.5” Seat Monitors. Crew Rest has built-inPMAT plus 10” Monitor. Fax. TIA Oven. Freezer.Chiller. Microwave. Aircraft will be deliveredwith fresh soft goods in April 2012. Color canstill be decided by buyer.ExteriorJuly 2003 Paint. Overall White with Blue andGold Stripes. Aircraft will be delivered with new,April 2012 Paint. Color can still be decided bybuyer.

Aircraft Located in Morristown, New Jersey

Price: Please Inquire

2000 Bombardier Global Express


2000 Global Express April 20/03/2012 14:36 Page 1

SHOWCASE

Serial Number: 9086Registration: M-MNAAAirframe TT: 6370Landings: 2229

As owner, Japat AG offers for sale its2001 Bombardier Global Express,Serial Number 9086.This aircraft features:

• Honeywell Avionics• 8C-Check and Landing Gear Overhaul inOctober 2012

• Buyers Choice of new Interior and PaintColors

AirframeEmpty Weight: 49,545 Lbs, Max Gross Weight:96,000 Lbs, Max. Landing: 78,600 Lbs.EnginesBR710A2-20 on Corporate Care.Left: S/N-12287, TT: 6370.19 Hrs,TC: 2,229 Cycles.Right: S/N-12286, TT: 6370.19 Hrs,TC: 2,229. All Inspections Current.APU: RE-220(GX). On MSPAvionicsDU-870 EFIS, Honeywell FMS, HoneywellIC800 Flight Director & Autopilot,GPS-550 GPS, RNZ-850 NAV, ADF, & DME,RCZ-833K VHF, HF-9000/Selcal HF,RCZ-833 Mode S Enhanced Transponder,Primus-880 Radad, TCAS, FDR, CVR, ELT.InteriorOriginal, 14 seat interior. Baker CabinManagement System. Electric Window

Shades. 4 Club Seats in Forward Cabin, 2 ClubSeats plus 4-Seat Dining Group in Mid Cabin,2-Seat Divan plus 2 Club Seats in Aft Cabin.Fwd and Aft Magair Toilets. DVD, CD, & VCR.6-6.5” Seat Monitors. Crew Rest has built-inPMAT plus 10” Monitor. Fax. TIA Oven. Freezer.Chiller. Microwave. Aircraft will be deliveredwith fresh soft goods in October 2012. Colorcan still be decided by buyer.ExteriorJuly 2002 Paint. Overall White with Blue andGold Stripes. Aircraft will be delivered with new,October 2012 Paint. Color can still be decidedby buyer.

Aircraft Located at Basel-Airport, Switzerland

Price: Please Inquire

2001 Bombardier Global Express


Japat AGDaniel Stieger

E-mail: [email protected]

2001 Global Express March 20/03/2012 14:37 Page 1

SHOWCASE

Serial Number: 101 Registration: VP-CABAirframe TT: 3950Landings: 3480

• One owner since new (private owner)

• No damage history

• Maintenance by JetAviation Basel

• Perfect condition interior and exterior

• CAT II equipped and approved by CAA

• Complies with JAR OPS 1

• Cayman Island registration, formerly on

German registration

• CAMP access can be granted

• A/C delivered with fresh A check

EnginesEngines TFE731 5BR1C Honeywell(with MSP Gold Serviceplan)Consecutive serial numbers, enginessupplied with aircraft upon deliveryMPI/CZI due in 300HRS, costcovered by MSP.

APUGTCP 36-150 FHSI C/W in 2005

AvionicsFDRCVR

Tri- band ELTEGPWSSingle Rad AltMode STCASDual VHF 8,33khzRVSMBRNAVHFSelcalSingle GPSDual FMS/ IRSWeather Radar with Dual ControllerStormscopeCAT II certified.

InteriorHot air oven and coffeemaker. 14 Pax config.with fabric (wool) armrest and seatbaseleather. Cabin LED lighting. CD Player.

Special EquipmentCabin LED lightingIce detectorBattery chargerIridium sat phoneTowbar installationUSB data loaderThird flight deck crew seatN1 DEEC’s

Maintenance3C check C/W 2009

1991 Mystere-Falcon 900 B


ASW Air-Service WerkflugdienstGmbH & Co.KG

Flughafen, Gebäude 34722335 Hamburg, Germany

Tel: + 49-(0)40-59 88 46Fax: + 49-(0)40-59 64 09Cell: + 49-(0)170-8383330E-mail: [email protected]

Asking price 12.9Million US$

ASW Air-Service March 20/03/2012 14:40 Page 1

SHOWCASE


Million Air Salt Lake City 303 North 2370 West

Salt Lake City, Utah 84106

Mike Parker V.P. of Sales Office: 801-933-7509 Cell: 801-910-6920 Email: [email protected] www.millionairslc.com

Serial Number: 5173Registration: N560JFAirframe TT: 3,152Landings: 2,634

EnginesLeft Right

Total Time: 3,152 3,152Cycles: 2,617 2,617APU: 1,318

InteriorShortly after the aircraft was purchased from itsfortune 500 original owner, Cessna AircraftCompany installed new dark gloss wood veneer,added a forward two place divan replacing asingle seat, installed new carpet, increased the icebin capacity, recovered the side walls, refur-bishedthe leather seats, installed a new cabin displaysystem with moving map processor, and appliednew paint stripes. This eight place interior showsvery well and can be enjoyed for years to come.

ExteriorMatterhorn White with Black and Gold accentstripes.

Avionics• 2 Universal UNS 1CSP+ FMS• 3 Tube Honeywell Primus 1000 EFIS• 2 Universal 12 Channel GPS• 2 Honeywell TR-833 Comms• 2 Honeywell NV-850 Navs

• KHF-950 HF Radio• Honeywell DF-850 ADF• 2 Honeywell DM-850 DME• 2 XS-825B Mode S Transponders• Primus 880 Radar• TPU 76A TCAS II Change 7• Primus 1000 Auto Pilot• Honeywell EGPWS• 2 AZ-850 ADC• WSI Weather Data Link• Dual AHARs

Features/Options• Allied Signal RE100 APU• Double Wide Pedestal• Magnastar C-2000 Airphone• Two Place Forward Divan• Externally serviceable Lav• R/H Gear Control• Pulselite Precise Flight• Concord Lead Acid Battery• 76 CU FT O2 System• Cockpit Voice Recorder• BD Cabin Display with External View Camera

Make Offer

2001 Cessna Citation Excel

MillionAir April 20/03/2012 14:44 Page 1

SHOWCASE

Serial Number: 351

Registration: N351CK

Airframe TT: 675

EnginePratt & Whitney PT6A-66D (3,000 Hr. TBO)675 TTSNPropellerHartzell 4-Bladed. 675 TTSNAvionicsGarmin/KingNAV/COMM: Dual Garmin GNS-530s w/WAASAP/FD: King KFC-325 w/altitude preselectXPNDR: Garmin GTX-327 & GTX-330ALTIMETER: Dual AM 250 Encoding (RVSM)DME: King KN-63 w/output to EHSIR/ALT: King KRA-405BAUDIO: Garmin GMA-340EFIS: King EFS-40 TWO-TUBEGPS: Dual Garmin GNS-530s w/WAASRADAR: King RDR-2000 displayed on

GMX-200MFD: Garmin GMX-200 w/ChartviewTAS/TAWS: King KMH-880 displays on GMX-200S/SCOPE: WX-500 displayed on GMX-200Wx: Garmin GDL-69A XM Wx/RadioFeaturesRVSM Data Package – Certified to FL 310Advanced Position and Traffic PackageElectric pitch and rudder trims on co-pilot yokePulse light anti-collision systemShadin ETM 700 Engine Monitor

Full Co-Pilot InstrumentsFreon Air ConditioningJeppesen Chart view - Electronic Approach ChartsGaseous oxygen systemXM Satellite Entertainment Package Known IcingCo-pilot side map light & approach plate holderInteriorPlatinum EditionSix Leather Chairs in Beige LeatherAdjustable backrests & Folding ArmrestsFront and rear 24V DC power outletsUpper cabin panels in ultra-suedeLower cabin panels in in leatherWool carpetingIndividual fresh-air vents & reading lightsPilot and Co-pilot sunvisorsBose X ship-powered headset jacksBaggage compartment behind aft seats 220 lbs.Executive Writing Table and Storage CabinetExteriorOverall White Over Platinum Bottom withBurgundy and Metallic Gold Accent StripesMaintenanceAnnual Inspection Complied with March 2012 byImage AirControlsDual flight controlsElectrical pitch and rudder trims on pilot control wheelElevator, rudder, and aileronelectric trimElectrical pre-select flaps with integratedasymmetry detection system

2006 Daher Socata TBM 850


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com

CAI Socata TBM 850 April 20/03/2012 16:44 Page 1

SHOWCASE


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

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

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleOne Year Cescom EnrollmentZero Engine Option

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

Box 560, Calgary, Alberta, T2E 8M7

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

Cessna Citation Ultras

John Hopkinson Ultras April 20/03/2012 14:49 Page 1

SHOWCASE

2007 Hawker 850XP


JetConnect Pty LtdRoss McLean

P.O. Box 1604 North SydneyNSW, Australia, 2059

Tel: +612 9427 7322Cell: +61 488 270 105E-mail: [email protected]: www.jetconnect.com.au

Serial Number: 258844 Registration: VH-RAM Airframe TT: 1142.4Landings: 759GeneralFirst entered service in August 2007 with itscurrent owner, 1,142.6 hours TT, RVSM, JAROPS 1. Manufacturer Warranty fullytransferable. Nine PAX interior, Collins ProLine21 enhanced Mode S TXP, Honeywell SSFDR plus FMS/GPS S/B upgrade. Cabinaudio/video entertainment system, 2 x15” LCDcabin monitors, Airshow 410. Precise FlightPulselite with TCAS interface & LoPresti HighIntensity Discharge Landing & Taxi Lights.Airframe & Avionics on Support Plus, Engines& APU on Honeywell MSP program.Maintenance on CAMP.Airframe / Engines / APUTotal Airframe Time 1,142.4hrs Since New,759 Landings. Honeywell TFE 731-5BR-1H: Left Engine: S/N P129330 1,142.4hrsSince New, 759 Cycles Right Engine: S/N P129335 1,142.4hrsSince New, 759 Cycles APU: Honeywell GTCP 36-150(W) -S/N P-966, 806Hrs TT Airframe: Support Plus, Engines & APUHoneywell MSP. Maintenance on CAMPAvionicsCollins Pro Line 21 Integrated Avionics System Four Collins EFIS Flight Displays 8”x10” ; IFISDual Collins AHC-3000 AHRS Dual Collins CDU-6200 Control Display Units

Dual Collins FGC-3002 Flight Guidance ComputersDual Collins FMS-6000 Flight ManagementSystems Dual Collins GPS-4000A 12 Channel GPS)Dual Collins DME-4000 Distance MeasuringEquipment Dual Collins VHF-4000 VHF with8.33 KHz Spacing Dual Collins HF-9000 HF w/CSD-714SELCAL Dual Collins NAV-4500 Receivers w/FMImmunity Dual Collins TDR-94 Transponders EnhancedSurveillance Dual Collins ADC-3000 Air Data Computers Dual Collins Audio Systems- digital ControlAudio PanelsInteriorNine PAX interior, five fully articulating chairswith drop down inboard arms, forward club 4,aft three place divan with foldout table-centerseat cushion, opposite forward facing chair,belted potty, stowable jumpseat, Fwd L/HGalley with Microwave and coffee maker.Chairs and divan are light tan leather.Headliner in Natural Tapis Ultraleather. Allwood surfaces are high gloss timber veneer.Corian countertops. 24K Gold platingthroughout. LED lighting. New August 2007.ExteriorFuselage Matterhorn White, Aristo Blue, MayaGold Metallic & Red accent striping.Special FeaturesFMS/GPS service bulletin upgrade HoneywellRunway Awareness and Advisory System

(RAAS). RVSM Capable. EGPWS. HoneywellSolid State FDR (SSFDR). 406 MHz ELT. Precise Flight Pulselite system with TCASinterface. LoPresti High Intensity DischargeLanding and Taxi Lights. Airshow 410 system.110 VAC outlets. 110 VAC power outlet incockpit on copilot's side. AirCell ST3100Iridium Phone w/cordless handsets. Cabinaudio/video entertainment system. Large Fwdand Aft 15” LCD Monitors. Display computeron Cabin Monitor. Airshow briefer systemLife Raft — 6 person (9 overload) stored in aftcloset.

JetConnect March 20/03/2012 17:01 Page 1

s Spring approached, wethankfully saw the end of allthose ‘President's Day’ autoads. One thing many of the adshave (aside from the obnox-

ious announcers) is the listing of EPAmileage. It depends on the price of gas as tohow big and how often gas mileage is men-tioned. When they say EPA 25 Miles PerGallon Highway, you can bet that “youractual mileage may vary.”

That figure, although done on a test track,is done with optimum driving conditions atthe legal highway speed. So while helpful incomparing automobiles, the mileage rating isjust that - helpful. Don't bet an empty tankon making that mileage.

Aircraft performance, especially range, islike gas mileage in a car. Many of the per-formance data points shown are maximums.Given that the assumptions are the same,they are very useful in comparing aircraft,but be very wary of translating the maxi-mum to the ‘real world’ - especially whenfactoring range. Too many buyers get an air-craft that they believe can do the trip non-stop, only to discover that "non-stop" hasrestrictions. They get quite upset when inreality they end up having to make a fuelstop en route.

ABOUT WIND…The first thing that impacts the real worldrange is winds. In the Northern Hemisphere,prevailing headwinds run on a West-to-Eastpattern. So trips from Europe to the US haveheadwinds while trips from California toNew York have tailwinds. Those winds varyseasonally and by altitude.

Boeing publishes wind probability datafor many of the common air routes in the USand worldwide. A common wind data pointis the 85% Probable Wind. That means thatthe wind on that route will be no worse thanthat value 85% of the time. Here in the US,flying from the East Coast to the West Coastcan have an 85% probable headwind ofaround 70 knots at 39,000 feet - so flying east

to west, you should have 70 knots or lessheadwind 85% of the time (for example).

Applied to that non-stop airplane, youneed to factor in those probable winds. If theroute is 2,100 Nautical Miles (nm), that isacross the ground. Headwinds effectivelyincrease that required distance. If the aircraftcruises at 430 knots in a 70 knot headwind,its ground speed will only be 360 knots. Byfly into this headwind for five hours, yourtrip has effectively increased by 350 miles -almost an hour’s flight time.

Looking at this another way, to fly that2,100nm trip in a 70 knot headwind requiresan aircraft with about 2,450nm range (withno wind).

Other things that reduce the fuel efficien-cy and thus maximum range of the aircraftinclude:• Payload: heavier aircraft burn more fuel

at a given speed, and may require a lower initial cruise altitude until they burn off enough fuel to reach a higher, more fuel-efficient altitude.

• Temperature: on very warm days the aircraft may take longer to climb to altitude, or even require a lower initial altitude.

• Circuitous Air Routes: while airways routes typically add no more than about 3% to the straight-line distance, some routes may add more due to airspace restrictions or transoceanic routings.

• Long, Over-Water Trips: these may require alternate airports that are a significant distance away from your destination - and will reduce the avail-able fuel load for the trip.

• Poor Weather: over a large area, poor weather may mean a circuitous route and may also require an alternate airporta significant distance away.

Factor in headwinds, heavy passengerloads, and a warm day and the planned2,100nm trip may not be non-stop anymore.So if you are looking for 2,100nm non-stoptrip with high-probability, you may be look-

ing for an aircraftthat has 2,600nmrange with youranticipated pay-load.

When evaluat-ing aircraft, themaximum ranges,maximum speeds,payload capabili-ty, etc. can all beimportant consid-erations. But when you are looking at specif-ic trips, you need to factor in some real-world considerations appropriate for yourtrip conditions.❯ David Wyndham is an owner of Conklin & deDecker. The mission of Conklin & de Decker is tofurnish the general aviation industry with objectiveand impartial information in the form of profession-ally developed and supported products and services,enabling its clients to make more informed decisionswhen dealing with the purchase and operation ofaircraft. With over 1,800 clients in 90 countriesaround the world, Conklin & de Decker combinesaviation experience with proven business practices.❯ More information from www.conklindd.com; Tel: +1 508 255 5975.

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

Into The Wind !

A


AIREPORT

Factor in headwinds,heavy passenger loads,and a warm day and the planned 2,100nm

trip may not be non-stop anymore.

Real-world impact on aircraft performance. by David Wyndham

AIReportAPRIL12_AIReport Sept08 21/03/2012 12:50 Page 1

Sywell WAS 2012 22/11/2011 15:50 Page 1


Marketplace

Boeing 737-500 VIP European Skybus Ltd Tel: +44 (0) 1531 633 000

✈ Email: [email protected]

Year: 1991

S/N: 25419

TTAF: 37643

Reg: N419CT

Location: United Kingdom

This 737-500 has undergone extensive maintenance andengineering work including a heavy C check, installation ofwinglets and conversion to VIP configuration in December2010. The aircraft has been completely refurbished to thehighest standards. The new owner will benefit from themillions of dollars and thousands of man hours that have goneinto completing this VIP conversion. The exterior has beenpainstakingly stripped and repainted and the interior has beenfinished to a very high VIP standard. Price: Make offer

Boeing 737-300 VIP European Skybus Ltd Tel: +44 (0) 1531 633 000


Year: 1990

S/N: 24570

TTAF: 53457

Reg: N470AC


This Boeing 737-300 has recently undergone extensivemaintenance and engineering work and has been convertedto a VIP configuration in February 2011. The aircraft has beencompletely refurbished to the highest standards. The newowner will benefit from the millions of dollars and thousandsof man hours that have gone into completing this VIPconversion. Winglets have been fitted to improve the aircraftperformance and range. Price: Please call

Citation XLS Beechcraft Vertrieb & Service GmbH Tel: +49 821 7003 100


Year: 2007

S/N:

TTAF: 2,350

Reg: EU-Reg

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 Commercial Certificate.CAMO+, Top condition!

Cessna Citation Bravo Jet Aviation Business Jets AG Tel: +41 58 158 8600


Year: 2000

S/N: 550-0906

TTAF: 5410

Reg: HB-VNZ

Location: Switzerland

JAR/EU-OPS1 compliant, MAINTENANCE: Phase 5 &Refurbishment 11/2010, Engine Overhaul & Paint 2008. Fullyenrolled on ProParts & Power Advantage Program. Maintenancetracking on CescomCamp. CABIN: Standard Cabin configurationfor up to 8 Passengers. Center Club Seating with fold out tables.Fwd Refreshment Center. Flushing Toilet. AVIONICS: Primus 1000Integrated Avionics System. RVSM, EHS/ELS compliant. UNS1-LFMS, approved for RNP-10, RNP-5/BRNAV, RNAV, V/LNAV, PRNAV.Certified for Steep Approach. Price: Reduced to 1,950,000 USD

Socata TBM 700B JT Air Ltd Tel: +44 (0) 7957 106 952


Year: 2002

S/N: 230

TTAF: 1426

Reg: N324JS


An extremely well presented and cared for Example of a SocataTBM 700 B with recent Hot Section Inspection, Socata ServiceCentre Maintained, Annual Inspection Completed Dec 2011.Complete and Original Logs. No Exceedences. Always Hangared.VAT paid in Europe. Garmin 530, KMD 850 MFD, EFIS-40 EHSI &EADI, Annual 31 Dec 2012, Gear Inspection & Long Life Enrolled,Garmin 330 Mode S, Prop 260SN, Interior Flawless, 2 Drink/Storage Cabinets, 6 Place Bose, Crew/Pac Music. Full Detailwww.jtair.net/n324js. Price: Please Call

Marketplace APRIL12 21/03/2012 11:20 Page 1

Marketplace


Hawker 800A Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 1995

S/N: 258273

TTAF: 6615.3

Reg: N337WR

Location: USA

Exceptional Hawker 800A "Built for the speed of business".Full true worldwide capability with NAT/MNPS, RNP-10Approval, 8.33MHz, dual KHF-950 w/SELCAL onboardMagnastar fax option, and galley. All this with a 2,600nautical mile range, offered at US $3,975,000.

jetphotos.net

Bell 206L4 Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 2002

S/N: TBD

TTAF: 1700

Reg:

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do not dojustice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both aBell/Edwards completion and maintenance withimmaculate records, of course no damage of incidents.1695 TTSN, Two corporate owners. US $1,975,000.

Bell 412 EMS Leonard Hudson Drilling Tel: +1 806-662-5823


Year: 1981

S/N: 33017

TTAF: 15265

Reg: N554AL

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual / Export C of A. Price US $3,875,000

Bell 212 Leonard Hudson Drilling Tel: +1 806-662-5823


Year:

S/N:

TTAF:

Reg:

Location: USA

Seven, Late Model, Bell 212s In 'Off Shore Configuration'Now Available.Ask for pricing for one or all seven.



Marketplace

Eurocopter AS 332C1 Europavia (Suisse) SA Tel: +41 (0) 31 310 41 13

www.europavia.ch ✈ Email: [email protected]

Year: 1982

S/N: 2033

TTAF: 13,595

Reg: HB-XVY


AS332 C1 Unique Super Puma immediately available,Eurocopter G-Inspection 2011, Turbomeca TransferableSupport Contract, Including large number of Spare Partsand Equipment. No Damage history, perfect condition,huge advantage on transferable Turbomeca supportcontract, upon reguest Pilot and technician training.Operational immediately. Price: Make offer

Eurocopter EC 135P2i Executive Europavia (Suisse) SA Tel: +41 (0) 31 310 41 13

www.europavia.ch ✈ Email: [email protected]

Year: 2011

S/N: 0938

TTAF: Ferry fly

Reg: HB-ZTJ


BRAND NEW EC135P2i Executive Immediately available,perfect configuration.

Exceptional Price.

Eurocopter AS 350BA RUN ROTOR Tel: +262 692 87 08 56


Year: 1999

S/N: 9009

TTAF: 2375

Reg: F-OYOU

Location: Europe

Aircraft in very good condition, 120 hours since 12 yrscomplete inspection (done in sept. 2011). Alwayshangared, only used for private flights, no aerial work,Many optional equipments, as radar altimeter, monitair,double batteries, night VFR, etc..

Price: EURO 670,000

Eurocopter EC135P2+ Air Lineage Tel: +44 (0) 777 143 3999


Year: 2007

S/N: 0561

TTAF: 290

Reg: SPKOT

Location: Europe

Immaculate and VIP configured, Lowest time on market,As new Eurocopter EC135P2+ ONE OWNER, below 290TT hrs, single pilot IFR, TCAS, Auto Pilot, 7 seat VIPinterior, Enhanced sound proofing kit, Aircon, Glasscockpit and many other features. Black exterior with goldstripes. Very clean. All inspections performed in July 2011!

Price EURO 3,950,000 + VAT if applicable

McDonnell Douglas 500D Ashley Bell Tel: +27 836 469 666


Year: 1979

S/N: 890559D

TTAF: 4600

Reg: ZS-HXN

Location: South Africa

RR250 C20B engine. All maintenance logs. Greatcomponent times remaining. Corrosion free. No accidenthistory. This is a fantastic low time 500D - not manyequivalent examples out there! Call or email for details.

Price: USD 545,000 excl VAT



Marketplace

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

Sikorsky S76C+ K-R Aircraft Tel: +1 909-783-1718


Year: 1997

S/N: 760470

TTAF: 4805

Reg: N241KK

Location: USA

Available for immediate sale with the best market price,#1 EG: 1088, #2 EG: 1250 TSO, FLIR 2000 HP UltraMedia Camera, 4 Tube Honeywell EDZ 705 EFIS, CabinAudio, 12 PAX Seats, Trimble GPS, 406AF ELT, KFS-576ATransponder, RDR-1400C WX Rader, NDH Excellentrecords with Fresh Annual /Export C of A.

Agusta A109E Power East Midlands Helicopters Tel: +44 (0) 1509 856 464


Year: 2008

S/N: 11721

TTAF: 940.9

Reg: G-EMHC


Always hangared, maintained to the highest standard forCAT flights. Immediately available with lease back/aircraftmanagement available.

Price: Make offer

Challenger 300 Capital Jet Group Tel: +1 703 917 9000


Year: 2006

S/N: 20091

TTAF: 832

Reg: N391W

Location: USA

This low time standout has had one U.S. corporate owner since new delivery Sept. 2006. Tastefully completed tan leather 8 passenger double club interior. Many extras, including overwater flight kit, increased baggage capacity, avionics & cabinupgrades, 16G belted lav seat. Engines/APU on MSP, airframe on Smart Parts+, significant warranty remaining.Always hangared, NDH, never chartered. No better maintained300 for the money. Call or email for additional information.

Your aircraft for sale advert will appear:

• on AvBuyer.com IMMEDIATELY

• in World Aircraft Sales Magazine (print & digital)

• in the next AvBuyer Weekly Aircraft E-mail listing

Start selling your aircraft today with ‘Sell My Aircraft’ at AvBuyer.com

Bell 206B Apple International Tel: +44 (0) 1508 533 180


Year: 1973

S/N: 1153

TTAF: 10117.5

Reg: C-GBSP


This JetRanger has been carefully maintained, recentlyrefurbished interior to include leather seats. Comes completewith Logs & Records. Export C of A is available at additionalcost. Ext: 8/10, Int: 8/10, Cream, Black & Tan high qualityleather seats with Tan thick pile wool carpets. Black & Silverwith Gold Metallic paint. Recently imported from Canada.Requires certification. In excellent condition and sold “as is-where is”Price: USD 250,000



Advertiser’s Index

21st Century Jet Corporation ...............................146

Action Aviation ............................................................43

Aero-Dienst ...............................................................127

AeroExpo Sywell......................................................140

AeroSmith/Penny .......................................................41

AIC Title Services....................................................101

Air 1st Aviation ..............................................................4

Albinati Aeronautics SA ................................128-129

ASW Air Services....................................................134

Aviation Expo Bitburg .............................................123

Avjet Corporation.................................................34-35

Avpro ......................................................................14-16

Bell Aviation...........................................................26-27

Bombardier..................................................................31

Boutsen Aviation ........................................................85

Bristol Associates ......................................................59

Central Business Jets .............................................147

Charleston Aviation Partners ...................................67

Charlie Bravo Aviation...............................................69

Chuck Collins & Associates ....................................40

Conklin & de Decker ....................................................4

Corporate Aircraft Photography...........................125

Corporate AirSearch Int’l .................................71,136

Corporate Concepts .................................................51

Dassault Falcon Jet Europe....................................2-3

Dominion Aircraft........................................................55

Duncan Aviation....................................................25,83

Eagle Aviation..............................................................77

Eagle Creek Aviation .................................................87

EBACE.........................................................................38

ExecuJet Aviation........................................................37

General Aviation Services ........................................57

Goodwood Aviation Exhibition .............................126

Guardian Jet..........................................................19-21

Gulfstream Pre-Owned ...............................................5

Heliasset.com .............................................................99

Intellijet International .................................................6-7

J. Mesinger Corporate Jet Sales ......................10-13

Japat AG...........................................................132-133

Jet Connect...............................................................138

JetBlack Aviation ........................................................61

JetBrokers..............................................................28-29

Jetcraft Corporation .....................................32-33,BC

Jeteffect ........................................................................39

JETFINA SA..............................................................111

JETNET......................................................................108

John Hopkinson & Associates ..............................137

Lease Connexion........................................................89

Lektro..........................................................................125

Mente Group ...................................................130-131

Million Air-Salt Lake City ........................................135

NBAA Business Aviation Forums ........................112

New Jet International .................................................97

O’Gara Aviation Company.................................22-23

Par Avion......................................................................46

PremiAir Global Aircraft Sales ................................53

Rolls-Royce .................................................................75

Southern Cross Aviation...........................................93

The Jet Collection ................................................FC,17

VREF Aircraft Values ..............................................110

Wentworth & Affiliates...............................................65

Wiley Rein .................................................................110

Wright Brothers Aircraft Title...................................47

Next Issue copy deadline: Wednesday 18th April

To receive your copy of World Aircraft Sales Magazine every month. Please complete this form and fax or send it to us. (Please PRINT clearly)

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Fax: +44 (0) 20 8255 4300 Tel: +44 (0) 20 8255 4000

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April 2012


When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal AviationAdminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthyhandling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. Inaddition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than theGulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a morebeneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

21st Century February 24/01/2012 15:50 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

Vienna Office

Austria

TEL: +43 660 549 1099

FAX: +44 20 7900 2890

WEB: www.cbjets.com

EMAIL: [email protected]

2004 FALCON 2000EX EASy S/N 401700 TT, C Check and Dry Bay Mod completed 2010 by

Duncan, Pratt ESP Gold Engines, Interior 10 Place gutted in2007, Large Monitors, External Camera System

2004 FALCON 2000 S/N 217US & EASA Certif ied, 10 PAX Interior, MSP Gold, Less

than 400 Hours since C Inspection

FALCON 900EX EASy S/N 121Former Falcon Demo, Only 2400 Hours TT, Most Systemsare Triple, Satcom/HUD, Over $3M worth of Options, US

& EASA Certif ied, Owners New 7X Has Arrived

FALCON 900B S/N 110Meets All EASA / Transport Canada / FAA Approvals; 3C

Inspection completed 2010, Owners 900EX Easy hasArrived, MSP Gold, Forward Galley or Normal Galley with

Forward Lav.

CITATION EXCEL S/N 5192Single Owner, Pratt Power Advantage Engine & APU

Program, Spectacular Cockpit including Dual NZ-2000’sand Honeywell RAAS, Aircell Access, XM Sat Weather…

9 PAX Interior

2007 CITATION CJ2+ S/N 349Owners New CJ4 Has Arrived, 704.2 TT, William Rolls

Royce Tap Elite Engine Program, Cescom, CitationServiced Exclusively Since New

1125 ASTRA SP S/N 493322.1 TT; Fresh C Check, new paint & refurbished interiorby Astra Service Center 08/11, MSP, CAMS, Dual Universal

UNS-1E FMS w/ GPS, Increased Weight Mod

2008 HAWKER 900XP S/N 033853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified,

Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

SIKORSKY 76B S/N 347Phenomenal Corporate Jet Cockpit, Mid Time Motors, PBH

on all Gear Boxes, Estate Sale, Priced to Move

SIKORSKY 76B S/N 344Fortune 100 Owned, 8 Place Executive, Fully Loaded

EFIS Cockpit, Freon Air -conditioning

CBJ February_CBJ November06 24/01/2012 15:51 Page 1

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A i r b u s b o e i n G b o m b A r d i e r C e s s n A d A s s A u l T e m b r A e r G u l f s T r e A m H A w k e r l e A r j e T

FEATURED BOMBARDIER CHALLENGERS

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

Prepare for takeoff in a proven business aviation standard – the Bombardier Challenger. Jetcraft currently has an impressive inventory of Challenger aircraft available for your consideration. Dependable, reliable, comfortable and quiet are prized qualities of the Challenger series, offering true intercontinental capabilities, economical operation, and unmatched peace of mind. Attractive terms, exceptional values and pricing, plus trade options. Are you ready to make your next move? Let Jetcraft’s experience, industry knowledge, and exceptional customer service show you the way.

Are you ready to

to a Challenger? STEP UP

2007 ChAllEngER 300 - SN 20152Pristine Condition - Must See

2007 ChAllEngER 605 - SN 5707Turnkey and Available for Immediate Sale

1997 CHALLENGER 604 - SN 5351 Exceptionally Well Equipped - Best Value 604 on the Market

1999 CHALLENGER 604 - SN 5404 Priced for a Quick Sale - Bring All Offers

2002 CHALLENGER 604 - SN 5546 Impeccably Maintained - Exceptionally Equipped

2003 CHALLENGER 604 - SN 5556 Bring All Offers - Exceptional Value

2005 ChAllEngER 604 - SN 5628Attractively Priced - Immediately Available

2005 CHALLENGER 300 - SN 20041 Low Time - One Owner Since New

2007 CHALLENGER 300 - SN 20143 Full Program Coverage - Remaining Warranty - 3rd Generation Interior

2011 CHALLENGER 300 - SN 20328 New Delivery Challenger 300 LE - Ready for Immediate Sale

2007 CHALLENGER 605 - SN 5705 Priced for Immediate Sale

2012 CHALLENGER 605 - SN 60519 4th Quarter 2012 Delivery

2012 CHALLENGER 605 - SN TBDº 1st Quarter 2013 Delivery

WAS Back Cover 04.2012_FINAL.indd 1 20/03/12 10:36 PM

world aircraft sales magazine apr-12

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