world aircraft sales magazine april 2014

· Global 6000 - 2014 and 2015 availability· Global XRS - Seven to choose from

Jetcraft is pleased to present the following exceptional Global opportunities:

A wide variety of Globals. For a wide variety of destinations.

· Global 5000 - Six to choose from (including Visions!)· Global Express - Four to choose from

The global marketplace for business aviation April 2014

www.AvBuyer.comWORLD™

an AvBuyer.com Publication

See pages 32 - 33 for further details

Business Aviation & The Boardroom: pages 16 - 63

FC Jetcraft April 2014_FC December 06 19/03/2014 11:28

Project1_Layout 1 26/03/2014 13:04 Page 1

4 WORLD AIRCRAFT SALES MAGAZINE – April 2014

04.14Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA318 . . . . . . . . . . 50,A318 Elite. . . . . . 156,A319 CJ . . . . . . . 32, 101,ACJ 318 . . . . . . . 87, 130, 131,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 34, 46, 47, 51,BBJ II . . . . . . . . . 34,BBJ III . . . . . . . . . 47,CRJ 200 LR. . . . . 156,Super727 200 VIP ..47,MD-DC-8 VIP. . . 47,MD-87 . . . . . . . . . 149,

BOMBARDIERGlobal 5000 . . . . 7, 10, 20, 23, 32, 33, . . . . . . . . . . . . . . . 53, 61, 105, 156,Global 6000 . . . . 156,Global Express . 10, 23, 33, 46, 50, . . . . . . . . . . . . . . . 51, 87, 101, 140, 156Global Express XRS..33, 35, 79, 109, . . . . . . . . . . . . . . . 156,Challenger300 . . . . . . . . . . . 11, 32, 61, 115, 141, . . . . . . . . . . . . . . . 149, 156,601-1A . . . . . . . . 55,601-3A . . . . . . . . 50, 128,601-3R . . . . . . . . 49,604 . . . . . . . . . . . 12, 32, 47, 49, 69, . . . . . . . . . . . . . . . 156,605 . . . . . . . . . . . 7, 32, 56, 79, 101, . . . . . . . . . . . . . . . 156,850 . . . . . . . . . . 32,850ER . . . . . . . . 156,Learjet 31ER . . . . . . . . . . 45, 53,35A . . . . . . . . . . . 45, 97,36A . . . . . . . . . . . 150,40 . . . . . . . . . . . . 56, 101,40XR . . . . . . . . . . 133,45 . . . . . . . . . . . . 49, 45BR . . . . . . . . . . 97,45XR . . . . . . . . . . 47, 49, 135,55 . . . . . . . . . . . . 55,60 . . . . . . . . . . . . 28, 49, 50, 51, 53, 7360SE . . . . . . . . . . 53,60XR . . . . . . . . . . 33, 49, 56, 156,

CESSNACitationISP . . . . . . . . . . . 44,II. . . . . . . . . . . . . . 20, 31, 44, 52, 138,IISP . . . . . . . . . . . 52,III . . . . . . . . . . . . . 44, 52, 55, 128, 139,X . . . . . . . . . . . . . 12, 49, 69, 149,XL . . . . . . . . . . . . 105,XLS . . . . . . . . . . . 105, 151,XLS+ . . . . . . . . . . 61, 144,CJ1. . . . . . . . . . . . 12, 61,CJ1+ . . . . . . . . . . 32,CJ2 . . . . . . . . . . . . . 12, 31, 47, 52, 99, 101

CJ2+ . . . . . . . . . . 12,CJ3. . . . . . . . . . . . 12, 24, 28, 44, 47, 55,. . . . . . . . . . . . . . . 99, 101,M2. . . . . . . . . . . . . . 12,Bravo . . . . . . . . . 13, 28, 37, 52, 134,Encore . . . . . . . . 13,Mustang . . . . . . . 12, 52, 101, 151,Sovereign. . . . . . 12, 20, 28, 47, 55, 56,. . . . . . . . . . . . . . . 73, 105,T18ST . . . . . . . . . . .31,T206H StationAir .31,Ultra . . . . . . . . . . 13, 132,ConquestI . . . . . . . . . . . . . . 31,Grand CaravanExecutive Caravan..47,

CIRRUSSR22 G3 GTS Turbo...31,

EMBRAEREMB-135LR . . . . 46,ERJ-145 . . . . . . . 47,Legacy 500 . . . . 20, 156,Legacy 600 . . . . 47, 69,Legacy 650 . . . . 87,Lineage. . . . . . . . 47, 51,Phenom 100 . . . 13, 97, 107,Phenom 300 . . . 56,

FAIRCHILD DORNIER328 . . . . . . . . . . . 31,

FALCON JET7X . . . . . . . . . . . . 3, 79, 101, 154,10 . . . . . . . . . . . . 52,20F . . . . . . . . . . . 97, 155,50 . . . . . . . . . . . . 11, 25, 44, 52, 56, . . . . . . . . . . . . . . . . . 73, 101, 143, 154, 15550-4 . . . . . . . . . . . 154,50EX . . . . . . . . . . 11, 44, 154, 155,900B . . . . . . . . . . 3, 20, 47, 49, 61, 101,. . . . . . . . . . . . . . . 154, 155,900C . . . . . . . . . . 11, 38, 44, 115, 154, . . . . . . . . . . . . . . . 155,900DX . . . . . . . . . 32,900EX . . . . . . . . . 23, 32, 35, 154,900EX EASy . . . 3, 154, 155, 156,900LX . . . . . . . . . 3, 11,2000 . . . . . . . . . . 3, 11, 35, 39, 47, 52, . . . . . . . . . . . . . . . 73, 79, 101,2000EX . . . . . . . . 115,2000EXEASy . . 55, 73, 156,2000LX . . . . . . . . 87,2000S . . . . . . . . 11,

GULFSTREAMIV . . . . . . . . . . . . . 10, 24, 49, 50, 51, . . . . . . . . . . . . . . . 69, 97,IVSP . . . . . . . . . . 10, 24, 28, 33, 40, 47,. . . . . . . . . . . . . . . 49, 69, 136, 156,V. . . . . . . . . . . . . . 10, 40, 41, 57, 69,100 . . . . . . . . . . . 55, 105,

150 . . . . . . . . . . . 40, 105, 109,200 . . . . . . . . . . . 7, 24, 40, 52, 55, 69, . . . . . . . . . . . . . . . 97, 147, 155, 156,450 . . . . . . . . . . . 7, 10, 20, 41, 46, 79, . . . . . . . . . . . . . . . 105, 156,550 . . . . . . . . . . . 7, 23, 41, 47, 61, 79, . . . . . . . . . . . . . . . 105, 142, 145, 156,

HAWKER BEECHCRAFTBeechcraft RK-194 . . . . . . . . 37,400 . . . . . . . . . . . 52,400A . . . . . . . . . . 13, 37, 52,Premier 1A . . . . . 97,King Air350 . . . . . . . . . . . 20, 24, 53, 101, 105, . . . . . . . . . . . . . . . 109,B200 . . . . . . . . . . 28, 45, 49, 105, 109,C90 . . . . . . . . . . . 101, 105,C90B . . . . . . . . . . 13, 37, 45, 61,F90-1. . . . . . . . . . 87,Hawker400XP . . . . . . . . . 49, 52, 56, 105,4000 . . . . . . . . . . 13, 49,750 . . . . . . . . . . . 105,800A . . . . . . . . . . 13, 44, 53, 109, 149,800XP . . . . . . . . . 7, 20, 28, 49, 56, 69, . . . . . . . . . . . . . . . 105, 137, 149,850XP . . . . . . . . . 105,900XP . . . . . . . . . 13, 105, 151,1000B . . . . . . . . . 156,

IAIAstra 1125 . . . . . 5,Westwind II . . . . 51,

NEXTANT400XT . . . . . . . . . 56,

PIAGGIOAvanti . . . . . . . . . 43,Avanti II . . . . . . . 97,Avanti P180 . . . . 49,

PILATUSPC12-45 . . . . . . . 53, 107,PC12-47E . . . . . . 5,

PIPERCheyenne IIXL . 52, 107,Meridian . . . . . . . 45,

PZLM28 Skytruck . . 107,

SABRELINER65 . . . . . . . . . . . . 52,

SOCATATBM 700A . . . . . 107,TBM 700B . . . . . 53,TBM 850. . . . . . . 107, 146,

TBM 900. . . . . . . 37,

HELICOPTERS

AGUSTAWESTLANDA109 E Power . . 14, 61,A109S Grand. . . 14, 25,Koala. . . . . . . . . . 105,A119 KE . . . . . . . 101,

BELL206 L4 . . . . . . . . . 150,212 . . . . . . . . . . . 150,222 UT . . . . . . . . 14,230 . . . . . . . . . . . 14, 101,407 . . . . . . . . . . . 14, 49,412 EMS . . . . . . 150,429 . . . . . . . . . . . 14, 50,

EUROCOPTERAS 350 B3 . . . . . 101,AS 355 N . . . . . . 101,AS 355 F2 . . . . . 47,AS 365 N3 . . . . . 14,BK 117C1 . . . . . . 101,EC 120 . . . . . . . . 97,EC 130 B4 . . . . . 61,EC 135 P1 . . . . . 14,EC 135 P2+ . . . . 105,EC 135 T2 . . . . . 25,

MCDONNELL DOUGLASMD 600N . . . . . . 105,

ROBINSONR44 Raven II . . . 151,

SIKORSKYS76C+. . . . . . . . . 25, 147,S-76C++ . . . . . . 35,S-92 . . . . . . . . . .

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAvionics . . . . . . . . . . . . . . . . 91,Aircraft Engine /Support . 123Aircraft Perf & Specs . . . . . 103, 123, . . . . . . . . . . . . . . . . . . . . . . . . 126Aircraft Title/Registry . . . . 117, 119,Ground Handling . . . . . . . . 123Photography . . . . . . . . . . . . 123

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

AC Index April 20/03/2014 16:03 Page 1

Exceptional Pre-Owned Aircraft For Sale

CONTACT:

1989 Astra 1125Serial Number: 035

E e-Owned Airceptional P craft Fe-Owned Air aleor Sceptional PxE e-Owned Airrceptional P or Scraft Fe-Owned Air aleor S

Tempus February_Layout 1 20/01/2014 15:03 Page 1

8 WORLD AIRCRAFT SALES MAGAZINE – April 2014 www.AvBuyer.com

World Aircraft Sales

EDITORIALDeputy Editor (London Office)

Matthew Harris1- 800 620 8801

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Editor - Boardroom GuideJ.W. (Jack) Olcott1- 973 734 9994

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Editorial Contributor (USA Office)Dave Higdon

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Consulting Editor Sean O’Farrell

+44 (0)20 8255 [email protected]

ADVERTISINGBrittany Davies

VP Sales Cell: 303-917-0186

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Linda Blackburn1- 614 418 7064

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STUDIO/PRODUCTIONHelen Cavalli/ Mark Williams

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The global marketplace for business aviationNews - Aircraft listings - Editorial

Winning Strategies in Jet MarketingSee Pages 6 - 7

The global marketplace for business aviation

January 2014

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February 2014

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See pages 28 - 29 for further details

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Panel Apr14 19/03/2014 11:23 Page 1

Contents

WORLD AIRCRAFT SALES MAGAZINE – April 2014 9Advertising Enquiries see Page 8 www.AvBuyer.com

Regular Features15 Wichita Insider74 Aircraft Performance & Specifications78 Viewpoint96 Aviation Leadership Roundtable98 Pre-Owned Aircraft Sales Trends120 JETNET >>KNOW MORE125 Market Indicators

Next Month’s IssueBusiness Aviation and the BoardroomThe Pilot Shortage IssueAircraft Comparative Analysis (Falcon 900EX/EASy)

Featured Articles - Business Aviation and the Boardroom16 Share Your Experiences: It’s essential to actively communicate to

associates, opinion leaders and friends just how important Business Aviation is to our nation.

18 A Valuable Resource: Often misunderstood by those not directly involved,business aircraft are productivity tools of well managed and respected companies.

22 How Many Pilots: Many Flight Departments employ too few pilots. How canthe Board know how many is the right number for their Business Aviation operation?

30 Metrics & Measurements of BizAv: Basic parameters required to man-age an enterprise also apply to your company’s flight department. Discover how…

42 Separating Fact from Fiction: A realistic view of today’s market for pre-owned business aircraft that seeks to separate fact from fiction regarding recovery.

54 Business Aircraft Ownership & Operations: A two-part study of thecommon mistakes Boards make in connection with the acquisition and operation ofbusiness aircraft.

60 Turboprop Value: A look at the benefits of Turboprops, and a listing of valuesfor the models built over the last 20 years.

Main Features64 Flight Dept. Management Skills – Self-Management: Self-knowledge and self-

management are about looking on the inside and showing your best on the outside.Think success.

66 Flight Dept. Management Skills – NBAA Leadership Conference: A summary of the highlights from the recent NBAA Leadership Conference.

68 Aircraft Comparative Analysis – Bombardier Challenger 300: How does the performance of the Challenger 300 stand up against the Gulfstream G200?

80 Plane Sense on Cabin Avionics – Cabin Avionics for Aircraft Buyers: Ways theprospective buyer of an aircraft can check the cabin avionics match their needs.

86 Plane Sense on Cabin Avionics – Aviation Routers: Brian Wilson outlines howthe router – the hub of your aircraft cabin system - is smarter than you may think.

90 Plane Sense on Cabin Avionics – CFO-Friendly Installations: Owners of smaller aircraft had difficulty justifying the cost of broadband systems. Until recently…

95 Plane Sense on Cabin Avionics – Cabin Power & Today’s Electronics: Things to consider when ensuring appropriate power for all your cabin gadgets.

100 Dealer-Broker Market Update: Dave Higdon asks, ‘Is this a slow-motion rebound?’ Dealers and brokers report their phones are ringing with serious shoppers…

104 GAMA 2013 Year-End Shipment Analysis/Report: Mike Potts reflects that theGAMA aircraft shipment numbers show a ‘pretty good year, but not yet a great one’.Read why…

114 Global Markets – Asia-Pacific: Mike Vines gives a round-up of Business Aviationnews from the Singapore Airshow and the wider Asia-Pacific region.

Volume 18, Issue 4 – April 2014

90

16

64

Panel Apr14 19/03/2014 11:55 Page 2

GLOBAL EXPRESSSERIAL NUMBER 9100

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GLOBAL 5000SERIAL NUMBER 9255

GULFSTREAM G450SERIAL NUMBER 4007

GULFSTREAM VSERIAL NUMBERS 525 & 584

GULFSTREAM IV-SPSERIAL NUMBER 1363

GULFSTREAM IVSERIAL NUMBER 1141



GULFSTREAM G450SERIAL NUMBER 4024

GLOBAL 5000 VISION2015 DELIVERY POSITION

Avpro April 17/03/2014 14:32 Page 1

I N F O @A V P R O J E T S . C O M W W W . A V P R O J E T S . C O M

FALCON 900LXSERIAL NUMBER 190

FALCON 50SERIAL NUMBER 161

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FALCON 2000SSERIAL NUMBER 711

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HAWKER 800ASERIAL NUMBER 258142

BEECHJET 400ASERIAL NUMBERS RK-67 & RK-164

HAWKER 4000SERIAL NUMBER RC-8

CITATION ULTRASERIAL NUMBER 439

CITATION BRAVOSERIAL NUMBER 895

EMBRAER PHENOM 100SERIAL NUMBER 61

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BELL 222UTSERIAL NUMBER 47567

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EUROCOPTER EC-135P2iSERIAL NUMBER 691



he long-standing relationshipsthat undergird the aviationindustry are important - to itsrecovery and to the develop-ment of its future talent. The

recent announcement that Cessna AircraftCompany’s parent, Textron, is acquiringBeechcraft has created some ripples in thealready turbulent waters of the Wichita aviation business community.

Once the two former competitors are com-bined, it stands to reason that there will besome duplication of expertise and roles at thecombined company that, according to Textronofficials, may be the subject of a vigorouseffort to cut costs. It doesn’t take a rocket sci-entist--or even a financial analyst--to figureout that some jobs are likely to be eliminated.For those of us who have been around longenough to remember Dwane Wallace andOlive Ann Beech, this raises very personal andpotentially ominous prospects.

It’s also a well-established fact that cuttinghigher level jobs, especially those held byexperienced, and well-connected (read“older”) executives, can result in greater sav-ings than streamlining lower-paying positionsout of existence. It takes trimming more of thelatter to equal cutting just a few of the former.But this raises an obvious concern: whatbecomes of all the “institutional knowledge”that goes out the door with the veteranemployees? That question is certainly beingposed regularly in Wichita these days - andfor good reason.

The aviation industry is, of course, subjectto oversight by an extensive network of gov-ernmental entities such as the U.S.Department of Transportation’s FAA.Effectively conducting business in any one ofthe industry’s segments involves a steeplearning curve...especially since aviation-relat-ed products must, by virtue of the environ-ment in which they are operated, comply withextremely stringent design and fail-safe standards.

Because of these extraordinary require-ments (and a continuous proliferation of newregulations and certification requirements),the industry relies on a fairly limited numberof key manufacturers and suppliers who havemet, or are able to muster the resources to sat-isfy the government’s complex criteria. Thehigh cost of entry has limited the field of

competitors. In order to remain competitiveand profitable in a very challenging environ-ment, the companies that have survived vienot only for customers but for the most intelli-gent, talented, knowledgeable and well-con-nected personnel to gain a competitive advan-tage in their respective market segments.

With a significant number of the major avi-ation enterprises expanding their markets toinclude all of the industry’s segments, the sen-ior leadership teams of each must be well-versed in the unique regulations, operatingenvironments, competitors and technologicalrequirements that affect all of their products.The backgrounds, training, expertise, institu-tional knowledge and networks of the keyleaders of the industry’s premier companiesare considered extremely valuable and, in thepast, have been the basis of spirited competi-tions among industry rivals.

Aviation’s history is actually built on afoundation of familiar and exceptional lead-ers. Many of the industry’s first generation offounders, inventors, and pioneers workedtogether during the early stages of theircareers - just like Clyde Cessna and WalterBeech at TravelAir. They gained diverseinsights and built long-standing relationshipsthat they carried with them as the industrygrew.

That heritage is what continues to make theaviation community - even though it’s nowworldwide - a familiar and closely-knit one. Itisn’t that far removed from those early trail-blazers. Many of Clyde’s and Walter’s pro-tégés remained actively involved in the indus-try well into the latter half of the 20th centuryand mentored or influenced a significantnumber of those who are currently heading itsmajor firms and organizations.

Relationships forged in this industry haveendured. The roster of notable company lead-ers is remarkably short and their legacies havebeen passed to a group of successors who notonly know of each other - in many cases, theyknow each other personally.

A significant percentage of the technologicaladvances in aviation have also come as theresult of an underlying commitment by itsleadership to share concepts and improve-ments in the interest of promoting and ensur-ing safety. It’s extremely interesting toresearch the history of major developments inaerodynamics, propulsion, control and com-

munications inaviation.

Many of theconcepts and fea-tures were invent-ed by competitiveentities, someeven on oppositesides of geo-polit-ical conflicts, butthe bond of avia-tion in an inordi-nate number ofinstances, over-came and outlasted the political differences. Itwas because the common bond of aviationand long-standing relationships transcendednationality and diverse cultures, obscuredpolitical differences and ignored competitivebarriers that many of the most importantadvances in safety have been integrated intovirtually every current aircraft or regulatorystandard.

Today, advancements in virtually everyaspect of aviation from aircraft design to sys-tems integration is moving at immeasurablespeed. The industry is developing so rapidlythat even those who have been a part of it fora long time are having trouble keeping pacewith the changes. New talent is imperative,but the “spool up” time required to becomeeven mildly conversant with a very narrowportion of the extremely complex organismthat is aviation, is growing.

The companies that will succeed and growin the coming decade will be the ones who notonly attract the brightest and most creativetalent, but those that also retain the pricelessinstitutional knowledge, expertise, experienceand – especially - the relationships amongtheir leaders that make cooperation, creativecollaboration, and mutually-supportedadvancements in technology, infrastructureand communication possible.❯ Dave is a veteran communications executivewith more than 35-years’ experience in corporatemanagement and consulting roles. Former employ-ers include NBAA; AlliedSignal; Cessna; andBombardier Aerospace, and today he is Principal ofThe Franson Consulting Group, a PR and MarketingCommunications firm serving a variety of domesticand international clients, and is Executive Directorof the Wichita Aero Club. ❯ Contact Dave via [email protected]

WICHITA INSIDER

T

by Dave Franson

Cutting Close To The Bone

WichitaApril14_Gil WolinNov06 18/03/2014 09:59 Page 1

Share Your ExperiencesBusiness Aviation’s OngoingNeed For Advocacy.

BUSINESS AVIATION AND THE BOARDROOM

16 WORLD AIRCRAFT SALES MAGAZINE – April 2014 Aircraft Index see Page 4www.AvBuyer.com

irectors of companies using, or consider-ing using business aircraft are aware ofthe benefits that accrue from this form ofair transportation: Less time required to

reach a passenger’s ultimate destination, greaterproductivity while traveling, efficient access tomore locations, ability to explore new markets.Business aircraft are truly “offices that move”. It iscommon knowledge among users that BusinessAviation facilitates economic growth by bringingthe ebb and flow of commerce to all parts of ournation.

What may not be common knowledge is the feeoperators of business aircraft are taxed to gain

access to the National Airspace System (NAS). AllGeneral Aviation aircraft powered by turbineengines (i.e., jets and turboprops not flown by theAirlines or the Military) pay $0.219 for each gallonof fuel purchased. If the aircraft consumes aviationgasoline, the user fee is $0.194 per gallon. Whilethe amount of fuel-taxes paid has increased sincethe inception of the Airport/Airways Trust Fundin 1971, General Aviation users have been contrib-utors to the NAS for more than 40 years.

Furthermore, taxes are collected by the fuel-dis-pensing company at the time of purchase by theaircraft user, thereby eliminating the need for aseparate government bureaucracy. In addition

Possibly the world’s most recog-nized expert on the value ofBusiness Aviation, Jack Olcott is aformer Editor and Publisher ofBusiness & Commercial Aviationmagazine and Vice President withinMcGraw-Hill’s Aviation WeekGroup. He was President of theNational Business AviationAssociation from 1992 through2003, and today Jack’s network andpersonal knowledge of BusinessAviation uniquely qualifies him tooversee Business Aviation and theBoardroom. More information from www.generalaerocompany.com D

Almost as predictable as the coming of spring, the ObamaAdministration’s budget for fiscal year 2015 proposesadditional user fees for business jets, observes Jack Olcott.

BG 1 March14_FinanceSept 18/03/2014 15:56 Page 1

to being efficient, user fees based upon fuel consumption are understandable, easy to pay,directly proportional to use, and nearly impossibleto avoid.

That simple system of user fees is being chal-lenged once again by the Obama Administration inits proposed funding for the 2015 fiscal year.Similar to taxing schemes introduced in his lastfour budgets, the President has requested that allturbine-powered business aircraft pay a $100-per-flight “surcharge” for access to the NAS.

While there appears to be no appetite withinCongress for imposing additional user fees onbusiness aircraft, everyone involved with BusinessAviation should communicate to friends and opin-ion leaders why additional user fees is a bad idea.

MARGINAL USERBusiness aircraft are marginal users of the NationalAirspace System, which was created to provide ournation with safe and efficient control of air trafficprimarily for the Airlines and the Military and isadministrated by the Federal AviationAdministration (FAA). Thus it is appropriate thatabout 56 percent of funds required to run the FAAare derived from fees imposed on airline passen-gers in the form of a ticket tax and segmentcharges. (Note: Unlike the owners of business air-craft, owners of Scheduled Airlines do not payticket taxes and segment fees—their passengersdo.) Operating the FAA cost about $15.6 Billion inFY14, of which approximately 80 percent wasderived from users of the NAS, and 20 percentcame from the nation’s general tax revenues.

Transportation is an enabling technology foreconomic development and enhanced quality oflife. Air transportation, in particular, is a necessityfor companies and entrepreneurs in our fast-pacedeconomy. Whether or not they fly in airliners orbusiness aircraft, all citizens benefit from ournation’s aviation infrastructure and the economic

activity the NAS facilitates. Thus it is appropriatethat some portion of NAS funding should comefrom general tax revenues, not from direct users ofthe airspace. (One might argue with justificationthat participation from the public, rather than air-space users, is inappropriately low.)

If every General Aviation aircraft, including allbusiness aircraft, was grounded or ceased to exist,our nation would still require the NAS. Such is theimportance of air transportation. While fewer con-trollers might be required during peak hours ofactivity if there were no business aircraft, minimalstaffing levels for air traffic personnel wouldremain - as would most of the nation’s ATC facilities.

Business aircraft bring the ebb and flow of commerce to many areas of the country where theAirlines do not operate. Furthermore, the Airlinesdo not want to provide scheduled service weretraffic loads are low. Business Aviation adds valueto the NAS, a required element of our nation’sinfrastructure.

COMMUNICATE THE FACTSAssociations representing Business Aviation do anexcellent job lobbying Members of Congress onissues involving user fees. Their arguments againstaccess fees such as proposed by the ObamaAdministration have been convincing, but pastperformance is no guarantee of future results.

Business Aviation is not well understood by theaverage US citizen. Thus it is essential that thosewho do understand the value of business aircraft—users such as you, other Directors and the person-nel within your companies—actively communicateto associates, opinion leaders and friends just howimportant Business Aviation is to 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] Aviation and the Boardroom continues on Page 18

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – April 2014 17Advertising Enquiries see Page 8

“...everyoneinvolved with

BusinessAviation shouldcommunicateto friends andopinion leaderswhy additionaluser fees is a

bad idea.”

BG 1 March14_FinanceSept 18/03/2014 12:40 Page 2

road segments of the public know little ofBusiness Aviation or why companieschoose to employ business aircraft to aug-ment their need for travel. Using that lack

of common understanding, politicians with popu-lous agendas find users of Business Aviation easytargets for their all-to-often divisive rhetoric about fat cats and privileged executives. The factssurrounding Business Aviation clearly support adifferent message.

As depicted below, research conducted by theNBAA and the General Aviation ManufacturersAssociation as part of their No Plane No Gain advo-cacy program shows that public companies usingBusiness Aviation are among our nation’s mostrespected enterprises. More significant, they consistently return higher rewards to shareholdersin terms of dividends and capital gains than non-users.

FACTS OF NOTE:• More than 75 percent of passengers on business

aircraft are sales personnel, middle managers or technicians (see Chart A below).

• Numerous studies find that the most admired US companies are users of Business Aviation,

according to Nexa Advisors’ 2009 study. Percentages of S&P 500 companies using Business Aviation on the following lists are noted.o Business Week 2009 “50 Most Innovative

Companies”- 95%o Fortune 2009 “100 Best Places to Work”- 86%o Business Week 2009 “25 Best Customer

Service Companies”- 90%o Business Week 2008 “100 Best Brands”- 98%o Fortune 2009 “50 World’s Most Admired

Companies”- 95%o The CRO “100 Best Corporate Citizens”- 90%

• Companies that are the most successful in gener-ating returns for shareholders are users of Business Aviation (see Chart B below).

Communicate the benefits of Business Aviationto non-users. They may be surprised by their misconceptions. More important, your company’s reputation will be enhanced.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Business Aviation and the Boardroom continues on Page 22

Often misunderstood by those not directly involved, business aircraft are productivity tools of well managedand respected companies…

B

Business Aviation:A Valuable Resource for Economic Development



”The factssurrounding

BusinessAviation clearly

support adifferentmessage.”

Top Management

Middle Management

Sales/Technical Personnel

Others

No Answer

Source: Harris Interactive 2009 0 0.5 1 1.5 2 2.5 3 3.5 4

Users-weighted

Non-users-weighted

Users-unweighted

Non-users-unweighted

Year-over-year increase/decrease in stock price & dividends 2003-2007

Source: Nexa Advisors 2009

CHART B S&P 500 SHAREHOLDER RETURN

CHART A PASSENGER PROFILE BY TITLE

BG 2 April14_FinanceSept 18/03/2014 12:38 Page 1

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Many Business Aviation departments employ too few pilots,particularly when one of those aviators is also the AviationManager, contends Pete Agur.

How Many Pilots Does ItTake To Fly An Airplane?The Dilemma of the Manager/Pilot


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

�

continued on page 26

unning the aviation department is just astime intensive as managing any other busi-ness unit in your company. Especiallywhen you consider the four critical func-

tions that must be routinely and effectivelyaddressed to be certain the department is doing theright things and doing those things right.

1. STRATEGIC INTEGRATIONWhat do you want to gain from your BusinessAviation services? Landings equaling takeoffs is nota stretch goal. Accelerating corporate growth, facili-tating revenue generation, bringing in and keepingnew customers, leveraging the impact of key travel-ers while improving the quality of their lives—theseare the appropriate goals. And they are not “oneand done” activities. They are dynamic. Theyrequire constant assessment, adaptation and innovation to achieve. That takes Business Aviationmanagerial time.

2. SAFETYWhat level of safety do you expect? One of myclients told me he wanted no difference in safetywhether his people were on a major air carrier or onhis company’s airplane. Professionally flown, non-commercial jet operations are at least as safe as theairlines. I contend that goal is not high enough.

Did you know the dollars and days lost toground accidents involving aircraft far exceed thosecaused during flight? Safety is much more than pre-venting flight accidents. The proactive identificationand analysis of risks leading to effective mitigationstakes “safety” to a much broader and higher level.That takes Business Aviation managerial time.

3. SERVICEHow much service do you expect? Your core busi-ness may operate eight hours per day, five days perweek, 250 days per year. But compared with normalworking hours, many of your business aircraft tripscan start much earlier, end much later and depart onSunday or return on Saturday.

It is common for a weekday business to fly 20%of weekend days. That means your BusinessAviation activity is a 270 days per year service. Thattakes Business Aviation managerial time.

4. EFFICIENCYHow well do you want the business of yourBusiness Aviation run? Every other business unit in

R

“It is commonfor a weekdaybusiness to fly

20% ofweekend days.

That meansyour Business

Aviation activityis a 270 days

per yearservice.”


BG 3 Feb14_FinanceSept 18/03/2014 12:42 Page 1

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2008 Gulfstream G550 SN 5214Airframe TT - 3339.8 $38,950,000

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Guardian Jet 3 page April 17/03/2014 12:42 Page 1


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“Divide 540 by the capacity

of one pilot(210 days) andyou find you

need 2.6 pilotsto be ready to fly youranticipatedworkload.”

your company has to take care of its people, its reg-ulatory compliance, its deliverables, its budget andmore. Should you hold your aviation department tothe same standard? You bet. That takes BusinessAviation managerial time.

PERSONNEL COUNTSo, how many pilots does it take to fly an airplane?Hypothetically, let us consider a single aircraftoperating 270 days per year. Notice I did not say“flying 270 days per year”. An aviation departmentis like a fire department. It does not create value justwhen it flies. It also creates value by being ready tofly the right people to the right places at the righttime to do the critical activities of your company.

Commercial air carriers measure productivity inflight hours. When an airliner flies loaded with pas-sengers the cash register rings. Not so for BusinessAviation. Your most accurate productivity metric is“Days per Year”. If an airplane flies for an hour totake passengers to a critical meeting that lasts twodays and results in contracts that account for 10% ofthe year’s revenues, did that aircraft underperformbecause it flew for only two hours in two days?Were the crewmembers underworked because theyflew for only two hours in two days? Of course not!

Your core business’ employees are expected to beavailable for work about 230 days per year (afterweekends, holidays, wellness days and vacationdays). A pilot is not available to fly 230 days peryear. He or she must also take time to completerefresher training and whatever additional ancillarytraining is expected. Conservatively, let’s assumethat such training requires an additional 20 days peryear. That means a pilot is available to work about210 days per year.

If your operation runs 270 days per year youneed 540 pilot days to meet that demand (270 days,times two crew members per aircraft equals 540).

Divide 540 by the capacity of one pilot (210 days)and you find you need 2.6 pilots to be ready to flyyour anticipated workload.

Of course, that number goes up when you takemultiple trips in a day or have trips that come homelate at night followed by an early morning depar-ture. In those instances it can take two full crews tosupport the schedule.

Even with the moderate use of contract pilots,you could significantly reduce the manager’s timeavailable to run the business unit. With a simple air-craft operation involving one aircraft, that may ormay not be doable. With a more complex operationthe need for leadership and managerial timebecomes even more demanding, yet more difficultto accomplish.

In the end, if your Business Aviation departmentis led by an active pilot and your pilot pool is shal-low, you are inadvertently making the AviationManager shortchange his or her leadership andmanagerial roles. That burden lowers the value thatBusiness Aviation creates for the company becausethere is not enough attention being devoted toStrategic Integration, Safety, Service and Efficiency.

The downside risk is high, with significantpotential consequences. The answer?

1. Place a clear emphasis on the expectation that the manager should manage first and fly second.

2. Confirm you have enough pilots to both manage and fly, based on the calculation of work days, not flight hours.

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




BG 3 Feb14_FinanceSept 18/03/2014 12:44 Page 2

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ndividual business units need metrics. Profitcenters involved with revenue generation,such as manufacturing or professional servic-es, typically have measures of success similar

to those that apply to the overall corporation.Performance of business units that do not deliver a"profit" (in the traditional definition of that word) ismore difficult to measure, save for comparing budgeted vs. actual costs.

Metrics, by definition, must be measureable. Butthey must also be valid. A metric that is valid can beused as a predictor of performance. Measuring theperformance of your company’s flight department isessential, just as it is for other business units.

MEASURING THE FLIGHT DEPARTMENTWhat metrics are available to help measure the suc-cess of your aviation assets? Relative to the corpora-tion, the demographics of the Business Aviation unitare small. A Fortune 500 company may have threebusiness aircraft, employ 15 aviation professionals,and be located in a single facility at the local airport.But the dollars invested in that unit can be significant,and if properly utilized, the impact can be huge.

Since the flight department is not directly generating revenue, how do you know if it isaccomplishing its mission successfully and is benefiting shareholders?

Your company’s flight department cer-tainly can provide numbers. Typicaloperational measures are hoursflown and passengers

carried. Further measures may be broken out intoaverage passenger load passengers (i.e. deadhead).Costing may be done as a total budget, total cost perhour and perhaps variable cost per hour. Are thesereally telling the appropriate story? What does yourcompany need to know that measures whether thebusiness aircraft are being properly utilized?

Hours flown and passengers carried is a good start.

Another metric is segregating hours flown for the corporation’s

other business units or their customers. Do thehours associated with each business unit being sup-ported match up with the focus or efforts of the com-pany? Are the flight department’s activities alignedwith the corporation’s priorities?

Basic parameters required to manage an enterprise apply toyour company’s flight department, notes David Wyndham.

�



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

“A metric that isvalid can be usedas a predictor of

performance.Measuring theperformance ofyour company’s

flightdepartment is

essential, just asit is for other

business units.”


Metrics and Measurements:Key Components of Governance

I


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2 Freestream April 19/03/2014 15:15 Page 1


Passengers carried can be an important metric ifthe goal is to fill available seats once the main userhas scheduled the aircraft. It is also useful to analyzeload factor - the number of seats filled as a percentageof the total passenger seating. This metric is criticalfor a shuttle, and can indicate the potential need forupsizing the aircraft if load factors are so high thatkey passengers are denied service.

Another passenger-efficiency metric is passenger-miles. One passenger flying one mile is a passenger-mile. That may be useful to look at the relative valueof a trip - a few passengers on a long trip may bemore time-effective than a larger load on a very shorttrip, however

OTHER METRICSA critical metric is aircraft availability, the amount oftime an aircraft is available to be flown or is sched-uled to be flown compared to the total operating peri-od (i.e.; actual hours that aircraft is available, dividedby the total hours that a fully-functioning aircraftshould be available, expressed as a percentage).

For a 24/7 operation, the operating period is meas-ured as 24 hours per day, seven days each week.However, if the aircraft is only scheduled or flown 14 hours a day, six days a week, counting "nights andSundays" against the rate is not appropriate. A declin-ing availability rate correlates to an increased mainte-nance load. A newer aircraft should have high avail-ability, while older aircraft that require considerableunscheduled maintenance will have lower availability.

I know one operator that had such poor aircraftavailability that five aircraft were needed to meet atwo-aircraft per day flight schedule—clearly a metric

that got management’s attention.Aircraft costs are often expressed as a cost per

flight hour. In many cases this is of little value. Oneoperator has a Citation X, which can achieve a speedof 600 miles per hour. They also have a CitationJetthat cruises at 450 miles per hour. Comparing a singlecost per hour figure for these two aircraft is clearlymisleading. We recommend a cost per mile for anypoint-to-point transportation. If the purpose is to flyfrom A to B, the cost to fly that trip is based on thetrip length. If passenger loads are important, thenanother level of granularity - cost per passenger-mile -is important.

Business aircraft are flown to serve the company’soverall objective of increasing returns for sharehold-ers. That fundamental is often overlooked in estab-lishing metrics for the flight department, possiblybecause determining the bottom-line benefit to thecompany for having the right person in the rightplace at the right time to cement a big sale or negoti-ate a profitable partnership agreement is difficult andpossibly subjective. Yet increasing revenues and per-sonnel efficiency is the essence of Business Aviation.Companies should capture the successes that are facil-itated by using their business aircraft.

The metrics of value will vary from company tocompany based on the main mission of the aircraft.Boards are wise to develop meaningful metrics thathelp measure the true value and effectiveness of thebusiness aircraft.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 42


“Businessaircraft

are flown toserve the

company’soverall objective

of increasingreturns for

shareholders.”


Elliott Aviation April_Layout 1 18/03/2014 17:28 Page 1

2001 Falcon 900C SN 191 3000 hours with fresh major inspections. This 900C factors nicely in your value equation.

If you’re looking for the newest, lowest time Falcon 900 that also meets your capital budget, the right answer may very well be the Falcon 900C. Pairing the international range and large cabin size of a 900B with the 900EX Primus 2000 cockpit, the Falcon 900C presents a true value opportunity.

2001 SN 191 delivers this value without compromise. It is an exceptional aircraft with one corporate owner and just 3000 hours. Plus, SN 191 will be delivered with a fresh 2C (6 year) inspection and landing gear overhaul! It has no damage history and is covered under MSP engine as well as avionics maintenance programs.

This aircraft offers a spacious, open cabin with seating for 12 passengers, including 4 club seats forward and aft, with a 4-place conference group in the middle. SN 191 is well appointed and is in exceptional condition.

To learn how Falcon 900C SN 191 can factor into your value equation, call Jim Donath at Donath Aircraft Services.

Donath Aircraft [email protected]

Visit DonathAircraft.com

Price Reduced $1 Million! Now $11,995,000!

2003 Falcon 2000 SN 192 Very Low Time and Exceptional Pedigree. Redefining “super” in a super-midsized aircraft.

The Falcon 2000 has been the long-standing leader in the “super-mid” category. With a spacious, quiet cabin, transcontinental range and a miserly fuel burn, the Falcon 2000 delivers outstanding value.

2003 Serial Number 192 offers even more. This low-time aircraft briefly served as a Falcon demonstrator, and has since been flown Part 91 by a single corporate owner, one who has operated Falcons continuously for over 45 years. This aircraft has been cared for and maintained to the highest standard.

The roomy cabin is tastefully finished in neutral earth tones and is ideally configured for 8 passengers, including a 4-place club arrangement and a 4-place conference group. Perfect for working, dining or just relaxing! Additional comfort comes from knowing your maintenance costs can be controlled through SN 192’s enrollment in Honeywell’s MSP engine and APU programs, as well as HAPP and CASP avionics programs.

Redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

Donath Aircraft [email protected]

Visit DonathAircraft.com

New price! $8,795,000!

Jay Mesinger takes a realistic view of today’s marketfor pre-owned business aircraft to separate what isreal from what is wishful thinking in the search forrecovery.

Separating Fact from Fiction

�


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


respected client and aircraft owner whois very perceptive about business,recently called to caution that ourindustry is trying to “talk” a floor intothe market. He went on to say that

every time he picks up a trade publication he seesone article or quote after the other about howmuch better things are, how solid the recovery is,and how the bottom of the market is finally here.Yet the daily email blasts about aircraft for salethat he receives emphasize a lower asking price,often drastically lower.

Sometimes the blasts have statements like

“must sell” or “we will be the next to sell, so weare open to all offers”. These are very inconsistentmessages about the health and wellbeing of theaircraft market, he observed, adding that in theabsence of real pricing stability our industry istrying to create a market floor by excessive andunrealistic jawboning.

In my opinion, my client is right. As I wroterecently, flat market prices are the sign of the new“up”. If we could just get two-to-three consecu-tive quarters of pricing that did not drop, wewould be on the verge of a pricing recovery. Weare not there yet.

I do believe we are getting close, however—closer than we have been in years. I am encour-aged by the activity and the increased numbers offirst-time buyers coming back into the market.That characteristic is real, and it will allow us toget back to a sustainable future. It will not sendprices ricocheting back to pre-downturn pricing,but it will stop the freefall. Annual depreciationwill still occur, but it should be a predictable andmanageable amount. Following are some facts(and fiction) about the current market…

Fact: We are enjoying a higher level of sales transactions in our fleet globally.

Fiction: Prices are rising, days on the market are shortening, and inventories are shrinkingin all categories of business aircraft.

Fact: Those aircraft owners who have increased their asking prices are experi-encing more days on the market, not fewer.

Fact: Increased levels of transactions are reallythe beginning of a recovery!

A


BG5 April14_FinanceSept 18/03/2014 13:48 Page 1

thejetcollection.com

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

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312.226.8541Chicago, IL 60642 USA

d St.. Hubbar1455 WTE OFFICECORPORAAT

AAMPPATTAWEST CHICAGO

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The Jet Collection April_Layout 1 17/03/2014 14:44 Page 1

1985 Citation III • 650-0077

2007 Citation CJ3 • 525B-0147

Aircraft Sales & Acquisitions

South Carolina (CAE) • 803.822.4114

Colorado (GJT) • 970.243.9192

Texas • 214.904.9800

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2003 Falcon 900C • 197

1984 Hawker 800A • 258008

2001 Falcon 50EX • 308

1982 Falcon 50 • 99

1979 Citation II • 550-0047

1981 Citation ISP • 501-0260

2006 Piper Meridian • 4697253 2006 Piper Meridian • 4697225

Aircraft Sales & Acquisitions

South Carolina (CAE) • 803.822.4114

Colorado (GJT) • 970.243.9192

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1981 King Air B200 • BB-894

1984 Learjet 35A • 35A-600

1997 King Air C90B Blackhawk • LJ-1460

1991 Learjet 31ER • 31-033

With over 23 years in business, 17 full-time employees, and the ability to fluently communicate in 6 different languages, Bell Aviation is one of the largest and most reputable aircraft dealers in the world.

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in-house. This advantage ensures superior quality, completed in a timely manner. Because of our large sales force, we are able to keep abreast of market changes as they occur, enabling us to bring the best possible offers to our customers.

If you are interested in selling or purchasing an aircraft, give us a call at 803.822.4114.We would like the opportunity to find out more about you and your aviation needs.

Sale / Lease – Financing AvailableSome Trades Considered

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■ Immediately Available

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Corporate Concepts 1 April 19/03/2014 16:33 Page 1

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■ Highly desired ten passenger configuration■ Upgraded entertainment system with six individual monitors■ Ultra Mid-Class cabin with over 3,000 mile range■ For Sale or Lease – Some Trades Considered –

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Falcon 2000

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Thrust reverser overhaul■ 16 passenger / Forward Galley■ Forward and Aft Lavatories■ On Condition engines■ ASB 469 complied with ■ Current FAR Part 135

Gulfstream G-IV SP

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Corporate Concepts 2 April 20/03/2014 14:38 Page 1



SIGNS OF RECOVERYSeveral new phenomena will occur as we emergefrom the wilderness. For several years, in largepart due to an absence of lending, an aircraft’s agehas created a segmentation that is more definedand drastic than in prior recoveries. Going for-ward we will see not just age but also regulatorycompliancy being a factor.

To be suitable for international operations,business aircraft will be required to have avionicssystems that comply with FANS 1/A, CPDLC,ADS-B Out, and TCAS 7.1 software upgrades.This situation will create a segment of haves andhave-nots, not dissimilar to aircraft that lackedguaranteed maintenance programs for engines.

Not only will regulatory compliance create apricing difference, there will also be a time-on-the-market difference. Adding regulatory itemscan be complex and could, depending on themake of the aircraft, cause one to completelyupgrade the entire cockpit.Fact: Good things are starting to happen in our

market. People are actually turning their talk intoaction. Along with buying will come moderniza-tion and cosmetic improvements, which will alsoincrease the health of facilities servicing theBusiness Aviation community. More flight and

maintenance personnel will be employed, increas-ing activity to pre-downturn levels of business.

WHAT’S NEXT?What is the best thing for the buyer? Take outyour fleet planning paperwork and review itagain. Start to interview aircraft professionals atevery level. Begin to think about assembling thatteam you have been considering. It is time to turndreams into action. I assure you, we are gettingstrong again.

Do not, however, let that strength blind you tothe realities of the current and future market. As aseller, be realistic about pricing strategies. As abuyer, look for opportunities before they begin tofade. Be sensitive to markets with higher levels ofinventories. If you are positioned correctly both asa buyer and a seller, you will not go wrong.

Now is a great time to prepare for theinevitable—a healthy marketplace. At the nextboard meeting, add the word business aircraft tothe agenda.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]


Compare aircraft performance using our

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

“Take out yourfleet planning

paperworkand review itagain. Start to

interviewaircraft

professionalsat every level.Begin to think

aboutassembling

that team youhave been

considering.”

BG5 April14_FinanceSept 18/03/2014 13:49 Page 2

Year Model Serial No.

1995 Challenger 601-3R 5180

1999 Challenger 604 5421

1997 Citation X 750-0016

1999 Citation X 750-0101

2008 Citation X 750-0283

1988 Falcon 900B 30

2000 Gulfstream GIV/SP 1433

1987 Gulfstream GIV 1021

1998 Gulfstream GV 545

2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

2002 Hawker 800XP 258562

2010 Hawker 4000 RC-45

2008 King Air B200GT BY-39

2000 Learjet 45 072

2008 Learjet 45XR 383

1999 Learjet 60 168

2007 Learjet 60XR 320

1990 Piaggio P180 1004

1997 Bell 407 53121

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Jeteffect Inventory April 17/03/2014 14:47 Page 1

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2000 Global Express S/N 9010

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2012 Bell 429 S/N 571012009 Airbus A318 S/N 3985

1989 Challenger 601-3A S/N 5045

1987 Gulfstream GIV S/N 1029

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2002 Learjet 60 S/N 245

1982 Westwind II S/N 361 1987 GIV S/N 1022

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2003 Global Express S/N 9116

Avjet multi April_Layout 1 19/03/2014 15:20 Page 2

2008 Gulfstream G200, S/N 212, 1158 TT, Airshow 410, IridiumSATCOM, Warranty until 12/24/14, Premium Interior,

Asking $10,500,000.00

1989 Falcon 50, S/N 194, 7922 TT, MSP, Triple UNS-1K+, 4C c/w 1/13,Landing Gear O/Hed Nov 11, Great History, On CAMP, Aft Lav, Readyto go!, Asking $2,395,000.00

1999 Citation Bravo, S/N 550B-0871, 1890 TT, Garmin GTN750/650,TCAS 2, New Paint & Interior, Current 135,

Available for Three-year Lease!

2011 Citation Mustang, S/N 510-0391, 362 TT, Chartview, Sat Phone,Current 135 – Available for Three-year Lease!

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

Asking $995,000.00

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

Asking $1,950,000.00

1987 Citation III, S/N 650-0132, 7857 TT, MSP Gold, Dual UNS-1D+,Universal MFD, PATS APU, Exc. Paint & Interior,

Asking $1,390,000.00

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

Asking $2,450,000.00

Beechjet 400, S/N RJ-47Citation CJ2, S/N 525A-0016Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326Citation II, S/N 550-0216Falcon 2000, S/N 8

Falcon 10, S/N 54Sabreliner 65, S/N 465-45Cheyenne IIXL, S/N 31T-8166017

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JetBrokers April 18/03/2014 11:07 Page 1

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

Asking $950,000.00

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH, Sky-watch, Garmin GMX-200 MFD, Dual Garmin GNS-530W,

Asking $1,225,000.00

2003 Pilatus PC12/45, S/N 494, 2150 TT, Garmin 750/650W, DualEFIS, 8 Passenger Interior, Supp. Air Cond., One Owner, 5/10 Year &Annual c/w 6/13

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

Price Reduced to $3,500,000.00

2010 Learjet 60XR, S/N 378, 1730 TT, Engines on ESP Gold, Pro-Line21, IFIS, APU, On CAMP, Iridium Phone,

Asking $6,850,000.00

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

Make Offer

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, DualNZ-2000’s, Landing Gear O/H c/w 12/13, G Insp c/w 5/12,

Asking $1,495,000.00

2010 King Air 350i, S/N FL-689, 646 TT, ESIS, Collins Venue, AirCellAxxess Satcom, TCAS 2, Nine Passenger,

Asking $4,995,000.00

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

JetBrokers April 18/03/2014 11:07 Page 2

orming a separate company to provideBusiness Aviation services as well as inade-quate tax planning are addressed in this firstpart of our overview of common mistakes inbusiness aircraft ownership and operations.

THE “FLIGHT DEPARTMENT COMPANY”A Board of Directors often decides to form a newcompany, separate from the primary operating busi-ness, to own and operate a business aircraft and pro-vide air transportation services to its employees andtheir clients. An entity formed for this purpose iscommonly referred to as a "Flight DepartmentCompany”.

A Flight Department Company typically employs,or contracts with third party vendors to obtain theservices of flight crews, maintenance technicians,and other support personnel required for theoperation of the business aircraft. Furthermore, aFlight Department Company provides air trans-portation services to the primary operating busi-ness and its affiliates operating its aircraft underPart 91 of the Federal Aviation Regulations (FAR).The primary operating business typically makesdirect payments to the Flight Department Companyto cover expenses of flight operations.

A Board often utilizes this structure in a misguid-ed attempt to provide the primary operating businesswith a shield against any liability arising from an air-craft accident or incident.

However, a company that has as its primary pur-pose the ownership of an aircraft it operates to pro-vide air transportation services to another person andreceives compensation of any kind whatsoever forthe provision of such services, falls within the regula-tory definition of a commercial charter air carrier.Therefore, such a company must be certified to con-duct aircraft operations in accordance with FAR Part119 and must operate the aircraft under FAR Part 135.

Unfortunately, due to these FAA regulatory require-ments, this theory of liability protection is seriouslyflawed.

Consequently, unless a Flight DepartmentCompany has obtained the requisite certification tooperate as a commercial charter air carrier, it is oper-ating the aircraft it owns in an illegal manner as anunlicensed charter operator. These operations canresult in civil and criminal liability for the FlightDepartment Company, its owners and officers andthe flight crew on board its aircraft. Such operationsalso may void any insurance coverage applicable toits aircraft. Furthermore, these illegal operations like-ly destroy the liability shield that the primary

In this two-part series, attorney Chris Younger describes severalcommon mistakes that Boards make in connection with theacquisition and operation of business aircraft.

F

Business Aircraft Ownership & Ops:Common Mistakes, and How to Avoid Them.


Chris Younger is a partner at GKGLaw, P.C. practicing in the firm’sBusiness Aircraft Group. Hefocuses his legal practice on busi-ness aircraft transactions as wellas issues relating to federal andstate taxation and regulation ofbusiness aircraft ownership andoperations. Mr. Younger can becontacted [email protected]


�

“Unfortunately,due to

these FAAregulatory

requirements,this theory of liabilityprotection is seriously

flawed.”


AVOID THE MISTAKES OTHERS HAVE SLIPPED UP ON.

BG 6 Oct13_FinanceSept 18/03/2014 13:52 Page 1

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operating business intended to achieve by creatingthe Flight Department Company structure.

Fortunately, with careful advance planning, aBoard can plan its aircraft ownership and operatingstructure in a manner that avoids the prohibition onthe use of a Flight Department Company while stillallowing it to meet most, or all of its liability protec-tion planning objectives.

INADEQUATE SALES AND USE TAX PLANNINGBoards often fail to engage timely and thorough statesales and use tax planning with respect to an aircraftacquisition. Most states impose sales and use taxes onaircraft ranging from two to ten percent of the air-craft’s purchase price. For equipment with a $20 mil-lion value, the potential sales tax liability can rangefrom $400,000 to $2 Million. Therefore, one of themost important tasks for the Board to undertake isensuring that neither the purchase of an aircraft norits subsequent use create an unintended sales or usetax liability.

The first order of business is to ensure that the air-craft is delivered in a state with no sales tax or withan applicable exemption from sales tax. Some statesexempt all aircraft sales from their sales tax. Also,many states have sales tax exemptions for aircraftdelivered to a non-resident purchaser for promptremoval from the state (commonly referred to as a“fly-away” exemption). The key for the Board is todetermine the closing location with the best sales taxresult.

Aircraft purchasers often assume that purchasing

an aircraft in a state that either has no sales tax orexempts the purchase from its sales tax will com-pletely eliminate sales tax liability with respect to theaircraft. This supposition ignores the fact that everystate that imposes a sales tax also imposes a comple-mentary use tax on aircraft that are operated orstored in that state.

Regardless of whether the aircraft was deliveredin a state where no sales tax was imposed, a use taxliability typically arises in the state (or states) wherean aircraft is stored or habitually located. Therefore,contrary to popular belief, taking delivery of an air-craft in a state where no sales tax is imposed andowning the aircraft in an entity that is formed in astate without sales tax (e.g., Delaware) will not enablea company to avoid sales and use tax liabilityaltogether.

A Board can create a plan for acquisition, owner-ship and operating of a business aircraft that elimi-nates or minimizes potential sales and use tax liabili-ty. However, once liability for sales or use tax hasaccrued, it is nearly always impossible to “unwind”the transaction and avoid the liability. Therefore, it isimperative that such planning be conducted prior tothe acquisition of a business aircraft so that it can beimplemented in conjunction with that acquisition.

Next month, attorney Younger will address feder-al tax issues as well as the need for adequate docu-mentation pertaining to business aircraft.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 60


“Thissupposition

ignores the factthat every statethat imposes asales tax also

imposes acomplementary

use tax onaircraft that are

operated orstored in

that state.”

BG 6 Oct13_FinanceSept 18/03/2014 13:53 Page 2

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CorporateCare®-a global liquid asset

he latest GAMA figures for this aircraftsegment confirms the ongoing popularityof turboprop singles and twins. The num-bers speak for themselves with 645 singleand twin-engine types delivered through-

out 2013; 10.4% more than the previous year.Beechcraft, Daher-Socata and Piper Aircraft record-ed their highest delivery numbers since 2009 fortheir respective King Air, TBM 850 and Meridianmodels. Additionally, Quest Aircraft attained arecord-high last year with deliveries of its Kodiakturbo single (you’ll find the whole GAMA reportstarting on Page 104 of this issue).

While exceptions exist anywhere, generally tur-boprop airplanes offer a common set of attractiveattributes. The engines are responsible for most.Turboprop engines benefit today from propellerdesigns that are far more sophisticated than only adecade ago, and resulting in lower maintenancecosts; longer overhaul cycles; improved climb andcruise performance; and in turn reduced noise levelsin the cabin.

In addition, specific fuel consumption numberscontinue to improve, with the practical effect ofallowing the use of higher power-levels without suf-fering a proportionate increase in fuel consump-tion/costs. That, in turn, contributes to improve-ments in take-off, climb and cruise speed. Another

advantage is the single-pilot operational simplicity,engineered into even the multi-engine turboprops.The only exceptions to the sum total of these bene-fits exist among the unpressurized models that areavailable and form a small, important and dynamicsegment of the turboprop market.

Today’s turboprops offer a broad range of tur-bine performance, propeller cost-effectiveness (somewith at - or near to - Light jet cruise performancecapabilities) with cabin and cockpit accoutrementsthat rival the best of the fanjet strata.

TURBOPROP PRICE GUIDEThe following Turboprop Retail Price Guide representscurrent average values published in The AircraftBluebook–Price Digest.

The study spans model years from 1995 throughSpring 2014 (20 year period). Values reported are in US$millions, with each reporting point representing the cur-rent average retail value published in the Bluebook by itscorresponding calendar year. For example, the TBM 850reported in the Spring 2014 edition of the Bluebook showsUS$2.5m for a 2008 model, US$2.6m for a 2009 model,and so forth.

Aircraft are listed alphabetically, and AircraftSpecifications for the following models can be found inthe Conklin & de Decker Specifications & Performancesection of this issue beginning at Page 74.

Turboprops, more often than not, enjoy better times thanthe jet and piston aircraft markets. Perhaps that has to dowith owner-flying. The top-selling turbos tend to beaircraft that are continually popular among thoseneeding fuel-efficient, multi-mission types.

T

Turboprops Give More...

�



“ Whileexceptions exist

anywhere,generallyturboprop

airplanes offera common setof attractive

attributes. Theengines areresponsible for most.”

BG 7 Apr14_FinanceSept 18/03/2014 14:03 Page 1

Charlie Bravo April_Layout 1 17/03/2014 14:52 Page 1



TURBOPROPS AVERAGE RETAIL PRICE GUIDE SPRING 2014

BEECH KING AIR 350i 7.422 5.9 5.5 5.0 4.5

BEECH KING AIR 350 3.9 3.5 3.3 3.2 3.1

BEECH KING AIR 250 6.105 5.0 4.6 4.4

BEECH KING AIR B200 4.2 2.7 2.5 2.4

BEECH KING AIR B200GT 4.0 3.5 3.2 2.9

BEECH KING AIR C90GTX 3.891 3.2 2.8 2.6 2.4

BEECH KING AIR C90GTi 2.1 1.9

BEECH KING AIR C90GT 1.7 1.6

BEECH KING AIR C90B 1.550

BEECH KING AIR C90SE

CESSNA GRAND CARAVAN X 2.407

CESSNA 208B SUP C/MASTER X 2.0

CESSNA 208B SUP C/MASTER 1.850 1.750 1.650 1.550 1.4 1.350 1.3 1.250

CESSNA 208 CARAVAN-675 2.1 2.0 1.725 1.625 1.525 1.375 1.275 1.225 1.125

CESSNA 208B GRAND CARAVAN-675 2.150 2.050 1.775 1.675 1.575 1.475

CESSNA 208B GRAND CARAVAN 1.375 1.3 1.175

CESSNA 208 CARAVAN

PIAGGIO AVANTI - P180 6.875 6.0 5.5 5.1 4.6 3.8 3.5 3.2 2.725

PILATUS PC-12NG 4.1 3.7 3.5 3.3 3.1 2.8

PILATUS PC-12 2.6 2.5 2.4 2.3

PIPER MERIDIAN-PA46 2.150 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.1

QUEST KODIAK-100 1.975 1.6 1.450 1.325 1.250 1.1

SOCATA TBM 850 3.2 2.9 2.7 2.6 2.5 2.4 1.9 1.8

SOCATA TBM 700C2 1.675 1.625

SOCATA TBM 700B

SOCATA TBM

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

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

Retail Price Guide April14_RPG 18/03/2014 14:05 Page 1



What your money buys today

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

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

MODEL

YEAR OF MANUFACTURE$

BEECH KING AIR 350i

3.0 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 BEECH KING AIR 350

BEECH KING AIR 250

2.3 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.450 BEECH KING AIR B200

BEECH KING AIR B200GT

BEECH KING AIR C90GTX

BEECH KING AIR C90GTi

BEECH KING AIR C90GT

1.500 1.450 1.4 1.350 1.3 1.250 1.2 1.150 1.1 1.050 BEECH KING AIR C90B

0.9 0.850 0.825 0.8 0.775 0.750 BEECH KING AIR C90SE

CESSNA GRAND CARAVAN X

CESSNA 208B SUP C/MASTER X

1.2 1.150 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 CESSNA 208B SUP C/MASTER

1.1 1.050 1.0 0.950 CESSNA 208 CARAVAN-675

CESSNA 208B GRAND CARAVAN-675

1.125 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 CESSNA 208B GRAND CARAVAN

0.900 0.875 0.850 0.825 0.800 0.775 CESSNA 208 CARAVAN

2.525 2.425 2.325 2.225 2.125 2.025 1.950 PIAGGIO AVANTI - P180

PILATUS PC-12NG

2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 PILATUS PC-12

1.0 0.9 0.8 0.7 PIPER MERIDIAN-PA46

QUEST KODIAK-100

SOCATA TBM 850

1.575 1.525 SOCATA TBM 700C2

1.475 1.425 1.375 1.325 SOCATA TBM 700B

1.275 1.225 1.2 1.175 SOCATA TBM 700

Retail Price Guide April14_RPG 18/03/2014 14:07 Page 2

he quote, “To know thy self”,etched above the Oracle ofDelphi suggests that we sel-dom know ourselves as wellas we should and that we can

display offensive behavior without beingaware of our actions. But if knowing one’sself were easy, it would not seem such agodly desire.

The only person anyone can truly controlis one’s self. Self-management is a compo-nent of self-control and self-knowledge.Being true to a list of governing principleswill enable both.

Many, if not most, leaders reflect on their

prior week’s behavior, on their failures andtheir successes. They take note of what theydid that worked and what didn't in the effortto achieve optimum results. No less is truefor those who aspire to lead a company’sflight department. Consider the followingsuggestions for knowing and managingone’s self.

THE SELF-IMAGE PARADOXBehavioral psychologists believe that per-haps 70% of our mental programming isacquired by age 6 and as much as 95% iscompleted by the mid-teens. Our self-imageis thus reached by our late teens. Dr. Shad

Helmstetter in his book, “What to say whenyou talk to Yourself” found that during ourfirst 16 years we are told “no” or what wecouldn’t do almost 148,000 times. That’s a lotof negative programming in our formativeyears. In addition, more youngsters were dis-ciplined for doing things wrong thanrewarded for doing things right. Such early-life experiences have a significant impact ona harsh self-image that must be overcomewhen we are asked to lead.

If we apply the 80/20 rule, we could beone of the 80% who have a poor self-imageand tend to be hard on ourselves. Often peo-ple with a poor self-image or low self-esteem


FLIGHT DEPARTMENT MANAGEMENT SKILLS

T

Self-Management andPersonal Performance

by Jodie Brown

Flight Dept Mng1 April_Finance 18/03/2014 16:04 Page 1


tend to hide their weaknesses by focusing onwhat's wrong in others. Attempting to con-trol others is very important to people withlow self-esteem who tend to be self-protec-tive, frequently blame others, and often dis-play aggressive behavior when trying tocommunicate.

People with relatively high esteem, on theother hand, project a high level of warmthand enthusiasm. They are more comfortablewith uncertainty and don’t fret about lookingbad or being blamed for failure. Their focusis not on themselves but on what needs to beaccomplished personally and through others.In practicing a friendly and upbeat attitude,and having faith in the employee, theyaccomplish much more as managers.

CREATE RAPPORTEffective leaders motivate others by develop-ing rapport so that people feel their needs arefulfilled. We create rapport by discoveringthings that we have in common. This is donemostly through communication. Since lessthan 10% of what is communicated is throughwords, much of what we convey is throughtone of voice and other unstated factors.

Communication can be complicated by con-flicting priorities and deadlines that change atthe last minute. Frustration, anxiety and stress

can weave themselves into our message andcause others to miss its content because of ourbody language and tone. People don’t listento the lyrics if they hate the tune. Observe thereaction and behavior in others. Learn tomotivate yourself through self-talk. Is yourcommunication effective? If not, reframe yourmessage and change your tune.

OBSERVE YOURSELF AND OTHERS Effective managers watch the ways theyspend their time. You have more control overyour time than you think. For just one week,track where and how you spend your energyand time. The more you improve your time-management, the easier it is to make efficientchoices. If time is money, keep an account.For a person who makes $100,000 a year, that amounts to about $50 an hour. Was thatemail response worth the $75 time investment?

TIME-MANAGEMENT IS A MENTAL TOOLYou can save a lot of time simply by limitingdistractions, and we all know how our pas-sion for aviation can be distracting. Time isalso wasted switching between activities.Getting the mind continually re-focused isinefficient and draining. Keep an eye on the

clock and stay productive. You can be yourown worst enemy by responding Pavlovian-style to every incoming email and phone call.

Organization is the foundation of timemanagement.

1. Eliminate waste2. Delay immediate gratification3. Discipline yourself to conquer

undesirable but necessary tasks.

DECISION-FATIGUEMaking incessant decisions can be mentallyexhausting, and managing a flight depart-ment presents many challenges. Even thesmartest people won’t make good choiceswhen they need rest and their energy level islow. Pacing one’s self is essential. Peoplewho are good at self-management conscious-ly structure their lives. Mornings are betterfor complex decision making, and afternoonsare the time for coping with menial tasks. Awise person will not try to restructure a busi-ness at the end of a day.

Self-knowledge and self-management areabout looking on the inside and showingyour best on the outside. Think success.

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

TRACK WHERE AND HOW YOU SPEND YOUR TIME




NBAA 2014Leadership Conference

Experts in leadership and managementprovided valuable insights to the largest

assembly of Business Aviation professionals in the conference’s history.

ach year in February, NBAApresents an impressive pro-gram of speakers with estab-lished credentials in the art andscience of leadership.

Organized by the Associations’ CorporateAviation Management Committee and thisyear co-chaired by Jeannine Falter, VicePresident of Business Development forDuncan Aviation and Bob Hobbi, Founder,CEO and President of Service Elements, theevent attracted 362 attendees.

This year’s Conference, held in Atlanta,Georgia, featured eight speakers with impres-sive credential as authors and consultants inkey leadership topics, including trust,accountability, presentation techniques,perseverance and motivation.

• David Horsager, author of The Trust Edge:How Top Leaders Gain Faster Results, DeeperRelationships, and a Stronger Bottom Line,emphasized that a lack of trust was a com-pany’s as well as a person’s biggestexpense. Citing examples from contempo-rary news stories, he illustrated the dam-aging impact on income and reputationthat occurs when trust is lost. He identi-fied “Pillars of Trust” as clarity, compas-sion, character, competence, commitment,connection/collaboration, contributionand consistency.

Capping his highly relevant session,Horsager urged his audience to practicehis “ODC” approach: Establish what youwant to achieve—i.e., the Outcome. Havea Deadline for the tasks to be achieved.And be sure to Clarify your expectationsso that all who are involved are clearabout what is expected.

E



■


• Cy Wakeman, noted for her expertise as aworkshop facilitator and keynote speaker,discussed personal accountability andexamined strategies that conference atten-dees could use to avoid excuses and toachieve results in their professional lives.Using her book Reality-Based Leadership asa reference, she focused on how to be aleader who stimulates associates toexpand their thinking and to realisticallyunderstand the circumstance in whichthey find themselves. Her presentationstressed the need to take responsibility forone’s own actions, in part by understand-ing the relationship between accountabili-ty, engagement and achievement. Hermessage was clear: Uncover destructivethought patterns in yourself and others.Diffuse the drama, and lead by empower-ing others to focus on facts and think forthemselves. “When we stop judging andstart helping”, said Wakeman, “every-thing becomes possible.”

• Topher Morrison used his considerableskills as a professional speaker to illus-trate techniques for effective presenta-tions. His enlightening insights were aug-mented by the talents of John Heffron,recently the winner of NBC Television’sLast Comic Standing. FollowingMorrison’s and Heffron’s introductoryand concise remarks, volunteers wereasked to make 60-second pitches to theaudience about any subject they selected,which usually was something about theirprofessional relationship with BusinessAviation. Morrison and Heffron thenoffered each volunteer a brief critique oftheir presentation, adding one or two sug-gestions for putting more punch into theirdelivery. Using the advice, the volunteerrevised and represented his or her pitch.The improvements were impressive.Clearly attendees at the LeadershipConference found the interactionvaluable.

DAY TWO • Continuing a recurring Leadership theme

of personal accountability, author andbusiness consultant John G. Millerlaunched the conference’s second andconcluding day by urging attendees toask themselves a fundamental questionwhen faced with a problem: “What can Ido to contribute to the solution?”Accountability, he noted, was not a “teamthing.” It is a personal thing. Leaders donot hide behind the team. They recognizethat personal accountability is a corevalue that positively contributes to greaterproductivity, better teamwork, enhancedmorale, workplace safety, effective com-munications and enhanced problem

solving. Miller often referred to his highlyacclaimed book on personal accountability, QBQ: The Question Behindthe Question.

Thanks to the sponsorship of DuncanAviation, all attendees at the conferencereceived copies of David Horsager’s The TrustEdge, Cy Wakeman’s Reality-BasedLeadership and John Miller’s The QuestionBehind the Question.

• Extreme sport expert Robyn Benincasaillustrated the elements of teamwork thatenabled her to be a winning contestantduring 15 years of participation in gruel-ing endurance races through the junglesand wilds of third-world countries.Relating her approach to teamwork to thecooperation between venture racers, sheencouraged Leadership attendees to focuson eight essential elements: TotalCommitment, Empathy & Awareness,Adversity Management, Mutual Respect,“We” Thinking, Ownership of the Project,Relinquishment of Ego, and KineticLeadership. Her well-illustrated talk was

punctuated by reference to her book enti-tled How Winning Works: 8 EssentialLeadership Lessons From the Toughest Teamson Earth.

• The afternoon’s session was led byGarrison Wynn, an amusing and talentedmotivational speaker with fascinating sto-ries based upon his research of successfulowners and managers of top-performingcompanies. Attendees found his presenta-tion—The Real Truth About Success: Whatthe top 1% Do Differently and Why TheyWon’t Tell You, captivating.

• Lou Holtz, famed coach of Notre Dameand other winning football teams, enter-tained and educated attendees with hispresentation on leadership and accounta-bility—clearly an inspiring and informa-tive conclusion to NBAA’s 2014Leadership Conference.

For students of management and leadership,NBAA’s annual conference organized by theAssociation’s Corporate AviationManagement Committee is a must.More information from: www.nbaa.org/events/leadership

LAST COMIC STANDING’S JOHN HEFFRON JOINED TOPHER MORRISON TO TEACHON EFFECTIVE PRESENTATIONS.


n this month’s AircraftComparative Analysis, we’llprovide information on aselection of 2011 pre-ownedbusiness jets in the $13m-$16m

range for the purpose of valuing theBombardier Challenger 300 aircraft. The current new/pre-owned percentage split forthe Challenger 300 is 45%/55%, respectively,according to JETNET records.

Within the scope of this article, we willconsider the usual productivity parameters -payload/range, speed and cabin size - andcover current and future market values. Thefield in this study includes the GulfstreamG200.

BRIEF HISTORYThe Challenger 300, formerly known as theBombardier Continental, is a new-generationaircraft designed to deliver excellent value inthe super mid-size business jet category. Itwas built to offer transcontinental range andexcellent long-range cruise speed without

sacrificing airfield performance, an eight-pas-senger cabin load, and operating costs equiv-alent to (or better than) other current mid-size jets. Ultimately, the Challenger 300 isdesigned to transport eight passengers 3,100-nautical-miles non-stop with NBAA IFRreserves.

FAA type certification was received inJune 2003, with entry into corporate servicesoon after. This aircraft is RVSM certified,and will start to be replaced by the newmodel Challenger 350 later in 2014.

MARKET SHAREAs Chart A represents, the Market Deliverypercentage share for this field of comparisonas of March 2014 was 64% for the Challenger300 and 36% for the G200 of a total 680 combined aircraft in operation.

PAYLOAD AND RANGEThe data contained in Table A (overleaf) issourced from Conklin & de Decker and alsothe Business & Commercial Aviation (B&CA)

by Michael Chase


❯

I

Bombardier Challenger 300

AIRCRAFT COMPARATIVE ANALYSISBOMBARDIER CHALLENGER 300

CHALLENGER 300GULFSTREAM G200

Market Delivery Share % March 2014

36%

Challenger 300 (2003 - Present)

Gulfstream G200 (1999-2012)

Total 680 Aircraft

64%

CHART A - MARKET SHARE

SOURCE: JETNET

AirCompAnalysisApril14_ACAn 18/03/2014 16:18 Page 1

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

1999 Gulfstream V s/n 565Engines on RR Corporate Care, APU on MSP, Avionics onHoneywell HAPP, On Honeywell Mechanical Protection (MPP),Aircell Wi-Fi, Heads Up Display, Interior refurbished 2011

2001Gulfstream IV-SP s/n 1445Well cared for aircraft, Upgraded APU on MSP, Avionics onHAPP, Wi-Fi internet, ASC 481 (ADS-B Out), Satellite &digital phones, Part 135 equipped, Paint and interior inexcellent condition

1996 Gulfstream IV-SP s/n 1296APU on MSP, Avionics on HAPP, ATG-4000 broadbandtransceiver Wi-Fi, Racal MCS 6000 SATCOM, Airshow4000, ASC-469 Water Line Heater Upgrade

1990 Gulfstream IV s/n 1137Engines 300 hrs since midlife, APU on MSP, 72-mo. insp.10/2013, Direct TV, ASC 469 Water Line Ribbon Heater12/ 2010, New carpet, side panels & divan fabric 11/2011

2000 Citation X s/n 750-0122Engines RR Corporate Care, APU on Aux Advantage, 9-yrinsp. & Doc 3 c/w Aug/Sept. 2011, 4500 hr. c/w 8/2008,Maintained Part 135

2005 Gulfstream 200 s/n 12610 passenger, Engines on ESP, APU on MSP, Avionics onCASP Program, 8C insp. in progress (pre-buy opportunity)Autothrottle

2006 Challenger 604 s/n 5633Engines on GE OnPoint, APU on MSP Gold, On SmartParts, Precision Plus Upgrade w/ Autothrottle, Hi-speedinternet & wi-fi, Gross weight increase mod, New Interior& paint 2012, Operated Part 135

2005 Embraer Legacy 600 s/n 14500933Engines & APU 100% JSSI, 8-yr “C” check 8/2013, Paint1/ 2012, interior 9/2011, Steep Approach Kit (LondonCity), Has operated Commercial EU-OPS 1

1999 Hawker 800XP s/n 258419Engines on MSP, Avionics on HAPP, New paint & refreshedinterior 2007, On CAMP, on Hawker progressivemaintenance schedule

Price $2,395,000

Price $5,495,000

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

Price $4,950,000

Price $7,800,000

LEAS Single April_LEAS 17/03/2014 14:53 Page 1


May 2013 issue. As we mentioned in pastarticles, a potential operator should focus onpayload capability as a key factor. TheChallenger 300’s ‘Available payload withMaximum Fuel’ at 1,105 lbs is considerablymore than that of the Gulfstream G200 (650lbs). Also, depicted – according to AircraftCost Calculator the Challenger 300 burns 270gallons per hour (GPH), which is 20 GPH(8%) more fuel than the Gulfstream G200 at250 GPH.

CABIN VOLUMEAccording to Conklin & de Decker, the cabinvolumes of the Challenger 300 (at 860 cubicfeet) and the Gulfstream G200 (at 868 cubicfeet) are basically the same. The Challenger300 is four feet longer than the GulfstreamG200, while the G200 cabin is taller than theChallenger 300, as depicted in Chart B (left)(illustration by the UPCAST JETBOOK).

POWERPLANT DETAILSPowered by two Honeywell HTF7000engines, the Challenger 300 powerplantseach offer 6,826 lbs of thrust. The G200 ispowered by a pair of Pratt PW306A enginesoffering less thrust at 6,040 lbs each.

COST PER MILE COMPARISONSUsing data published in the May 2013 B&CAPlanning and Purchasing Handbook and theAugust 2013 B&CA Operations PlanningGuide we will compare our aircraft. Thenationwide average Jet-A fuel cost used fromthe August 2013 edition was $6.08 per gallonat press 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 Challenger 300 to the G200 fac-toring direct costs, and with each aircraft fly-ing a 1,000nm mission with an 800 pound(four passengers) payload. The Challenger300 at $4.77 cost per mile is slightly lowerthan the G200 ($4.83) cost per mile.

TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’, illustrated in ChartD (left) (defined as the cost of Fuel Expense,Maintenance Labor Expense, Scheduled PartsExpense and Miscellaneous Trip Expense)reveals the Challenger 300, at $2,158, costsmore per hour than the G200 at $2,021.

PRODUCTIVITY COMPARISONSThe points in Chart E (top right) center onthe same aircraft. Pricing used in the verticalaxis is as published in the B&CA August2013 Operations Planning Guide. The pro-ductivity index requires further discussion in


CHART C – COST PER MILE*

* 1,000 nm, 800 lbs Payload Mission Costs

TABLE A – PAYLOAD & RANGE

MTOW

(lb)

Max

Fuel

(lb)

Max

Payload

(lb)

Avail

Payload

w/Max Fuel

(lb)

Max

Fuel

Range

(nm)

38,850

35,450

Max P/L

w/avail.

fuel IFR

Range (nm)

Data courtesy of Conklin & de Decker; ACC; B&CA magazine May & Aug. Editions.

Model

Challenger 300

Gulfstream G200

Fuel

Usage

(GPH)

14,045

15,000

270

250

3,350

4,050

1,105

650

3,340

3,530

2,581

2,371

US $ per nautical mile

$0.00 $3.00

Gulfstream G200

Challenger 300

$1.00 $6.00 $4.00

$4.83

$2.00 $5.00

$4.77

CHART D - VARIABLE COST

US $ per hour

$0 $2,000

Challenger 300

Gulfstream G200

$1,000

$2,021

$3,000

$2,158

Source: B&CA August 2013 Operations Planning Guide

SOURCE: UPCAST JETBOOK, www.upcast-media.com

CHART B - CABIN CROSS-SECTION




that the factors used can be somewhat arbi-trary. Productivity can be (and it is here)defined as the multiple of three factors:

1. Range with full payload and available fuel;

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

3. The cabin volume available for passen-gers and amenities.

The result is a very large number so forthe purpose of charting, each result is divid-ed by one billion. The examples plotted areconfined to the aircraft in this study. A com-puted curve fit on this plot would not bevery tight, but when all business jet aircraftare considered, the “r” squared factor wouldequal a number above 0.9. Others maychoose different parameters, but seriousbusiness aircraft buyers are usuallyimpressed with Price, Range, Speed andCabin Size.

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Challenger 300, as shown in the produc-tivity index, is highly productive.

The acquisition price of the Challenger300 is more than the Gulfstream G200, as isthe total hourly variable cost – however,although the Challenger 300 offers slightlyless cabin height, it offers more length, is lessexpensive to operate on a cost-per-mile basis,and offers nearly double the available pay-load of the G200, with maximum fuel, alongwith a higher long range cruise speed.

Table B (right) contains the averageequipped prices from Vref for each aircraftbased on 2011 pre-owned prices. The longrange speed, cabin volume and maximumpayload values are from Conklin and deDecker. The number of aircraft in-operation,percentage ‘For Sale’ and sold (last 12months) are as reported by JETNET.

ASKING PRICES VS AFTT/AGEChart F (right), sourced from the Multi-dimensional Economic Evaluators (MEE)Inc., (www.meevaluators.com), shows a Valueand Demand chart for the Challenger 300.The current pre-owned market for theChallenger 300 shows 27 aircraft ‘For Sale’.Twelve of these 27 have an asking price,while 15 are inviting offers. We have plottedthe 12 with asking prices into our chart.

Left: The Value of Challenger 300s is cor-related to their usage as measured by theirTotal Time in Hours. Note that at least oneObservation, No. 9, is more than 2 standarddeviations higher than its prediction. We canbe confident that Observation 9 is over-priced. It has been on the market for 406days. The ‘average days on the market’before a Challenger 300 is sold is 214 days.

Index

Pri

ce

(M

illio

ns)

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

0.8$0.0

$5.0

Gulfstream G200

$25.0

1.0 1.2 1.4 1.6

$20.0

$15.0

$10.0

Challenger 300

CHART E - PRODUCTIVITY

Model

Long RangeCruise Speed

Cabin

Volume

(cu ft.)

MaxPayload

w/avail fuel

range(nm)

%

For Sale

In -

Operation

Challenger 300

Gulfstream G200

459

430

VREFPrice $

(Model Year)

Data courtesy of Conklin & de Decker; JETNET; Operations Planning Guide B&CA

* Pre-owned Full Sales Transactions in the past 12 months, Source: JETNET

860

868

2,581

2,371

434

246

6.20%

10.20%

$16m (2011)

$13m (2011)

Sold*

47

40

TABLE B - COMPARISON TABLE

Price = 22.1Qty -0.376

R 2 = 0.9998

$0

$2

$4

$6

$8

$10

$12

$14

$16

$18

$20

2 4 6 8 10Quantity

Challenger 300 Demand

Pric

e 201

4$M

ob 1ob 2 ob 3

ob 4 ob 5 ob 6

ob 7

ob 8

ob 9ob 10

ob 11

ob 12

246810121416Years

Challenger 300 Value From Age in Years

+2

+1

-2-1

Price (unbiased) =3.37e+07 *Years -0.4932

Adj R 2 = 79.4%, P-Value = 0.01%

0

CHART F - ASK PRICES vs AFTT & AGE

Source: Multi-dimensional Economic Evaluators (MEE)

❯

Compare, for contrast, Observation 2. In this view, we show it to be only slightly overpriced. The chances are that Observation2 is correctly priced.

(As noted by JETNET in Table B, therewere 47 Challenger 300s sold over the past 12 months so it is an active marketplace withample buyers. However, many factors are tobe considered in addition to the asking prices- such as optional equipment, fresh paint andinterior, the maintenance performed, etc.)

Right: The Demand Curve on the right ishighly correlated (R2=0.99) and it is very shal-low as its slope is -0.376. This means that thereis more money at the lower end of the marketthan at the upper end. The demand curverevealed we can separate the data into threebins. The lowest bin has the most quantityranging in asking prices below $12m.

One can read from the total time hours(green) of an aircraft across to the demandcurve (red) to find a reasonable asking price.




DEPRECIATION SCHEDULE FORBUSINESS AIRCRAFTAircraft that are used in a trade, business, orfor the production of income that are prima-rily operated domestically, and not used incommon or contract carriage may be depre-ciated over a five-year Modified AcceleratedCost Recovery System (MACRS) schedule.Aircraft used in common or contract car-riage (e.g., Part 135) are depreciable underseven-year MACRSs, see Table C (right).

For illustrative purposes, Table D (right)shows an example of using the MACRSschedule for a 2011 Challenger 300 inPrivate (Part 91) and Charter (Part 135)operations over five- and seven-year peri-ods assuming a Vref retail value of $16.0million.

LOCATION BY CONTINENTThe major based-at locations for theChallenger 300, per information compiledby JETNET in its STAR reporting system arethe United States (73%) and Europe (16%);an aggregate of 89% of the fleet.

RANGE COMPARISONChart G (right) shows the circle ranges fromShanghai, China, for both the Challenger300 and Gulfstream G200, as sourced fromAircraft Cost Calculator. The Challenger 300shows greater range coverage than theGulfstream G200. [Note: For jets and turbo-props, ‘Seats Full Range’ represents themaximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occu-pied. ACC assumes NBAA IFR fuel reservecalculation for a 200 nautical mile alternate.The lines depicted do not include windsaloft or any other weather-related obstacles.]

SUMMARYWithin the preceding paragraphs we havetouched upon several of the attributes thatbusiness aircraft operators value. There areother qualities such as terminal area per-formance, time to climb performance, andmaximum transition altitude levels thatmight factor in a buying decision, too, however.

Essentially, the Challenger 300 fares wellagainst its competition, so those operatorsin the market should find the precedingcomparison of value. Our expectations arethat the Challenger 300 aircraft will contin-ue to do very well in the pre-owned marketfor the time being.For more information: Michael Chase is president ofChase & Associates, and can be contacted at: 1628Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Email: [email protected], Web: www.mdchase.com

CHART G - RANGE COMPARISON

Full Retail Price - Millions $16.0Year 1 2 3 4 5 6Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% 5.8%Depreciation $3.2 $5.1 $3.1 $1.8 $1.8 $0.9Depreciation Value $12.8 $7.7 $4.6 $2.8 $0.9 $0Cumulative Depreciation $3.2 $8.3 $11.4 $13.2 $15.1 $16.0

Full Retail Price - Millions $16.0Year 1 2 3 4 5 6 7 8Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% 8.9% 8.9% 4.5%Depreciation $2.3 $3.9 $2.8 $2.00 $1.43 $1.43 $1.43 $0.71Depreciation Value $13.7 $9.8 $7.0 $5.0 $3.6 $2.1 $0.7 $0.0Cumulative Depreciation $2.3 $6.2 $9.0 $11.0 $12.4 $13.9 $15.3 $16.0

2011 Challenger 300 - Private (Part 91)

2011 Challenger 300 - Charter (Part 135)

Source ACC – www.aircraftcostcalculator.com

TABLE D - MACRS DEPRECIATION SCHEDULE$16.0M CHALLENGER 300

Year Deduction Year Deduction1 20.00% 1 14.29%2 32.00% 2 24.49%3 19.20% 3 17.49%4 11.52% 4 12.49%5 11.52% 5 8.93%6 5.76% 6 8.92%

7 8.93%8 4.46%

Following is the MACRS schedule for

PART 91:

Following is the MACRS schedule for

PART 135:

TABLE C - PART 91 & 135 MACRS SCHEDULE

Next month in Comparative AnalysisDassault Falcon 900 EX/EASy

SOURCE: AIRCRAFT COST CALCULATOR

SOURCE: NBAA


General Aviation April_Layout 1 17/03/2014 14:59 Page 1


he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

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

This month’s category of aircraft -Turboprops – appears opposite, to befollowed by Large Cabin Jets nextmonth.

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

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

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

T

AIRCRAFT SPECIFICATIONS:TURBOPROPS

Aircraft Performance& Specifications

MAY ISSUE: Large Cabin Jets

JUNE ISSUE: Medium Jets

JULY ISSUE: Entry Level & Light Jets

AUGUST ISSUE: Turboprops

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs Intro April14_AC Specs Intronov06 18/03/2014 11:30 Page 1

❯

$1,297.93

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,270.59

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1152

3888

4002

1953

474

274

274

204

2

PT6A-135A

BEEC

HCRA

FT K

ING

AIR

C90G

Tx

$1,132.42

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

640

940

4519

3692

2010

495

250

234

195

2

PT6A-21

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$1,277.97

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,162.12

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

940

4519

3692

2000

554

250

234

195

2

PT6A-21

$1,318.60

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

739

1174

4519

4007

1953

474

270

270

206

2

PT6A-135A

$1,413.45

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1580

5300

4417

2448

745

290

283

226

2

PT6A-42

BEEC

HCRA

FT K

ING

AIR

B200

BEEC

HCRA

FT K

ING

AIR

C90G

TiBE

ECHC

RAFT

KIN

G AI

R C9

0SE

BLAC

KHAW

K KI

NG A

IR C

90 X

P135

A

BEEC

HCRA

FT K

ING

AIR

C90B

BEEC

HCRA

FT K

ING

AIR

C90G

T

TURBOPROPS

BEEC

HCRA

FT K

ING

AIR

B200

GT

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

$1,555.30

4.8

4.5

16.7

303

4.3

2.25

55

-

2

6

12500

12500

8760

3645

185

2240

960

1650

3640

4437

2450

745

305

298

226

2

PT6A-52


AircraftPer&SpecApril14_PerfspecDecember06 18/03/2014 11:34 Page 1

$1,584.02

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1550

3300

4140

2700

622

320

310

234

2

PT6A-60A

$1,580.44

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

10000

3611

1489

2500

1440

1550

3300

4143

2700

622

320

310

234

2

PT6A-60A

BEEC

HCRA

FT K

ING

AIR

350i

AIRCRAFT SPECIFICATIONS

$1,574.92

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8980

3645

-35

2020

636

1575

3925

4625

2437

682

292

282

232

2

PT6A-52


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,598.56

4.8

4.5

19.5

355

4.3

2.23

55

-

2

8

16500

15675

10585

5192

823

2415

1635

2365

5105

4770

2400

337

303

265

238

2

PT6A-60A

$664.65

4.5

5.3

12.75

254

4.19

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

835

2055

2508

1234

-

186

175

147

1

PT6A-114A

$740.52

4.5

5.3

16.75

340

4.2

4.07

32

-

1

9

8807

8500

5305

2247

1290

3195

494

739

2742

2800

1331

-

194

187

162

1

PT6A-140

$672.75

4.5

5.3

16.75

340

4.2

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

789

2420

2625

975

-

184

182

156

1

PT6A-114A

CESS

NA 2

08B

GRAN

D CA

RAVA

N

BEEC

HCRA

FT K

ING

AIR

350i

ERCE

SSNA

208

CAR

AVAN

CESS

NA 2

08B

GRAN

D CA

RAVA

N EX

BEEC

HCRA

FT K

ING

AIR

250

BEEC

HCRA

FT K

ING

AIR

350

BLAC

KHAW

K XP

42A


$926.01

4.5

5.3

16.75

340

4.2

4.08

33

112

1

9

9062

9000

5300

2224

1573

3200

627

734

2195

2625

1214

-

198

186

159

1

PT6A-42A

TURBOPROPS



$944.94

4.1

4

10

120

3.9

3.5

30

5.9

1

5

7394

7024

4589

1910

931

1443

1102

1214

3100

3750

2005

-

320

316

255

1

PT6A-66D

$1,693.19

5.8

6.1

14.9

375

4.4

2

16

44.15

2

6

11550

10945

8000

2802

798

1800

980

1440

3100

4550

2950

756

390

354

310

2

PT6A-66

PIAGG

IO A

VANT

I P18

0

$803.54

4.1

4

10

120

3.9

3.5

30

5.9

1

5

7394

7024

4889

1887

654

1143

1000

1200

3100

3750

1570

-

292

290

255

1

PT6A-64


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,520.87

5.8

6.1

17.5

375

4.4

2

16

44.15

2

6

12100

11500

8500

2802

848

1300

752

1364

3500

4417

2600

680

363

346

314

2

PT6A-66B

$946.16

4.75

5

16.9

326

4.5

2

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1660

2450

2783

1680

-

261

261

209

1

PT6A-67B

$948.05

4.83

5

16.92

330

4.42

2

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1635

2450

2783

1920

-

280

268

209

1

PT6A-67P

$636.57

3.9

4.2

12.3

120

3.8

2

20

-

1

5

5092

4850

3663

1140

331

1187

489

1091

2000

1950

1556

-

267

262

225

1

PT6A-42A

PIPER

MER

IDIA

N PA

46T

P

PIAGG

IO A

VANT

I P18

0 II

PILAT

US P

C-12

PILAT

US P

C-12

NG

DAHE

R-SO

CATA

TBM

700

C2DA

HER-

SOCA

TA TB

M 8

50

QUES

T AIR

CRAF

T KOD

IAK


$639.10

4.5

4.8

15.5

248

4.1

4.1

38

-

1

5

7255

6690

3975

2110

1220

2515

524

845

1720

1933

1338

-

180

154

133

1

PT6A-34

TURBOPROPS

■




t all starts – and sometimes ends– with trust. People who flytrust their lives, and the lives oftheir family, friends, and co-workers, into the hands of

pilots, mechanics and the support personnelwho are charged with an aircraft’s safe opera-tion. And because most aircraft passengersand owners can’t fly, turn a wrench, or assessthe capabilities of those who do, they musttrust in our reputation for safety.

This premise is so basic to our industrythat we sometimes take it for granted – whichis something we can never afford to do. Thatis most likely the reason that last month theNBAA Safety Committee created a list of tenTop Safety Focus Areas(www.nbaa.org/ops/safety/top-safety-focus-areas/index.php), to help keep our focus whereit belongs:

Professionalism; Positive Safety Culture;Single-Pilot Safety; Fitness for Duty; AirportSafety; Skills; Distraction Management; PublicPolicy; Technology Management; and TalentPipeline.

It’s that last one that caught my eye. I’vewritten before about the coming shortage ofskilled, experienced pilots. We’re on the cuspof recovery: flight activity is up according toARGUS, Avinode and JSSI tracking data inboth Part 91 and charter flying– even into theUkraine during the current political upheaval.And GAMA projects growth in new aircraftdeliveries, primarily in large-cabin, long-rangeaircraft.

New aircraft delivered means an expandedworldwide fleet. So we need to grow theworldwide population of experienced pilots,just as the largest cohort of experienced pro-fessional pilots, the Baby Boomers, has begunto reach the mandatory commercial airlineretirement age of 65.

That cohort, in large measure, gained itsnecessary flight experience and qualificationsin the military – no longer an option intoday’s smaller cadre of armed forces. We’renot replenishing that aging pool of qualifiedand experienced professional pilots fastenough via civilian channels. The cost to gofrom zero to ATP rating with the necessaryflight hours is comparable to the cost of afour-year undergraduate degree program.That leaves many freshly-minted commercial-ly-rated pilots with a hefty student loan debt.

The recently-enacted higher flight timeminimums for commercial carrier first officersare a new hurdle for those carriers to sustaincurrent activity, let alone accommodategrowth. The 2010 Congressional mandate thatairlines’ first officers have an Airline TransportPilot certificate rather than the previously-required commercial rating, coupled with a600% increase in flight hours experience (from250 to 1,500 hours), has forced many regionalsto cut service schedules. Those reduced sched-ules even forced United to shutter itsCleveland-Hopkins hub earlier this year.

Pilots with that level of experience, andthat amount of loan debt, simply aren’t will-ing to fly for regional airline first officersalaries (below $25,000). So the major airlines,with starting first officer salaries above$60,000, will pull from the regional ranks, fur-ther reducing scheduled service to outlyingareas.

Those reduced and eliminated commercialschedules open the door for more BusinessAviation activity, as the only expeditiousaccess to more remote cities and towns. Moreflight activity, more Business Aviation pilotsneeded – all at a time when experienced pilotsare even harder to come by. To quote theNBAA Safety Focus:

“The forecasted shortage of Business Aviationprofessionals will create challenges in attracting,developmental mentoring, and retaining new pro-fessionals who can safely manage, maintain, serv-ice and fly Business Aviation into the future.

“Commercial operators with more resources areexpected to scoop up many qualified candidates,leaving Business Aviation to fend for itself.Today's aviation professionals must begin torecruit and mentor the professionals of tomorrow.”

This all placestremendous pressureon the cost structureof both Business andCommercialAviation to sustaincurrent activity –and to grow. Inorder to keep thetrust in our ability tofly safely, very soonboth segments willbe competing for experienced and qualifiedpilots. That means rising ticket prices – andbusiness jet operating costs.

Professional sports in the US controlreplenishment of their ranks with qualifiedpersonnel via a draft of both freshly-mintedcollege athletes and minor-league players. Astempting as it might be to draft directly fromthe better aviation colleges, flight and voca-tional schools, I can’t think of anyone whomight want to fly with a “sixth-round draftchoice”.

It comes back to that issue of trust andsafety. Everyone wants to fly with an all-starflight and ground crew, and every ownerwants to believe that their crew is one of thebest in safety and service. Cost might be a dif-ferent matter, as the laws of supply anddemand, and the rules of the free market willdrive up the cost of the more qualified, moreexperienced pilot.

We value competition to make the variousaspects of our lives better, whether competingwith others, with an industry standard, orsimply with ourselves. Competing in the freemarket comes at a price. In aviation safety,that price now may well be the cost of a “first-round draft pick”.

❯ Gil Wolin draws on more than forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. Hisaviation career incorporates aircraft management,charter and FBO management experience (with TAGAviation among others), and he is a frequent speakerat aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, andcurrently serves on the Advisory Board for CorporateAngel Network and GE Capital Solutions-CorporateAviation. He can be contacted at [email protected] www.wolinaviation.com

First Round Draft PicksEveryone wants to

fly with an all-star flightand ground crew, andevery owner wants tobelieve that their crew is one of the best insafety and service.

VIEWPOINT

Iby Gil Wolin

Gil WolinApril14_Gil WolinNov06 18/03/2014 09:55 Page 1

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wner’s interacting with their air-craft focus primarily on the cabin,just as pilots are focused on thecockpit and aircraft performance.For the owner, the cabin becomes

a center of experience: their office-in-the-sky, or their in-sky-theater of entertainment.What is common to any owner experience,however, is the expectation of comfort andconnectivity while the cabin avionics areintimately intertwined with most aspects ofcabin functionality.

With a significant number of aftermarketaircraft available, a buyer is faced with awealth of variability in cabin equipage, layout and capability. Cabin systems arechanging so rapidly in line with other broadappeal electronics from which they arederived. Working through this difficulty,keep in mind the mid-term goals of yourflight operation; the minimum equipage


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by Ken Elliott

Cabin Avionicsfor AircraftBuyers

Cabin Avionics for Aircraft Buyers:Ensuring you’ll get what you need froma prospective aircraft.

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Aviation Routers: They’re Smarter than you Think...

The Office In The Sky:CFO Friendly Installations that Increase Productivity.

A ‘PULL UP’ DISPLAY, STOWED WHEN NOT IN USE

Cabin Power and Today’s Electronics:Some Upgrading Considerations.

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required for the operation; and your abilityto add-on later. Newer cabin electronics aremodular, allowing for growth.

If considering replacing or upgrading thecabin avionics because in all other respects aprospective aircraft is right for the mission,then consider value against the increase costand resale of the aircraft. The ROI mustmake sense to you, the buyer, because youmay also find a different aircraft with theequipment needed.

OUT OF SIGHT ELECTRONICSUpon entering the aircraft cabin, a purchas-er has the additional burden of out of sightelectronics and hidden functionality. Seats,couches, tables, side walls, ledges and theheadliner are all in plain view, yet apartfrom selector panels and monitors, all-things avionics are tucked away with theircapabilities being even less clear.

Similarly, if you are buying an aircraftwhere the operator uses 220 VAC plug-inequipment, the aircraft outlets and powersource will need to be changed if you willuse 115 VAC. In short, it is very importantto enter the cabin with a good understand-ing of your expectations. One approach tohelp manage these, especially on larger jetcabins, is to group the avionics into sub systems as follows:

• Audio/Visual• Control• Connectivity• Information.

AUDIO/VISUALThis is intimately connected, with remoteequipment installed in cleverly created andcovered locations. The speakers need to beheard, with their location making a world of

difference. Speakers need to be driven byreliable amplifiers covering the audio fre-quency range while capturing base to treblewith ease. If the cabin has HD video ormovies, then sound is very important. If you,the prospective owner, like music to traveland/or work to, take a close look and listen tothe audio visual.

Though many aircraft are equipped withDVD players some have video storage. Thenewer Rockwell Collins Skybox, with itsApple music and movie-sharing capability,offers Apple iTunes library selections to smartdevices and displays.

Establish where within the aircraft theowner will be sitting. Pay careful attention tothe audio and display visibility from that loca-tion at the very least. Note that many club seatlocations have bulkhead monitor viewing aswell as adjacent seat viewing. Adjacent seatmonitors are usually side-ledge mounted.


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Always check the ease of access to these. Somefold out from the sidewall and some are dis-cretely stowed out of view until they are need-ed. Headphones, if supplied, can always bereplaced - but plug-in jacks can be a nightmareif worn out, intermittent or loose-fitting – socheck.

Cabin safety announcements should mutethe entertainment systems, and can originateeither in the cabin or from the cockpit.Monitors should display what the user selects,and this may range from a single video sourceto multiple video, TV and information sources.Some larger aircraft have master cabin controlsfor cabin avionics from which cabin staff willenable common source audio and video. Therecan be merit in this, but make sure you knowwhat will work best for your operation.

Displays come in many sizes, so be awarethat just because the display may be ultra-thinand HD does not mean the source videoequipment is equally modern. On legacy air-craft you should be especially aware of theattention paid to what you see when you‘walk in’, versus what makes-up the completesystem – right down to the antenna that col-lects the satellite images, and is just as criticalto the viewing experience as a monitor in thecabin.

Every bit as important is to check the moni-tor display performance when all aircraft sys-tems are running. A great way to check cabinavionics is to run everything on a test ordemonstration flight. Failing that, a rampcheck with engines running will help todemonstrate noise impacts, usually seen aslines, ripples, or ‘jitter’ on pixels as they generate an image.

This electrical noise will change with anyvariation at the source. Noise can originate

anywhere, from engines to cabin lighting.Noise as a background hum or static can alsointerfere with the audio, so check the speakersand headsets too.

CONTROLTypically ‘control’ refers to selectors mount-ed next to each seat location and ifinstalled, a single master control position.Touch screens are all the rage, includingcontrol from tablets or smart devices. Ifremotes are used in the jet you are consid-ering for purchase, bear in mind thatreplacing them is not always straightfor-ward as they may be heavily ‘customized’.A spare may be handy to keep onboard.Cabin controls provide user interface tomany functions including:

• Headphones;• Speakers;

• Audio/Video Sources;• Flight information;• Cabin environment (air/

temperature);• Cabin lighting;• Window shades and lighting.

Other controls exist for vestibules, gal-leys, vanities, lavatories and even closets.Of course they all should work - and asoften as not, the perceptive buyer will dis-cover partially operating devices. Whilecosmetic and not electronic, a buyer shouldconsider the re-plating of switch panels onlegacy purchases as they do wear, and thisis a good investment for evential re-sale.

Some switch panels use touch-sensitiveswitches as opposed to touch screen.Buyers should always ensure they can bereplaced. There are many vendors of switchpanels who may not always remain in business.

The newer control method uses a tabletand an App provided by the equipmentsupplier. The tablet will communicate viaBluetooth to a remote box that controls thecabin features. The tablet in essence takesthe place of the switch panel.

CONNECTIVITYAs communication, data and network areco-dependent, and while communicationand data cover connectivity to and from theaircraft, network focuses on what you dodata-wise, inside the aircraft. As with thecomplete aircraft acquisition, the very firstconsideration around connectivity is toknow what you want to use it for, andwhere you intend to operate.

It is highly recommended when the air-craft selection criteria includes some degreeof connectivity that you next consult withyour internal IT group. Have them adviseon what the executives of the company needfor connectivity on board. They will help


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you map out requirements based on devicesused, routing, internet and broadbanddesired.

Furthermore if you do not already usethe services of an Aircraft Service Providerfor airborne services then this is the time tobegin working with one of them, network-ing together with your internal IT group,pilots and flight department - includingyour own aircraft maintenance team. Theconnectivity extends to the cockpit, whiledownloading of data is needed for mainte-nance diagnostics, so be inclusive right fromthe start of a buying process.

Four of the airborne service providerstypically used by corporate aircraft includeARINC Direct; Satcom Direct; Satcom 1; andSITA. Three satellite services often used bythe service providers and aircraft systemsare Inmarsat; Iridium; and ViaSat (the latterprovides a General Aviation internet servicecalled Yonder, and Table A depicts its inter-net service as just one example available tothe operator of a business jet (see right)).

Become familiar with communicationsand data coverage maps to ensure the air-craft equipment, service provider andregions of service all line up for full cover-age at reasonable cost. Drill down with theprovider and your internal IT group toensure the types of services desired at a userlevel will be available. These may include802.11, GSM, POP3, VoIP, email, internet,VPN and other discrete services. Meanwhileyour IT group will ask about security of theservice options - this will be key.

Finally with CPDLC-FANS, ATN-B2 andADS-C all being introduced for internation-al operations, check with the pre-purchaseMRO or new aircraft OEM that your con-nectivity is sufficient for these NextGenData Com needs. At the very least, onboardconnectivity equipment should be capableof an upgrade rather than replacement.

The aircraft network covers how the out-side data capability is ‘piped’ throughoutthe cabin. Is there sufficient data pipeline

for all devices, and how will they connect toprovide for your needs? Most devices usedata even when not in actual use, and pas-sengers may be carrying data hungry smart-phones, tablets and laptops. The way youplan to control or network these devices inthe cabin is very meaningful to data needsand importantly, data cost.

All buyers should test the handsetsinstalled in the cabin and mounted in sever-al locations including side ledges, galleyand vestibule. Handsets should includecabin to cockpit two-way calling with visualand aural alert.

INFORMATIONThis area refers to aircraft performance,maps, charts and news (selectable on cabinmonitors). When acquiring an aircraft, beready to ask as they are not always found inthe aircraft equipment list or when navigat-ing via remote selection on-board.Information almost always involves a sub-scription, and comes in many differentmenu choices.

IN SUMMARYWhen purchasing your next aircraft, youwould be wise to create a cabin avionicschecklist. Start by knowing what you needthe aircraft for and where you intend tooperate. You should consult early with yourown company IT group, an aircraft serviceprovider and either the aircraft OEM orMRO. Connect all of these parties togetherand remember to include your flight crew,maintenance and operations manager.Reach out to senior executives for theirinput, too.

You should think mid-term, looking foradd-on capability as needed. Consider thevalue and ROI of any upgrade, and aboveall know the mission. Ultimately, a cabinthat works for the passengers from taxi totouchdown will reduce distraction for theflight crew, allowing their focus to be onsafety of flight, while the cabin occupantscan enjoy a fully comfortable, productiveflight.

� Ken Elliott is an avionicsveteran of 40 years andmore recently focused onNextGen. His work withinthe NextGen AdvisoryCouncil sub-committeebrings him close to currentand intended developmenteffort. Equally, his special-ization in low-vision oper-ations provides a deeper insight into one of the pillarsof NextGen. Ken has served the aviation industry onthree continents from light GA to large corporate aircraft. His current employer, Jetcraft, is a leadingaircraft brokerage company with worldwide presence.� More from www.jetcraft.com,

email: [email protected]


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TABLE A


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o doubt many of you reading thisarticle have installed a simplerouter in your home or office, andmight be wondering how someonecan commit an article focused sole-

ly on the router? Just hold that thought for amoment. I assure you that by the time youfinish this article you will be amazed at themyriad of features offered by today’s leadingaviation routers.

Routers have been onboard business air-craft for years, but only recently have theyevolved into an intelligent device capable ofcontrolling almost every system in the cabin.

Many operators over the last few yearshave outfitted their aircraft with connectivity,and no doubt this included installing a simplerouter to allow passengers to connect theirPersonal Electronic Devices (PEDs) to theinternet. During the same time frame therehas been a noticeable drop-off in the numberof In-Flight Entertainment (IFE) upgrades inthe cabin.

Research indicates that most passengersare content with simple internet browsing,email access and the ability to watch a pre-recorded TV episode or movie stored on theirPED.

One thing we know about the consumer -in this case our passengers - is that they con-tinually want access to the latest technologies;what is hot one day is often old news thenext. The airlines know this very well and

spend millions of dollars to have the latesttechnologies that could give them a competi-tive edge in this industry known for razor-thin margins.

This same principle applies to BusinessAviation, especially in the brokerage andcharter segments of our industry.

I have first-hand accounts of fellow pas-sengers seeking airlines that offer leadingtechnologies over competitor airlines whodon’t; fractional companies, aircraft broker-ages and charter companies are entangled inthe same competitive web. And, thus,Maintenance, Repair and Outfitting (MRO)facilities - especially the Interior and Avionicsdivisions - perpetually seek opportunities topresent new technologies and products totheir clients.

THE ‘HUMBLE’ ROUTERToday’s routers might have some technologiesand features that are familiar to you:

• Connectivity• Acceleration/Compression• Wi-Fi 802.11 b, g, n

But the ‘humble’ router does so muchmore, and all of them are scalable to fit yourneeds both for today as well as tomorrow.Although not all the routers we are going tocover have all the following features, they dohave unique capabilities that qualified them


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2008 Airbus ACJ A318 Elite

Total time 2020 Hours

19 Seat VVIP aircraft

Price ‘Make Offer’

1985 King Air F90-1

Total time 3225 Hours

Price ‘Make Offer’

2002 Global Express

Off Market

2011 Dassault Falcon 2000LX

Off Market

2012 Embraer Legacy 650

Off Market

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for this article. When you visualize the wordrouter, you may never have considered theyare capable of the following:

• Media Server ‘Center’ (Movies, TVshows);

• Streaming content;• Moving Maps;• Intelligent traffic control – allows

simultaneous use of different satelliteconnections;

• 3G/4G GSM Connectivity (SIMcard slots);

• IFE control;• Control Cabin MGT (lights, window

shades, cabin temperature, galley);• AVOD;• Video Surveillance.

The Chinese celebrate 2014 as ‘The Year ofthe Horse’; I for one consider this ‘The Year ofthe Router’. I firmly believe the followingvendors with their new deliveries of AviationRouters provide a cost effective solution torejuvenate the cabin of your business aircraft.

SATCOM DIRECT ROUTER (SDR)The SDR is the first certified hardware prod-uct delivered by the company known as theleader in voice and data services. Having oneof the best customer supports in the industryhas its benefits, and Satcom Direct turned thisinto an opportunity.

After hearing complaints about connec-tions being dropped and operators having tolog onto different IP protocols, it designed itsrouter to use multiple satellite connectionssimultaneously. Whether you haveSwiftBroadBand (SBB), Iridium, Ku-Band orthe upcoming Ka-Band, Satcom’s intelligentrouter has you covered.

Custom Applications like its trademarkAero “V” allow passengers to make calls toand from the aircraft using their own smart-phone. The passenger only needs to down-load the App and activate the Wi-Fi on theirphone, and they are ‘good to go’. Aero “X” isanother popular feature that increases thebandwidth by up to 400% allowing SB-200systems with data speeds limited to 200Kbpsto reach peak speeds of 1 Mbps.

The router also has full Private Branch

Exchange (PBX) functionality allowing call-forwarding; three-way conference calling;multiple handsets; and annunciating forincoming calls. An internal 3G/4G CellularModule and remote antenna provide world-wide voice and data coverage while on theground. This allows a more cost effective wayto download heavy files like cockpit charts orsocial media; both of which are usuallyblocked in-flight by your service provider.Remote maintenance access and softwareupdates can also be accomplished faster andcheaper.

Sample Airplane Types: Learjet 60 andGIV/IV-SP recent STC, Falcon 900, GulfstreamG450/ G550, Challenger series.

EMTEQ eCONNECTThe eConnect line of products from Emteqenhances the standard connectivity featuresby incorporating IFE functionality into therouter. Titled EasyHD, this solution can func-tion as a standalone High Definition (HD)entertainment system or integrate directly tothe system currently on board your aircraft.

Versatile by design, the unit will work withyour existing switch panels and wiring reduc-ing both down-time and costs. Additionally,the unit has Cabin Management System(CMS) functionality that allows your PED tocontrol lighting, temperature, window shadesand the galley. The eConnect was developedwith a universal HTML5 interface that worksnicely with many operating systems, includ-ing Apple; Android; Windows; Blackberry(and more).

Housing one Terra Byte of storage forAudio Video on Demand (AVOD) and a 2D

moving map, passengers can stream contentdirectly to their PED or view a movie or TVshow on an existing monitor. Content can bestored on the file server so passengers canshare movies, business documents and even aPowerPoint presentation. Media can be trans-ferred through the ultra-fast 802.11 a/b/n2.4GHz Wi-Fi or the full speed USB 2.0.

Sample Airplane Types: BombardierChallengers & Globals; Gulfstreams (GIVs/GVs);Hawker 400; Pilatus PC-12.

VISION SYSTEMS VISIBOXVision Systems, based in Brignais, France hasintroduced a compact 2MCU unit titledVisiBox. Small in size yet powerful anddynamic, this unit is capable of providingstandard router functionality coupled withCMS, IFE and video components. Utilizingcatchy subtitles like VisiMedia, VisiStream andVisiEye, this packaged solution can fit intobusiness aircraft.

VisiMedia and VisiStream combine to allowpassengers access to video and audio content;moving maps; safety briefings; and externalcamera views from up to three different zones,and in different languages. User-friendly, cus-tom-designed Graphical User Interface (GUI)icons loaded on your PED gives passengers aclear and easy way to select what content theywant to view. Connectivity is part ofVisiMedia covering internet; Wi-Fi; email; andvoice solutions.

VisiEye is a real-time fully digital video sur-veillance system similar to what you see in ahome or an office. Integration of internal andexternal cameras allows simultaneous viewingof four cameras on the same screen. One appli-cation even showed an external camera viewsuperimposed on the moving map display.

Sample Airplane Types: Falcons; BBJs;airliners.

ICG eROUTERICG has introduced a new trio of routers. Forthis article, we focus on the ERT-120 model.The name indicates both a sense of pride andconfidence that ICG got it right: ERT standsfor Enhanced Routing Technology. Forgoingany ties to IFE and CMS (at least for now), the

EMTEQ eCONNECT


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engineering team at ICG feels its concentratedeffort on defining the standard router descrip-tions has paid off. Although the following fea-tures are not unique to ICG or the ERT-120,the scalability and flexibility of the design canmake this unit fit any aircraft configuration.

User Management provides validation,security and prioritization control for passen-gers and allows the router to be configured sothat a certain user or user-group would getpriority bandwidth when connecting to thesystem.

I believe the simplest way to understandthis would be to look at a typical VIP wide-body aircraft: Usually these aircraft have sepa-rate cabins for the VIP personnel and theother passengers. Priority routing would iden-tify who just logged on and provide themwith the best connection, bandwidth andsecurity protocols. The sophistication of therouter allows it to match the connectingdevice with the logon ID and prevent some-one who compromised the ID from enteringthe system.

For business aircraft flying the companyCEO and CFO who have access to the compa-ny domain through a Virtual Private Network(VPN), security is imperative. We can allrelate to the exposure and danger associatedwith Wi-Fi and networks. Just think abouthow many times you activate the Wi-Fi onyour device and multiple networks are foundwith no encryption or logon required. Thesame thing can happen to your aircraft whileit sits at the FBO waiting for the cabin occu-pants to arrive!

Couple these features with a router thatensures an acceptable Quality of Service (QoS)level and seamless transition from network-to-network is transparent to the end-user, youhave a very smart device.

Sample Airplane Types: Falcons;Gulfstreams; Challengers.

AIRCELL UCS-5000The Universal Cabin Server (UCS) introducedby Aircell combines both a smart router and adynamic media server. This combinationbrings connectivity, IFE and information serv-ices to the cabin in a unique way.

The smart router delivers everything fromWi-Fi to an internal 4G modem; includingPBX functionality and control of voice anddata over multiple networks. A single log-onallows the user to access everything in thecabin including all the networks, internet,voice and even ancillary devices like a printer.

The 4G modem can also be used on theground to upload weather and the latest newsto the hard-drive that can be viewed later in-flight. This means that if the aircraft were toland to refuel or the trip had multiple stops,the information would be refreshed when onthe ground.

The media server does allow users to shareand store files, but the real operational marvelis Gogo Vision. This entertainment servicedelivers on-demand movies, TV shows andflight information to the passengers. Contentis stored on the media server and streamed toyour personal device anywhere in the cabin.The content truly is the latest releases andmaterial to date.

Coupled with Gogo Cloud, the UCS-5000eliminates the time consuming task (and frus-tration) of trying to copy and load contentyourself. By utilizing a revolutionary Wi-Fibridge connection at a participating FBO thenew content is loaded automatically into theserver. Flight departments can also purchasethe equipment and become Cloud-approvedto update their own aircraft.

A third option is to have a loaded USBdrive sent to your location; meaning you sim-ply plug the drive into the USB port and itloads automatically. Keep in mind that youwill have to have some type of datalinkonboard like an Aircell Air to Ground (ATG)or SBB system to authenticate the content.

Sample Airplane Types: King Air 300;Embrears; Falcons; Citations; BBJs; Gulfstreams.

STCs AND ANCILLARY COSTSInstallation of the routers covered in this arti-cle or any other router that incorporates Wi-Fiwill require an approved Supplement TypeCertificate (STC) by the local regulatoryauthority. For operators that choose to add theoption for streaming content, be aware thatyour router must provide 802.11(n), whichdelivers the required bandwidth and datarates. Most legacy routers onboard today’sbusiness jet fleet only have 802.11 (b) or (g),which do not support streaming. The goodnews is that all these companies offer incen-tives to their dealers for first-of-type certifica-tion and many STCs are currently in process.

Pricing for the standard router capabilitiesis quite comparable, but like any commodityonce you start to add the extra features theycome with a cost. Activation of Gogo Visionwill require a one-time software key purchasealong with a monthly fee for the loading ofcontent, and a surcharge for each movie andTV show. Ordering a customized VisiBox oreConnect router that provides IFE and CMS

capabilities will quickly add costs that couldapproach the price of the original router.

3G/4G connectivity on the ground willcarry a monthly fee for limited voice and dataservices, too. Moving maps are considered anupgrade with most of the companies report-ing availability later in 2014. Although onevendor stated the map is included in theirstandard pricing, you can be assured that themore sophisticated maps will come withadditional cost.

THE FUTURE?Routers will continue to evolve and add fea-tures and benefits for the crew, maintenancedepartments and passengers. Some of the pos-sibilities we could see very soon includes:

• Flight Data Monitoring;• Engine Parameters;• System Diagnostics;• Medical Vitals (Air Ambulance);• Database Updates.

We often see words like ‘flexible’, ‘scalable’and ‘upgradeable’ used to describe new prod-ucts. Today’s aviation routers fit thosedescriptions like a glove. Take the time to findthe right unit that matches both your price-point and business objective, but make sureyou plan your “route” for the future.

❯ Brian Wilson oversees allactivities related to BanyanAir Services’ avionicsdepartment - includingsales promotions, aircraftavionics installations, benchand line troubleshooting,engineering and usedavionics component sales.His avionics career started30 years ago, when hejoined the U.S. Navy as an Avionics Technician.Wilson has also worked at Midcoast Aviation,Raytheon, Bombardier/Learjet and Jet Aviation inWest Palm Beach where he headed the Avionics,Engineering and Interior departments. He serves onthe Rockwell Collins Dealer Board, and sits on theAEA Board. Brian can be reached at 954-232-3606 or [email protected]

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usiness aircraft are essential toolsfor making businesses run efficient-ly and helping to grow and main-tain relationships with customersand vendors all around the world.

As a business tool, most business owners andtravelers would prefer ideal conditions fortheir aircraft to not only be the most efficientway to travel, but a true office in the sky.

Imagine how many hours a company’smiddle- and upper-management spend trav-elling being less productive than they couldbe. To calculate this, take each person in theairplane, multiply by the average hourlysalary rate, times the number of hours flownin the month. You will find that in most cases,you are spending thousands of dollars of lostproductivity each month by not being con-nected with the technology that is availabletoday, at prices that are more competitive thanever. Wi-Fi and other options for ‘connectivi-ty-in-the-sky’ are therefore CFO-friendlyinstallations.

In addition to cost associated with lost pro-ductivity, you might also want to consider the

‘quality of life’ aspect for the passengers. Ifyou are a business owner, you have a busi-ness to run, and you want your most impor-tant assets - your employees - to be at the topof their game. Offering them a true ‘office inthe sky’ aboard your airplane allows thoseemployees to take advantage of otherwise losttime and turn it into a highly efficient officeenvironment.

By maximizing your employee’s time inthe air, you can allow them to have a betterquality of life on the ground. Employeemorale can be so much higher if your mosttrusted group of individuals can be fullyengaged in their child’s soccer game afterwork, or fully devote proper time and atten-tion to their spouse when they are at homebecause their travel time was used effectivelyto manage their workload.

Offering a higher quality of life with air-craft connectivity can not only keep your cur-rent managers performing to their highestlevel, but also act as a powerful recruitingtool. Imagine having a key middle-manage-ment position available for a highly qualified-


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candidate that has a few good job opportuni-ties they are considering. Each option pays asimilar wage and they are situated in similarareas, but one option offers not only anairplane for efficient travel, but an airplanethat acts as an office so the prospectiveemployee can have more free-time when theyare on the ground. This could very much actas an incentive to land the next generation offorward-thinking individual for yourbusiness.

Many airlines, charter operators and larg-er-cabin aircraft owners have realized the end-less benefits of keeping their passengers con-nected in the air, paving the way for beingconnected in-flight to become something of anunwritten requirement. Many companies,such as Aircell, have realized that connectivityis an ever-growing need for aircraft, not onlyin the airline and charter businesses, but forall business aircraft around the world.

Connectivity systems are pretty straight-forward to install as they do not add muchweight to the aircraft and can be installednearly anywhere in the airplane. Oftentimesyou do not have to sacrifice items such ascabin entertainment to install the systems.

Traditionally, the high cost of equipment,installation and monthly service have limitedconnectivity technologies to larger aircraft -however, there have been many recentchanges that will allow operators of mid-cabin

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and smaller cabin jets and turboprops manyof the same advantages that larger operatorsenjoy for significantly less cost.

Having a connectivity solution in your air-craft not only gives you many benefits for youand your employees but also a nice sellingpoint when you are ready to move on toanother aircraft.

TYPES OF SYSTEMSIn general, in-flight connectivity can be splitinto three categories:

• Iridium service;• Gogo Biz Broadband; and• Inmarsat Service.

Iridium service is a voice-only solutionthat uses the Iridium satellite network (utiliz-ing low Earth-orbit satellites). Iridium serviceoffers full global voice coverage – even overthe poles. Iridium service can be used fromthe time the aircraft is powered-up until it ispowered down. It does not offer any broad-band data packages, but systems such as theAircell Axxess allow options to add broad-band service by adding the Aircell ATG 4000.

For operators in North America, the mostcommon broadband Wi-Fi system is the GogoBiz Air-To-Ground (ATG) system. This systemuses Aircell’s Gogo Biz cellular-based networkthat has more than 160 towers in NorthAmerica which have been equipped to have

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www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – April 2014 93Advertising Enquiries see Page 8



their signals sent toward the sky rather thanthe ground. ATG systems come in the stand-alone ATG 5000 and the ATG 4000 (whichrequires an Aircell Axxess system).

Both the ATG 5000 and ATG 4000 allowyou the widest range of broadband connectiv-ity, with voice connectivity for up to twosimultaneous calls. Both systems give you theoption to use broadband on your laptop,smartphone or tablet and are compatible withpersonal smartphones with the Gogo Text &Talk service. The systems are restricted to useabove 10,000 feet above ground or higher andwill not function outside of North America.

Until recently, owners of smaller aircrafthad difficulty justifying the cost of broadbandsystems. However, last September, Aircellannounced the ATG 2000; a business-focusedversion of its larger ATG 4000 and 5000 sys-tems. With a retail price of approximately$57k, the ATG 2000 is designed to be installed

with minimal downtime in conjunction with amaintenance event.

Elliott Aviation has already pursued STCsfor the installation of the ATG 2000 system inmultiple small and mid-size aircraft, includingHawker 800/850/900, Phenom 300, King Air350 and King Air B200/B200GT models -allowing thousands of aircraft a more palat-able option for keeping them and their pas-sengers effective and efficient in flight.

The Aircell ATG 2000 is ultimately posi-tioned as a more affordable cabin broadbandwireless system aimed at mid- and small-sized jets and turboprops that will allow pas-sengers to connect to the internet via laptops,smartphones and tablets. In addition to inter-net, voice service is available on your personalcell phone using your own mobile number oron Gogo OnePhone cabin handsets via theGogo Text & Talk service.

A Gogo OnePhone can be used withIridium systems and any Gogo Biz systemand offers customers an android-based phonededicated to the airplane. This device offerssuperior voice quality, advanced noise-reduc-tion technology and a large display.

INTERNATIONAL OPERATORSFor international operators, one of the bestsolutions available is an Inmarsat solution.Inmarsat is a network of satellites that providephone and data services almost anywhere inthe world. In addition to the Inmarsat systemitself, you can have a low-gain, intermediate-gain and high-gain antenna.

While the high-gain antenna offers you thehighest possible Inmarsat speeds (432 kbps),the actual size of the antenna is generally

limited by the size of aircraft where they areinstalled. Intermediate- and low-gain optionsare priced competitively, and although theydo not offer speeds as high as the high-gainantennas, the size of the antenna is not pro-hibited by the size of the aircraft.

Connectivity in-flight will be an ever-growing need for aircraft around the globeinto the future. Business aircraft are now see-ing advances in technology that will allowthem to have the same types of functionalitythat large airlines and charter operators havefor a fraction of the cost of equipment andinstallation.

With more and more aircraft types havingbetter, less expensive Wi-Fi options, aircraftoperators have the increasing ability to takeadvantage and start increasing productivityfor their businesses and key personnel today.

❯ Mark Wilken is theDirector of Avionics Salesfor Elliott Aviation, whichemploys over 40 avionicstechnicians at their head-quarters in Moline, IL. Markbegan his career at ElliottAviation in 1989 as a benchtechnician repairing radios,and quickly became themanager of the department.Mark helped launch ElliottAviation’s Garmin G1000 retrofit program in whichthe company has installed more King Air G1000’sthan all other dealers in the world combined.Recently, he has headed STC programs for the newlylaunched Aircell ATG 2000 system.

❯ More information from www.elliottaviation.com

“Business aircraft are now seeing advances intechnology that will allowthem to have the same types of functionality thatlarge airlines and charteroperators have for a fraction of the cost...”

AN ATG 2000 SYSTEM AS INSTALLED IN A KING AIR 200

■


ost of us are oblivious as to howthe power supply gets to thenearest outlet when we need tocharge up our favorite electronictoys. We just find the most con-

venient spot and plug in the device withoutthinking too much about it. Power suppliesare a little more complex in today’s businessjet aircraft cabins, so there are several things toconsider when making sure you have theappropriate power for all your gadgets in theback of the aircraft.

Whoever performs a cabin modification toyour aircraft should follow all of the rules andmake sure that appropriate placards are inplace to inform passengers not to use andcharge a $2,000 laptop into an outlet that wasdesigned to power the vacuum cleaner thatthe crew uses. Plugging an iPad, laptop, gameconsole, phone, or any of the other electronicitems that most people travel with today, intoa socket with too much amperage or voltagecan cause damage to the unit, its wiring, andthe aircraft’s power supply.

The FAA has regulations, memorandums,letters and advisories to cover all of the con-cerns for proper wiring and the use of differ-ent power sources for an aircraft, but as a pas-senger, you just want to be able to plug-in andgo, without worrying about smoke comingout of your laptop.

UPGRADING CONSIDERATIONSSo when power sources are being added dur-ing a major refurbishment or with a minorupgrade, your technician needs to make surethat all of your little requirements have beenmet by the installer. While looking for an air-craft to purchase, a buyer should review theaircraft’s power source and take into consider-ation any new entertainment systems orequipment that they might want to install inthe future when they upgrade the cabin.

If the aircraft is not already equipped tosupport the new power requirements, severalitems should be considered. Existing voltageand amperage of the units already installedshould be reviewed. A laptop would notrequire the same amps as a fax machine orother older technical item, and an iPad would

be different from an old laptop. Newer hi-techitems are somewhat adaptable, but youshould consider the power needed for eachunit that is plugged in, as well as the overalltotal electrical usage of the aircraft.

My house was built in the 1960s and need-less to say, two electrical outlets in the bath-room are not enough for my wife’s numerousdryers, lighted mirror, styling brushes, andclock radio. At home, I can plug in a powerstrip and solve my problem for the most part,but an aircraft has rectifiers, converters, ACand DC generators and all of the computersthat protect the different systems.

Outlets at the seat location are preferred bymost owners as it makes it convenient for pas-sengers to access their electronics. Runningextension cords down the aisle is obviouslynot an option. Having outlets at each seat isnice, but the question is, does your aircrafthave the electrical capabilities to support this,and does your budget allow for all the engi-neering and installation costs to make thathappen? You will also need to factor in thefuture costs of having these units repaired,and eventually replaced.

When upgrading your cabin, I recommendthat you contract with a vendor that has supe-rior knowledge about current electrical sys-tems. I would not recommend that your air-craft be used as a test subject for new andunproven power supplies and equipment. If anew style or concept power system and com-ponents do not function properly, it could becostly to correct the problem and adverselyaffect systems that are essential to the safeoperation of the aircraft.

A few of the electrical items that arerequired by the FAA can easily be checked.Make sure that the power system for enter-tainment or passenger convenience items canbe turned off. There should be at least a mas-ter switch that shuts down all non-essentialcabin equipment. This will allow one of thecrew members to eliminate any electricalproblems with the cabin power with a quickflip of a switch. This switch should also belabeled and easily identified by passengers,just in case there are no flight attendants trav-eling on board and the crew is busy flying the

aircraft. (I know I want to be able to turn offthe power to my PlayStation IV if it startssmoking and the power wire insulation ismelting away with the bare wire glowingbright red.)

It is also a good idea to have the electricalsystem designed with zonal switches so youcan separate problem areas from other zonesin the cabin. This will allow passengers to usethe coffee pot even when there is a bad recep-tacle in the seat that no one is using. Thesezones can be predicated on the type of equip-ment that is being operated or by the actuallocation in the aircraft.

The safest bet is to always consider sys-tems that have been installed in the samemake and model as your aircraft. I do notknow if Angie’s List has references for aircraftcabin power system suppliers, but the vendoryou are talking to should provide you withnames and numbers of current operators withthe same type of installation. You should con-tact a few of these customers for feedback andcomments about their experience.

In closing, I would always follow the rec-ommendations of the installing facility onwhere the electrical systems are beinginstalled and how they are controlled. Afterall, you hired them as experts to do the workinstead of installing your own electrical exten-sion cords and power strips in the cabin!

� Steve Watkins isTechnical Services Manager,Western Region for JetSupport Services, Inc.(JSSI). Steve has been anA&P mechanic, IA andPrivate Pilot for over 35years and was a DesignatedMechanics Examiner inWichita, KS and LongBeach, CA. He has alsospent time as Director of Maintenance and ChiefInspector for various FAR 135 and FAR 145 opera-tions, owned his own maintenance shop as well asinstructed at an A&P technical school and is anactive member of the AMT Society.

� Contact Steve at: [email protected]

M

Cabin Power and Today’s Electronics

Some Upgrading Considerations...

by Steve Watkins

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ur industry is based aroundmulti-million dollar high-techpieces of equipment that areused as business tools to movepeople around the world as

safely and swiftly as possible. Consideringthe sophistication and technology at workwith respect to the equipment, the methodof tracking values and resale numbers seemsrather unsophisticated. It boils down tobuilding relationships among the marketresearchers and brokers around the worldand then leveraging those important friend-ships to communicate the values and pricesof the aircraft recently sold.

Most contracts between buyers and sellershave strict confidentiality clauses restrictingexact sales prices from being divulged, how-ever a range close to the traded prices canbe interpolated.

Aircraft values are not tracked by a recor-dation body like real estate transactions are,and often sellers report getting more fortheir aircraft while buyers report payingless. There are valuation resources in ourindustry that base aircraft values on salesfrom the previous quarters. Yet in manymarkets where there may be few transac-tions from the previous quarter, theseresources must decide whether an adjust-ment in value should be made simply byclaiming that a model must be worth less ifnobody is buying.

So how is one to make sense of true air-craft values with such poor reporting meth-ods available? Research, is the simple, andonly answer. I track markets using detailedcomprehensive spreadsheets and monitorvalues from the moment an aircraft is listeduntil it sells. Our internal work makes sift-ing through this data much more compre-hensible. Anyone today can go online andfind an airplane for sale - but without thehelp of an industry professional immersedin these markets every day, few, if any, canknow the nuances of a listing.

Is the seller really priced at the currentmarket level? Does the aircraft have anydamage history? How much time is left onthe engines before a major event, and ifthere is no engine program coverage, how

much will that event cost? Finding out asmuch information about each aircraft forsale in a particular market makes all of thedifference for a buyer or seller of an aircraft.Utilizing the solid relationships a sales pro-fessional has with their industry colleagues,and the due diligence they practice to keeptrack of different markets allows theirclients to keep track of the information theyneed to make an informed decision on whatto ask or what to pay for an aircraft.

Among the items to consider when tack-ling research in a shifting market are modelyear; airframe total time; engine programs;major avionics and cabin systems upgrades;cosmetic condition; maintenance status;damage history; and seller motivation. Themore columns of detail that you can fill in,the more accurate your comparison can bebetween two different aircraft. But beyondeven these many telling factors about an air-craft, the most pertinent information weprovide can come in the “Notes” column.

Here, notations each time we speak with aselling broker, providing clients the abilityto see any change in asking price; sellermotivation throughout its time on the mar-ket; detailed damage history or incidentsprovide a comprehensive back-story andadd enormous quantities of detail to theoverall picture. Thus, a client will see whensellers remain on the market for hundredsof days tracking a market down as aircraftsell ahead of them and prices continue tofall. This combination of input allows thecapable research staff of brokerage firms the tools to create meaningful market summaries.

Another important factor to consider isthat in days past, buyers were brand-loyal -so if they were moving out of a Gulfstreammodel, they would be looking at replace-ment Gulfstreams, for example. In today’smarket, only the best deal matters. With‘brand’ out of the equation, where you oncemay have been looking at a market with 30airplanes to choose from as a buyer (or com-pete with as a seller), now you need to lookto the left and right – the number of compet-itive aircraft choices can easily exceed 100.

Buyers have many more options, and if

you are compet-ing with fewerbuyers the dealsare there for thetaking. But theimportance for aseller to under-stand theresearch, and toprice their aircraftaccordingly canbe the differencebetween making a sale or not.

Many companies are reporting that askingprices are up and days on the market arefewer. To the average seller, this is greatnews, right? Closer examination, however,reveals that the aircraft with higher askingprices are not necessarily the ones sellingthe fastest. The lower priced, more aggres-sively positioned, or realistic sellers havegot in and out of the market already, leavingthe aircraft with higher ask prices or lessdesirable qualities behind. Ultimately, trans-action levels are picking up - but buyers arelooking for the best aircraft at the most real-istic price.

When we’re hired to sell an aircraft wereview the specific market and other, similarmarkets, comparing recent transactions. Anasking price that is as close as possible tothe expected sale price is then recommend-ed, while still leaving a little room to negoti-ate. Trading airplanes is something of a‘sport’ for many people, and they like a littleroom to play with. When working with buy-ers our research is just as important. To goto market armed with information to makegreat buys based on actual data is essential.

Research is more important today than atany time. It is critical to have a professionalby your side as you wade into the murkywaters of buying and selling aircraft intoday’s shifting market.❯ Adam Mesinger is the Director of BusinessDevelopment for Mesinger Jet Sales. He is involved insales, acquisitions and the lead in market research forthe company. You can follow more of his writing aswell as updates from Mesinger Jet Sales at their cor-porate blog Jetsales.com/blog, on Twitter @jmesingerand LinkedIn.


Research in a Shifting Market

THE AVIATION LEADERSHIP ROUNDTABLE

O

JMesinger April14_JMesingerNov06 18/03/2014 10:01 Page 1

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ALSO AVAILABLE1992 Lear 35A, sn 674: 7900 TT/ 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear Inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage complete records.1991 Lear 35A, sn 665: 8450 TT, 5850 TC engines on JSSI, TR’s, Cargo Door, Raisbeck Aft Locker, GNS-XLS FMS, KGP-860 EGPWS, RVSM, no damage, complete records

5550 TT • NDH • -BR engines on MSP • Dual UNS-1C FMS

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Southern Cross April_Layout 1 17/03/2014 16:48 Page 1


THE ESTEEMED QUEEN AIR

Not Your Grandfather’sMarketplace

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends. by Fletcher Aldredgefew years ago, while waitingfor passengers, I strolled thetarmac at a quiet New Mexicoairport trying not to trip overthe weeds growing up through

cracks in the concrete. The most interestingthing there — other than the King Air 200 Iwas flying - was a chalky old Queen Air -tires low and worn, with at least one strutflat. Nearly every window was cracked orcrazed. Sun-faded WAC charts could be seenin the cockpit windows. The nacelles wereblack with oil.

I paused for a few moments as if to givethis once beautiful bird a final adieu. It wasclearly tied down in its final resting place.

The noise of a revved-up engine broughtme back to reality. It was a rusty van, head-

ing straight for me at a high rate of speed.The van circled the Queen Air while itsdriver glared at me — probably thought Iwas with the FAA. He stopped perilouslyclose to the plane’s door, loaded up severalbags of cargo, cranked the engines and tax-ied away...at a high rate of speed. Appar-ently when you’re flying the ‘big iron’there’s no speed limit and no need to stopfor a mag check. Last I saw of it, the airplanewas climbing out, both engines smoking, butstill running.

The moral of the story is: Airplanes areoften down, but almost never out.

NEARLY 70 YEARS OF AIRPLANESDid you know the V-tailed Beech Bonanzastarted production in the same year the

Spruce Goose flew - 1947? Furthermore, thereis at least one 1947 model Bonanza, still flyingand for sale right now. Other manufacturershave a similar legacy. Modest airplanes withmodest performance have morphed intotoday’s much more capable, much more ex-pensive iterations. Piper even has the Mirage,able to cruise in pressurized comfort, skirtingthe tops of baby thunderstorms.

The turbine arena is just as colorful andlong-lived. This full array of aircraft, pistonand turbine, old and new, share the same air-space and the same marketplace. We often getasked, “When should I put my airplane onthe market? I want to wait until the marketgoes up.” Yes… we often get asked that...

At this time, it is customary to issue a pre-diction for the coming year. It seems there are

A

Pre-OwnedJan14_Pre-Owned Sales Jan06 18/03/2014 16:47 Page 1


lots of hopeful forecasts out there. So, we’lljoin in too. But, before we do let us say, “Thisis not your grandfather’s marketplace!” Air-planes that should have been retired yearsago (that Queen Air) somehow keep going.At the other end of the spectrum, prices formany new-looking, late-model airplanes con-tinue to be slashed. The reasons are muchmore complex than just saying “We’ve goneglobal”.

It is common to hear a buyer say, “Whywould I spend $400k on a Twin Cessna whenI could buy an older Citation for the samemoney?” Those of us who have operated a30+ year old jet can answer that rather easily– operating costs. (The owner of a Citation550 I once flew used to cover his eyes ontake-off so he wouldn’t look at the fuel flowgauges...) Anyway, this brings us to the bigquestion: How can I tell if my airplane has up-side potential? By upside potential, we meanyour airplane could very well increase signif-icantly in value at some-time in the future.

UPSIDE POTENTIALForget most of the stuff you hear in the pilots’lounge - “They’re not building these any-more, so the value is going to increase.”There may be a reason they’re not buildingthem anymore. Under-powered, lead-sled,high-maintenance. Here’s the checklist (giveyourself one strike for each item that fits yourairplane):

• Built Before 1990, and out of production;• Manufacturer is out of business or non-

supportive;• Avionics cannot be updated for intended

mission;• Too much deferred maintenance;• Major damage history.

If you have two strikes — some say justone — it is unlikely your airplane will appre-ciate in value enough to recoup your operat-ing or holding costs. Basically, if you need tosell and there is a buyer willing to write acheck right now, give it serious considera-tion.

Remember the old Queen Air? Yes, thatairplane had lots of strikes against it. Base-ball fans know that three strikes doesn’t al-ways mean you’re out. That Queen Air willprobably be flying at least until it gets ramp-checked, but its value will never increase(Queen Air owners’ complaints [email protected]).

A similar checklist can be devised for air-planes with some upward potential.• Built After 1990, and reasonable amount

of time on airframe and engine(s);• Well maintained;• Recent paint and interior;• Updated panel suitable for intended

mission;• Still in production with support from the

manufacturer.

If the answer is yes to two or more of theabove, there is a real possibility you willeventually see enough appreciation forsome bragging rights. The question is,when?

OUR SO-CALLED FORECASTWe continue to be very optimistic about thefuture of General Aviation. However, a pro-nounced turnaround does not appear to beimminent. This is due to a plentiful supplyof airplanes and helicopters of nearly allages. These things just don’t go away. Thisis exacerbated currently by a limited supplyof enthusiastic buyers.

We do see some promising areas. De-mand for trainers (Cessna 172 and 182) isstrong and that is reflected in their pricing.At the top, buyers who want a ready-to-goGulfstream G550 or G650 have been willingto pay more than the previous buyer. It isalso possible we have seen some strength-ening in early model King Air B200s and Pi-latus PC-12s.

We are not ready to say these markets aretrending up. Let’s just say they’ve stabi-lized. That is what 2014 should be, a year ofstabilization. And, when looking back overthe price history graphs at VrefOnline.com,stability is a very good thing.

❯ More information from www.vrefonline.com

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AV I AT I O N C O N S U LTA N T S T O T H E W O R L D

Pre-OwnedJan14_Pre-Owned Sales Jan06 18/03/2014 16:47 Page 2


ould sales of pre-owned busi-ness turbine aircraft be recover-ing from their post-recessionhangover? Are light and medi-um jets gaining renewed inter-

est from prospective buyers? It’s hard toavoid these questions given recent feedbackfrom dealers and brokers across the U.S. It’strue, market trends seem in conflict, though.From one comes a slow reduction of avail-able inventories, even among the light andmedium jets; conflicting, however is the con-tinuation of “buyer's market” pricing.

Reports for year-end 2013 generally indi-cate a market slightly improved in terms ofsales over 2010, 2011 and 2012. Add to thatthe 2014 figures that so far are exceedingthose from the same point in 2013. Financing,

once a speed bump for the prospects of own-ing models older than 10 years, appearsmore flexible lately, and is also available tomore models that are 15 (even 20) years old.

Financing also appears more flexiblebecause of another growing phenomenon:the amount of cash that companies hold intheir accounts. A variety of economic andbusiness reports contend that American busi-nesses hold reserves of between $2-3 trillion– some of which seems destined to be con-verted into business aircraft. Such cashoptions present serious competition to somefinance businesses.

Similarly, established companies withestablished bank relationships – particularlyamong many local and small regional banks– more frequently compete for the finance

DEALER BROKER MARKET UPDATE

CDealers' andBrokers' phones are ringing withserious shoppers.

by Dave Higdon

Slow-Motion Rebound?

❯

Dealer Broker Mkt Update April14_Gil WolinNov06 18/03/2014 10:11 Page 1

Boutsen April_Layout 1 18/03/2014 12:55 Page 1


business. The economy continues to turn indecent growth numbers – which is a relief tomany a business planner and economist.Overheated growth too often reverses direc-tion with equal or greater ferocity. It’s better flatter sine wave on the growth-versus-contraction graphs.

With so many decent, late-model pre-owned choices available – and so many newerupgrade options for so much of the pre-owned fleet, some of the manufacturers' exist-ing in-production aircraft provide competitionfor their new models.

Underpinning some of this up-tick is anincrease in global business aircraft use, which,according to a recent report by Jet SupportServices, Inc., grew by about four percent in2013. Throw in fewer airline seats and fullerflights on the air carriers and the combinationseems to be encouraging some people to turnto – or return to – private flying.

MORE A “SURGE” THAN “FLAT”In early February, market-observers at JETNET reported a drop in almost every seg-ment of pre-owned turbine-powered businessaircraft actively ‘For Sale’ in 2013. The num-bers also reflected a small increase in the salesof jets (by 0.6% over 2012), versus declines insales of pre-owned turboprops (-8.8 percent).

Buoying expectations, however, are ana-lysts’ projections (including those of JETNET)

that rate the national economy to be finallygrowing at a pace that is traditionally primedfor positive Business Aviation growth.

While the percentage of the fleet listed as actively ‘For Sale’ has declined steadilysince 2010, much of that percentage decline, JETNET notes, comes from an increase in theactively flying fleet of more than 2,350 aircraftas of the end of 2013. Still, there's no ignoringthe small growth in sales in 2013, helped significantly by a strong Fourth Quarter that helped off-set a weaker Third Quarter last year.

BUSINESS AVIATION'SCONVERSION CATALYSTSNumerous catalysts seem to drive this recentsales resurgence, modest though it is. Taxissues drive the decision for some buyers;swelled cash coffers make financing a pur-chase a non-issue for others, leading somecompanies to fulfill long-delayed fleet-

replacement and fleet-expansion plans – andagain, providing benefits at tax time. For stillothers, it's the classic benefit of time efficiencythat Business Aviation offers driving the deci-sion. The benefits make a business aircraft aviable choice for expanding a company'sreach – with convenience and efficiency wellabove anything available from the commoncarrier.

As one frequent Business Aviation usernoted, “With few exceptions, the airlines areserving fewer markets than ever, and serviceoptions to the third-tier markets are schedule-killers of the highest degree.” (Essentially,markets with minimal service, often subsi-dized, are in some cases limited to one dailyflight – one in, one out.)

The CEO of Houston's Charlie BravoAviation noted the improved market activityat many levels. “We're seeing a lot of interesthere in the U.S.,” Rene Banglesdorf told WorldAircraft Sales Magazine. “That's a swing-backfrom how things had been.”

She reflected on the flat years in 2010, 2011and 2012, but the signs of improvement in2013. “We have seen an improvement in thepast couple of quarters - here in the U.S. andin Europe.”

The nature of the contacts seems improvedas well, according to Banglesdorf and othersin the world of pre-owned business aircraftsales where there are neither “fire sale” people

DEALER BROKER MARKET UPDATE

We have seen animprovement in the

past couple of quarters -here in the U.S. and

in Europe.


■

hoping for a windfall deal, nor “tire kickers”with little more than a casual interest in anaircraft's asking price.

One Midwest dealer explained, “We getsome calls that seem aimed more at learningthe market value of their current airplane thanin buying what they called about. We figuresome of those are trying to sell; about to sell;hoping to trade; and in all cases are hopingfor some confirmation that their current air-plane is worth more than they're getting fromappraisals.”

Banglesdorf echoed the Midwest dealer.“We're getting inquiries from people whosound serious rather than people looking for a ‘fire sale’. We're hearing people who say ‘I have a need for an aircraft for my business’,who are still interested in getting the bestdeal.”

She and others also noted that some opera-tors want to change their aircraft afterexhausting the depreciation value of the cur-rent aircraft. “They want that depreciation –or have another tax-based justification,”explained Banglesdorf.

THE COMEBACK PROFILE“Light and medium jets are definitely comingback, and there's a lot of evidence here to backthat up,” Banglesdorf offered. “And there's alot of interest here in the U.S. That's a swing-back from how things had been.” (Her com-

pany is already seeing inquiries for aircraftfrom small-to-medium-size businesses for2014.) "[Prospects] are beginning to trulyunderstand the value in private aviation andhow it helps their bottom-line," she added.

Of course, elevated expectations followsome encouraging forecasts – such as thatpublished by Honeywell which recently fore-cast shipments of nearly 10,000 new businessjets valued at $250 billion during the nextdecade. The trend towards larger models isalso expected to continue. But for many anoperator the entry-way into Business Aviationwill remain the light- or medium-category jetor propjet, which helps assure that the lower-end of the spectrum will continue to see R&Dproduce new models with reduced operatingcosts and greater utility.

As one West Coast broker noted, “Whenthere's only one way forward, it's not like youcan pick an alternate. And the airlines are,increasingly, a second-tier option for travelerswho value control and efficiency over fre-quent-flyer perks and airline-terminalexclusives.

“Those exclusives don't do anything toimprove the on-time, with-bags, experience.Don't care about your time? Buy an airlineticket. But if you need to be sure of gettingthere on time – you need to take your ownairplane; whether you charter, lease, share or buy one.”

As any user of business aircraft wellknows, convenience and time savings are theprime advantages. With no hubs, no spokes,no pat-downs or security lines, business trav-elers waste none of the time airline passengersmust invest for the vast majority of their trip.

“Ultimately, that's what's always broughtpeople to Business Aviation,” summarizedBanglesdorf. Now it appears to be helping thesales of pre-owned aircraft by bringing in newand returning operators alike.

In light of the increased interest – evi-denced by more phone calls for more dealersand brokers – a variety of brokers todayadvise those people sitting on the fence, think-ing about entering or returning to market,should consider moving soon. These profes-sionals note that while the declining supplymay not yet have pushed up asking prices,that tipping point may come soon.

“At some point the real bargains will giveway to aircraft owners asking, and getting,fair value pricing - which is only one stepaway from a supply tight enough to inflateasking prices,” our West Coast broker concluded. “We don't need to go that wayagain, because it mainly serves to slow sales,and narrow down the prospects.”❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]



this unexpectedly large surge, the jet marketwould not have surpassed the 2012 total.

Historically about 33 percent of all busi-ness aircraft deliveries come in the fourthquarter, and in recent years that percentagehas been growing. Last year both the jet andturboprop markets experienced a 36 percentfourth-quarter surge.

Turboprop totals as listed by GAMA were645 units, up from 584 last year. Adjustingthese numbers to remove agricultural air-planes, there were 137 multi-engine and 283single-engine business turboprops, for a totalof 420 deliveries, compared with 365 last year.That’s an increase of 15.1 percent (well aheadof the 380 units I forecast). Like the jet market,the turboprop segment’s year-end surge waslarger than normal, with 155 units (36.9 per-cent) of business turboprop deliveries comingin the fourth quarter.

By contrast, there was almost no surge inthe piston market, with just 266 units or 28.5percent of the 933 total piston aircraft beingdelivered in the final three months. I hadexpected a more typical surge.

GAMA President and CEO Pete Buncesummarized: “The industry’s positive num-bers across all categories fuel cautious opti-mism as we move into 2014.” New productswill be the key to future growth, he said, call-ing on Washington lawmakers to make it easi-er for manufacturers to develop new aircraft.

THE JET MARKETLooking at the specifics of the individual mar-kets, there is evidence that new products canbe a key to growth, but an equally strongargument can be made that the key to successin business aircraft today is more complexthan just “build it and they will come”. The jet


he General AviationManufacturers Associationannounced its aircraft ship-ment and billings totals for2013. The verdict: It was a pret-

ty good year! It was not the breakout recoveryyear that many have been hoping for, butevery segment finished ahead of last year, andtotal billings were the second best on record at$23.42 billion, surpassed only by the $24.87billion achieved in 2008. This year’s billingswere 23.8 percent ahead of the 2012 total of$18.9 billion.

Based just on the billings results you’dhave to call 2013 a stellar year, and in the mid-to-upper ranges of the jet market which wasmostly responsible the strong billings per-formance, it was. But the rest of the market’sexperience was much more average, and thedelivery numbers reflect that. Total shipmentsreached 2,256 units, up just 4.3 percent fromthe 2,164 aircraft delivered in 2012.

The jet category was up, but only by 0.9percent after a year when deliveries trailed2012’s results during two of the four reportingperiods. Turboprops were up 10.4 percent asreported by GAMA, although this numberincludes agricultural airplanes too. But for achange the business aircraft percentage gainwas better than the agricultural airplanes. Thepiston category was up by a lackluster 2.7 per-cent, and in the fourth quarter piston deliver-ies actually trailed 2012’s result.

In raw numbers, jet deliveries amounted to678 units (up from 672 in 2012, and within the660 to 680 range I had forecast). In surpassingthe 2012 total, this year’s jet market benefittedfrom an unusually strong fourth-quarter surgeof 37.9 percent, or 257 units that were deliv-ered in the last three months of 2013. Without ❯

market at the endof 2013 is illustra-tive. Of the eightjet builders listedin GAMA’s report,four had betterresults in 2013 andfour were downfrom 2012. Thecompanies withimproved resultsfor the yearincludedBombardier,Dassault, Embraer and Gulfstream. Finishingwith negative results were Airbus, Beechcraft,Boeing and Cessna.

Bombardier is the jet market leader indeliveries by a wide margin for 2013. It deliv-ered 180 units versus second placedGulfstream (144 units) and third placedCessna (139). These results represented a hugechange from 2012, when Cessna was the lead-ing jet manufacturer with 181 units, finishingnarrowly ahead of Bombardier (179). At thattime Embraer was third in jet deliveries (99units) and Gulfstream fourth (94). Theseresults show how roiled the jet market hasbecome, with the mid- to upper-range jetsperforming strongly while the lower-endlanguishes.

Bombardier is ahead of last year but by asingle unit. Looking at the mix of its sales,however, Bombardier’s three strongest prod-ucts are its Challenger 300, Challenger 605and Global 5000/6000 series. These modelsaccounted for nearly 82.8 percent of its sales,or 149 units out of 180. A year ago the samemodels accounted for 76.0 percent (136 out of179 deliveries). And where did the difference

GAMA 2013 Year-End Shipment AnalysisT

by Mike Potts

GAMA 2013 YEAR-END SHIPMENT ANALYSIS

GAMA April14_GAMA DEC05 18/03/2014 17:16 Page 1

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come from? The light-end, whereBombardier’s Learjet models represented just16.11 percent of this year’s sales (29 units)compared with 21.79 percent (39 units) in2012. So, in Bombardier’s world, the mid- toupper-segment of the jet market is up 9.5 per-cent while the lower-end is down 34.5 per-cent. And Bombardier’s experience roughlyreflects the whole business jet market.

Second place Gulfstream enjoyed a hugegain, with sales up 53.2 percent (144 units thisyear over 94 in 2012). This is because its prod-ucts are in the sweet spot of the market rightnow. By contrast, Cessna went from leadingthe market last year to a distant third placethis year with jet sales falling 23.2 percent (139units, down from 181). Cessna is sufferingbecause the top of its product line stops justbelow the super mid-size segment where themarket is hot. Below that level the market forbusiness jets is still tepid.

In billings, Gulfstream led for 2013 withmore than $7.35 billion, eclipsing Bombardierwhich had held the top position in jet billingssince 2004. Bombardier was second with morethan $6.33 billion. (In 2004, incidentally, theleader was also Gulfstream, with $3.01 billion,followed by Bombardier with $2.64 billion.)Dassault, with $3.47 billion, was third. Noother jet manufacturer came close to thosebillings totals.

Rounding out the delivery race wereEmbraer (119 units, up 20.2 percent over 2012)and Dassault (77 units, up 16.6 percent).

Beechcraft, formerly Hawker Beechcraft,continued to act as a spoiler for the market.With six units reported in 2013 Beechcraft wasactually tied with Airbus for seventh (last)place in deliveries, behind Boeing which wasin sixth place with seven units. Beechcraft’sresults were down 81.25 percent from 2012,after effectively withdrawing as an active par-ticipant in the jet market.

Because Beechcraft is no longer activelybuilding business jets, it’s reasonable toremove their numbers from the jet marketequation. Doing so presents what I believe isactually a more accurate picture of the markettoday. By eliminating Beechcraft numbersfrom both years, we have a 2013 jet market of672 units, up 5.0 percent over 640 jet deliveriesin 2012.

On balance, the business jet market ismixed right now. Some segments are doingvery well, while others are still clearly inrecession. As Pete Bunce seemed to be saying,‘maybe next year’.

THE TURBOPROPSThe turboprops are clearly the bright spot inthe business aircraft industry right now. Ofthe nine business aircraft turboprop makersreporting to GAMA this year, five had betterresults in 2013 than in 2012, including

Beechcraft, Pilatus, Piper, Quest and Socata.Of the four that did not do as well (Cessna,Extra, Pacific Aero and Piaggio), none laggedby more than four units. There is none of thestructural weakness here such as is seen in thelight end of the jet market.

The market leader is Beechcraft, whichreturned to a position it had held for morethan four decades until it was supplanted byCessna two years ago. This year Beechcraftfinished with 135 deliveries, up from 89 lastyear. That’s a gain of 51.7 percent, which Ibelieve is attributable, in part, to the companyexiting the jet market and putting a more con-certed effort into selling its turboprop and pis-ton products (also up significantly).

Beech also leads in the multi-engine turbo-prop category, which it occupies almost entire-ly by itself since the other entrant, Piaggio,reports only intermittently. In the year-endreport Piaggio is listed with two deliveries,down three from the five it reported last year.(Piaggio’s two units bring the multi-engineturboprop category to 137 deliveries). There isno indication in what quarter those two ship-ments occurred. As a result, in the summaryon the first page of the GAMA report, the fourquarterly listings of turboprop deliveriesinclude only those reported by Beechcraft, anddo not add up to the 137 listed in the totalscolumn. This is GAMA making the best of abad reporting situation.

In the single-engine turboprop categoryCessna is the market leader with 105 deliver-ies, down just two units (1.9 percent) from the107 delivered last year. Cessna’s turbopropdeliveries were well ahead of last year’s untilthe fourth quarter, when it delivered just 32

airplanes, compared with 42 in 4Q 2012.There is a big gap between first and second

place in single-engine turboprops, withPilatus filling the runners-up slot at 69 units,up two units (3 percent) over the prior year.Pilatus’ results were buoyed by an extremelystrong fourth quarter, which saw 37 deliveriesor 53.62 percent of the year’s totals. This wasnot too much different from the previous year,when Pilatus had 30 fourth quarter deliveries,amounting to 44.8 percent of the year’s total.

Following Pilatus is a fairly tight groupingof three companies, including Socata with 40;Piper with 34; and Quest with 28 units for theyear. Socata and Piper were both two unitsahead of their 2012 totals while Quest had animpressive 86.67 percent gain over the 15units reported in 2012.

Completing the turboprop segment werePacific Aerospace (six units, down from 10)and Extra (one, down from two).

PISTON SUMMARYThe piston segment came into the fourthquarter 7.9 percent ahead of 2012, but a weakfourth quarter in which there was virtually noyear-end sales surge left the category just 25units, or 2.7 percent ahead of last year’s total.It’s hard to pinpoint just why.

Of the 11 piston manufacturers reportingto GAMA in 2013, seven had a better perform-ance this year than in 2012, while just fourposted lower results. As a percentage of win-ners and losers, that would appear to makethe piston market stronger than either the jetor the turboprop segments. But what set thepiston market back was that, unlike the turbo-prop segment, some of the weak performers ❯

GAMA 2013 YEAR-ENDSHIPMENT ANALYSIS

On balance, the business jet market is mixed right now. Some segments are doing very well, while others

are still clearly in recession. As Pete Bunce seemed to be saying, ‘maybe next year’.


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were among the market’s historical leaders.Piston singles finished with 831 units, just

1.7 percent ahead of the 817 units delivered in2012. Cirrus established itself as the solidleader in piston aircraft production this yearwith 276 units, up 9.1 percent from the 253 itrecorded in 2012. In prior years Cessna andCirrus had been locked in a tight battle forpiston leadership, but this year Cirrus pulledaway early and finished with a 70-unit marginover the former champion.

Cessna finished the year with 206 units,dragged down by a weak fourth quarter per-formance that saw its deliveries fall from 99units in the last three months of 2012 to just 66this year. Cirrus also did not match its 2012fourth quarter numbers in 2013, but the gapwas much narrower– 81 units this yearagainst 84 in 2012. Third place in the pistonmarket goes to Diamond, with 116 units, 7.6percent below the pace it set in 2012.Diamond also did not match its 2012 fourthquarter results.

Piper provided one of the bright spots inthe piston results, finishing fourth with 109units, and trailing Diamond by just sevendeliveries for the number three position.Unlike the three market leaders, Piper was onan upswing, improving 25.29 percent over its2012 total of 87. The other big gainer in thesingle-engine piston market was Beechcraft,with 35 units, up 191.67 percent from the 12 itdelivered in 2012.

Finally in the piston twin category, saleswere up 12 percent over a year ago, with 102

units compared to 91 in 2012. Piper was theleading producer, with 45 units. Second in thepiston twins was Beechcraft, and third wasDiamond.

On balance, then, we saw a soft jet marketmake up some ground and finish ahead oflast year. Some segments of the jet market arein strong recovery, but others are still strug-gling. Turboprops are doing better, but nearlyhalf the participants did not do as well as lastyear. The majority of piston makers were

ahead of last year, but some of the key marketleaders are still lagging - and the fourth quar-ter showed signs of possible renewed marketweakness.

On the positive side, we have very strongbillings, reflecting the strength of the middle-to upper-segments of the jet market. To methat adds up to a pretty good year, but not yeta great one.View GAMA’s 2013 Year-End Shipment Report in full overleaf. ❯

GAMA 2013 YEAR-ENDSHIPMENT ANALYSIS

SINGLE-ENGINE PISTON 166 241 194 230 831

MULTI-ENGINE PISTON 16 32 18 36 102

TOTAL PISTON 182 273 212 266 933SINGLE-ENGINE TURBOPROPS 102 116 126 164 508

MULTI-ENGINE TURBOPROPS 34 24 26 51 137

TOTAL TURBOPROP AIRPLANES 136 140 152 215 645

BUSINESS JETS 129 154 138 257 678

TOTAL TURBINE AIRPLANES 265 294 290 472 1.323

GRAND TOTAL 447 567 502 738 2,256

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 Manufactured Worldwide

SINGLE-ENGINE PISTON 124 208 147 195 674

MULTI-ENGINE PISTON 12 24 14 30 80

TOTAL PISTON 136 232 161 225 754SINGLE-ENGINE TURBOPROPS 88 91 98 115 392

MULTI-ENGINE TURBOPROPS 34 24 26 51 135

TOTAL TURBOPROP AIRPLANES 122 115 124 166 527

BUSINESS JETS 71 66 68 129 334

TOTAL TURBINE AIRPLANES 193 181 192 295 861

GRAND TOTAL 329 413 353 520 1,615

Q1 Q2 Q3 Q4 YTDAirplane shipments 1, 2, 6 Manufactured US3 Only

On the positive side, we have very strong billings, reflecting thestrength of the middle- to upper-segments of the jet market. Tome that adds up to a pretty good year, but not yet a great one.


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Year-End AirplaneShipment Report 2013MAKE & MODEL Q1 Q2 Q3 Q4 YTD

GAMA 2013 YEAR-END SHIPMENT REPORT

GRAND TOTAL CIVIL SHIPMENTS 6 447 567 502 738 2,256

GRAND TOTAL AIRPLANE BILLINGS $4,697,212,028 $5,724,294,516 $4,976,304,001 $8,008,919,738 $23,421,120,283

AIRBUS 7

ACJ318 1 0 0 0 1

ACJ319 1 0 0 3 4

ACJ320 0 0 0 0 0

ACJ321 0 1 0 0 1

ACJ330 0 0 0 0 0

TOTAL UNITS 2 1 0 3 6

TOTAL BILLINGS7 $151,000,000 $110,000,000 $0 $249,000,000 $510,000,00

AIR TRACTOR

AT-401B 0 0 0 0 0

AT-402A 0 0 0 0 0

AT-402B 11 8 7 7 33

AT-502A 1 1 0 0 2

AT-502B 21 19 17 13 70

AT-504 0 0 1 1 2

AT-602 4 6 2 6 18

AT-802 4 2 0 3 9

AT-802A 14 5 9 12 40

TOTAL UNITS 55 41 36 42 174

TOTAL BILLINGS $24,108,208 $18,575,795 $15,017,432 $19,047,937 $76,749,372

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 0 3 3

7ECA AURORA 0 0 0 0 0

7GCAA ADVENTURER 0 0 0 0 0

7GCBC CITABRIA EXPLORER 1 0 0 0 1

8GCBC SCOUT 1 4 1 0 6

8KCAB SUPER DECATHLON 1 5 1 3 10

8KCAB XTREME DECATHLON 1 0 5 0 6


TOTAL BILLINGS $703,600 $1,563,100 $1,396,300 $890,400 $4,553,400

BEECHCRAFT CORPORATION 8

BONANZA G36 9 9 8 9 35

BARON G58 7 12 4 12 35

KING AIR C90GTx 5 5 6 11 27

KING AIR 250 13 7 5 11 36

KING AIR 350i/ER 16 12 15 29 72

HAWKER 4000 6 0 0 0 6

TOTAL UNITS 56 45 38 72 211

TOTAL BILLINGS $368,336,100 $172,410,800 $174,394,800 $343,792,700 $1,058,934,400

BOEING BUSINESS JETS 7

BBJ 1 1 2 1 5


MAKE & MODEL Q1 Q2 Q3 Q4 YTD

❯


BOEING (CONTINUED)BBJ 2 0 1 0 0 1

BBJ 3 0 0 0 0 0

B787-8 0 0 0 1 1

B747-8 0 0 0 0 0


TOTAL BILLINGS 7 $55,000,000 $120,500,000 $110,000,000 $55,000,000 $340,500,000

BOMBARDIER

LEARJET 40XR / 45XR 1 0 0 0 1

LEARJET 60XR 2 4 2 2 10

LEARJET 70 / 75 0 0 0 18 18

CHALLENGER 300 14 16 12 13 55

CHALLENGER 605 5 11 8 8 32

GLOBAL 5000 / 6000 17 14 14 17 62

CL850 / 870 / 890 0 0 0 2 2

TOTAL UNITS 39 45 36 60 180

TOTAL BILLINGS $1,516,800,000 $1,586,800,000 $1,376,500,000 $1,863,000,000 $6,333,100,000

CESSNA AIRCRAFT COMPANY 5,6

172R SKYHAWK 0 0 0 0 0

172S SKYHAWK SP 16 31 19 40 106

182T SKYLANE 4 7 2 0 13

T182T TURBO SKYLANE 11 15 0 0 26

206H STATIONAIR 3 0 0 0 3

T206H TURBO STATIONAIR 3 12 10 12 37

400 CORVALIS TTx 0 1 6 14 21

208 CARAVAN 675 2 1 4 4 11

208B GRAND CARAVAN 16 26 24 28 94

510 CITATION MUSTANG 2 5 6 7 20

525 CITATION M2 0 0 0 12 12

525A CITATION CJ2+ 5 1 3 6 15

525B CITATION CJ3 2 3 4 6 15

525C CITATION CJ4 11 4 8 10 33

560 CITATION XLS+ 7 7 4 13 31

680 CITATION SOVEREIGN+ 5 0 0 8 13

750 CITATION X 0 0 0 0 0

TOTAL UNITS 87 113 90 160 450

TOTAL BILLINGS $402,766,920 $270,084,520 $286,115,280 $686,956,260 $1,645,922,980

CIRRUS AIRCRAFT

CIRRUS SR20 11 14 3 4 32

CIRRUS SR22 14 27 39 32 112

CIRRUS SR22T 26 38 23 45 132

TOTAL UNITS 51 79 65 81 276

TOTAL BILLINGS $31,161,244 $50,576,878 $43,741,137 $54,921,020 $180,400,278

CUBCRAFTERS 6

CC11-100 SPORT CUB S2 0 1 0 1 2

CC11-160 CARBON CUB SS 14 14 10 14 52

CC18-180 TOP CUB 4 3 2 0 9

TOTAL UNITS 18 18 12 15 63

TOTAL BILLINGS $3,609,386 $2,965,173 $2,345,249 $2,853,821 $11,773,629

DASSAULT FALCON JET 5

FALCON 900LX 2 3 1 5 11

FALCON 2000LX 2 2 2 2 8

FALCON 2000LXS 0 0 0 3 3




MAKE & MODEL Q1 Q2 Q3 Q4 YTDGAMA 2013 YEAR-END SHIPMENT REPORT

FALCON 2000S 0 1 2 9 12

FALCON 7X 4 15 7 17 43


TOTAL BILLINGS $358,600,000 $1,009,200,000 $538,900,000 $1,560,500,000 $3,467,200,000

DIAMOND AIRCRAFT 6

HK-36 0 0 0 1 1

DV20 0 0 0 0 0

DA20-C1 3 3 4 4 14

DA40 (ALL) 27 19 33 23 102

DA42 (ALL) 4 8 4 6 22

TOTAL UNITS 34 30 41 34 139

TOTAL BILLINGS $12,752,000 $12,371,600 $15,090,600 $12,741,600 $52,955,800

EMBRAER 5

PHENOM 100 5 11 6 8 30

PHENOM 300 3 12 15 30 60

LEGACY 600/650 4 3 4 10 21

LINEAGE 1000/E190 HEAD OF STATE 0 1 0 3 4

SHUTTLES (ERJs AND E-JETS) 0 2 0 2 4

TOTAL UNITS 12 29 25 53 119

TOTAL BILLINGS $161,865,000 $368,340,000 $271,005,000 $821,290,000 $1,622,500,000

EXTRA AIRCRAFT

EA300 7 8 7 7 29

EA500 1 0 0 0 1


TOTAL BILLINGS $4,420,000 $3,120,000 $2,730,000 $2,730,000 $13,000,000

FLIGHT DESIGN GmbH 6

ASTM CT SERIES 25 26 22 16 89

TOTAL UNITS 25 26 22 16 89

TOTAL BILLINGS $3,217,522 $3,423,486 $2,896,794 $2,095,466 $11,633,268

GIPPSAERO PTY LTD. 5

GA8 AIRVAN 5 3 3 1 12


TOTAL BILLINGS $3,634,800 $2,180,880 $2,180,880 $726,960 $8,723,520

GULFSTREAM AEROSPACE CORP. 5

GULFSTREAM 150 / 280 4 6 6 7 23

GULFSTREAM 450 / 550 / 650 25 30 32 34 121

TOTAL UNITS 29 36 38 41 144

TOTAL BILLINGS $1,507,900,000 $1,830,900,000 $1,958,100,000 $2,056,700,000 $7,353,600,000

LIBERTY AEROSPACE

XL2 0 0 0 0 0


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

MAULE AIR, INC.

M-7-180B 0 0 1 0 1

M-7-260C 1 1 1 1 4

M-9-235 0 0 1 0 1


TOTAL BILLINGS $190,978 $190,978 $542,631 $195,290 $1,119,877

MOONEY AIRCRAFT

M20R OVATION 0 0 0 0 0

M20TN ACCLAIM 0 0 0 0 0


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


MAKE & MODEL Q1 Q2 Q3 Q4 YTD



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 an aircraft 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 reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2013. 6. CubCrafters CC11, Diamond Aircraft HK36 Motor Glider and Flight Design GmbH ASTM CT Series models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all

deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports.7. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings.8. The listing in this report of Beechcraft Corporation for the period ending March 31, 2013 includes Hawker Beechcraft Corporation deliveries through February 15.9. Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. ■

PACIFIC AEROSPACE LTD

PAC 750XL 1 2 3 0 6


TOTAL BILLINGS $1,940,000 $3,463,000 $5,490,000 $0 $10,893,000

PIAGGIO AERO 9

P.180 AVANTI II N/A N/A N/A N/A 2


TOTAL BILLINGS $0 $0 $0 $0 $14,390,000

PILATUS

PC-6 0 0 0 4 4

PC-12 7 11 14 33 65


TOTAL BILLINGS $31,255,000 $49,115,000 $62,510,000 $154,090,000 $296,970,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 2 0 2

PA-28-181 ARCHER III 0 23 9 16 48

PA-28R-201 ARROW 0 0 0 1 1

PA-34-220T SENECA V 1 6 2 13 22

PA-44-180 SEMINOLE 4 6 8 5 23

PA-46-350P MALIBU MIRAGE 12 12 9 9 42

PA-46R-350T MATRIX 4 4 3 5 16

PA-46-500TP MERIDIAN 6 8 8 12 34

TOTAL UNITS 27 59 41 61 188

TOTAL BILLINGS $29,723,271 $47,095,306 $37,172,898 $54,785,284 $168,776,759

QUEST AIRCRAFT COMPANY

KODIAK 100 2 7 8 11 28


TOTAL BILLINGS $3,550,000 $12,425,000 $14,200,000 $19,525,000 $49,700,000

SOCATA

TBM 850 5 12 11 12 40


TOTAL BILLINGS $17,340,000 $41,600,000 $38,190,000 $41,780,000 $138,910,000

THRUSH AIRCRAFT, INC.

S2R-T34 5 4 4 7 20

S2RHG-T65 1 0 0 0 1

S2R-T660 0 0 0 1 1

S2R-G10 0 1 0 1 2

S2R-H80 1 3 14 9 27


TOTAL BILLINGS $6,214,000 $6,583,000 $16,710,000 $15,713,000 $45,220,000

WACO AIRCRAFT COMPANY

2T-1A-2 0 1 0 0 1

YMF-5D 2 1 2 1 6


TOTAL BILLINGS $1,124,000 $810,000 $1,075,000 $585,000 $3,594,000

GRAND TOTAL AIRPLANE BILLINGS $4,697,212,028 $5,724,294,516 $4,976,304,001 $8,008,919,738 $23,421,120,283



❯

Asia Pacific Review

GLOBAL MARKETS – ASIA PACIFIC REVIEW

by Mike Vines

2011/2012 and +20% between 2012/2013. Thereport suggests the slow-down is potentiallycaused by a cooling Chinese economy whichis affecting certain industry segments; centralGovernment austerity measures; a shift inbusiness focus to domestic organic growth;longer decision making processes; and moreeducated buyers.

Of the 366 Greater China jet fleet the reportreveals that 321 are China-registered, whileHong Kong has 13 and Taiwan and Macau 12and 10 respectively. Gulfstream holds thelargest market share with 140 aircraft; Bom-bardier, 112; Dassault, 30; Cessna, 28; Hawker,19; Embraer, 16; Airbus, 15; and Boeing, 6. Thetop five Greater China business jet operatorsby aircraft fleet size, meanwhile, are - HNAGroup (including Deer Jet), 66; BAA, 44; TAGAviation Asia, 34; Metrojet, 31; and JetAviation Business Jet (HK), 23.

INDUSTRY NEWSAs regards industry news, Bombardier Aero-space and the Tianjin Airport Economic Areahave signed a letter of agreement to increaseaircraft maintenance services in MainlandChina. The agreement is a first step towardthe creation of a joint venture, which is in-tended to result in the construction of a main-tenance facility in 2016 supporting the MRO,and associated activities and services for allBombardier business aircraft.

Zurich-headquartered ExecuJet, mean-while, is already based at Tianjin. The jointventure MRO company ExecuJet Haite Avia-tion Services China was due to become fullyoperational by the end of February. The com-pany has 20 personnel in place and wasstraining at the leash to get started on fullbusiness jet base maintenance after a frustrat-ing few months waiting for final approvalfrom the CAAC.

ExecuJet’s purpose-built facility is an au-thorized service center for both Bombardierand Embraer business jets and despite the lastminute hassle ExecuJet Haiti has been verybusy with AOG work from both OEMs, ac-cording to Graeme Duckworth, ExecuJet MD,

he 2013 ‘Greater China BusinessJet Fleet Report’ by Hong Kong-based Asian Sky Group (ASG)asks ‘Is China Slowing Down?’,and ‘Is it [the market] Over

Hyped?’ More aircraft are arriving there, butat a slowing rate, while increasing numbersare exported from the registers of mainlandChina, Hong Kong, Macau and Taiwan. Sofrom the report, the Greater China market isslowing.

In the first half of 2013 there were just 37deliveries including seven pre-owned aircraft

with the traditional frontrunners’ (Gulfstreamand Bombardier) market shares remainingroughly the same. Market gains were made byDassault and Embraer while Cessna andHawker models decreased. Deliveries by theend of 2013 were expected to reach a total of106 aircraft with 68 arriving in the second halfof the year. Of these, 31 aircraft were pre-owned (a growing trend that doesn’t now at-tract the stigma it used to).

The total fleet has grown from 240 aircraftin 2011, to 305 in 2012, to 366 at the end of2013. In percentage terms that’s +27% between

T

UP AND RUNNING IN TIANJIN

Global Mk APRIL14_Pre-Owned Sales Jan06 18/03/2014 15:47 Page 1

2005 Challenger 300 s/n: 20059Fresh 96 Month Inspection, Landing Gear Overhaul(Completed in December 2013 at Bombardier Tucson):

One US Owner Since New 9 Seat Interior with Divan GoGo Biz High Speed Data Iridium SATCOM Currently Operated Commercially in Accordance withFAR Part 135 Regulations Extended Overwater Equipment Enrolled on SmartParts Low Utilization Program Turn Key Option - Keep Aircraft with ExistingManagement Company and Charter Certificate No Known Damage

2004 Falcon 2000EX s/n: 025Highest Serial Number Falcon 2000EX Currently For Sale:

Unmatched Pedigree - One US Owner Since New Engines / APU on ESP Gold AvTrak Maintenance 10 Passenger Seating w/Jump Seat TT-5000 HSD+/Swift 64 SATCOM Airshow 400 Cabin Display Baker CD/DVD Player 88 Parameter SSDFDR FAR Part 135 Material Burn Cert./Swatches No Known Damage

2001 Falcon 900C s/n: 189Exclusive Falcon 900C Lease opportunity:

Fresh 2C and Landing Gear Overhaul US Registered No Damage history MSP Gold 18 Passenger Seating AirCell Iridium – Axxess II SATCOM Forward and Aft Lavatories TT: 3958 Cycles: 2122

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2005 Challenger 300 s/n: 20059Fresh 96 Month Inspection, Landing Gear Overhaul(Completed in December 2013 at Bombardier Tucson):

• One US Owner Since New• 9 Seat Interior with Divan• GoGo Biz High Speed Data• Iridium SATCOM• Currently Operated Commercially in Accordance withFAR Part 135 Regulations

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2004 Falcon 2000EX s/n: 025Highest Serial Number Falcon 2000EX Currently For Sale:

• Unmatched Pedigree - One US Owner Since New• Engines / APU on ESP Gold• AvTrak Maintenance• 10 Passenger Seating w/Jump Seat• TT-5000 HSD+/Swift 64 SATCOM• Airshow 400 Cabin Display• Baker CD/DVD Player• 88 Parameter SSDFDR• FAR Part 135 Material Burn Cert./Swatches• No Known Damage

2001 Falcon 900C s/n: 189Exclusive Falcon 900C Lease opportunity:

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IAG April_Layout 1 19/03/2014 10:51 Page 1

GLOBAL MARKETS – ASIA PACIFIC REVIEW

Asia. “At the moment although we have ourfull Chinese maintenance license we havebeen mainly working on visiting aircraft. Ob-viously when we’re fully up and running wedo intend to maintain a lot of Chinese aircraftas well.”

SINGAPOREAt the Singapore Air Show there was plenty ofBusiness Aviation activity but not much in theway of General Aviation aircraft sales an-nouncements. A couple of exceptions wereAgustaWestland (selling another ten AW139helicopters to Malaysia’s Westar), and Sydney-based Hawker Pacific Pty which signed amulti-aircraft, multi-year MoU with Bell Heli-copter for various models, based on antici-pated market growth.

Hawker Pacific also signed a deal with Em-braer Executive Jets to provide full mainte-nance support for Legacy 500 and Legacy 450customers in the Asia-Pacific region. TheLegacy 500 is due to enter service in the firsthalf of 2014 with Legacy 450 certification due ayear later. Hawker Pacific is now certified toprovide maintenance support to all EmbraerExecutive Jets, from the Phenom 100 to thenew Lineage 1000E.

Business Aviation is “hopping” at Singa-pore’s Seletar Aerospace Park according toGary Dolski, Jet Aviation’s vice president andgeneral manager, Asia Pacific. The much pub-licized Jet Aviation $25 million mega-hangarMRO/FBO complex will be fully operationalby April says Dolski. Because of the success ofthe Seletar Aerospace Park, there are worriesthat the pool of locally-trained technicians willfast dry up - and to avoid this Jet Aviation Sin-gapore is collaborating with Air TransportTraining College (ATTC) Seletar to train upmore local talent on a joint Licensed AircraftEngineer Training Program.

As part of the deal, Jet Aviation hastransferred ownership of a Falcon 20 businessjet to ATTC for hands-on training. Jet Aviationwill provide required on-the-job training op-portunities to students enrolled on the course.

Just across the runway, Bombardier com-menced its wholly-owned and operated MRO

airframe heavy maintenance operations herelast September. It has a 32,000 sq ft hangarand 15,000 sq ft of office space. Initially it willoffer servicing for Global Express, Learjet 75and Challenger series aircraft. In February itwas announced that the facility is to becomethe Asian home of Canada-based FlyingColours Corp. At Seletar, Flying Colours willoffer full-service interior refurbishment capa-bilities on site to all Learjet, Challenger andGlobal business jets.

Flying Colours had been looking for anAsian base for a couple of years. “…when theopportunity presented itself with Bombardierat Seletar it was a quick answer, especiallyconsidering our relationships on other proj-ects,” Sean Gillespie, Flying Colours executiveVP sales and marketing said. “It diversifiesour relationship with Bombardier, provides uswith an Asian base of operation, and alsogives us access to customers we might nothave had previously...”

Flying Colours also became the first Cana-dian MRO to receive complete airframe andspecialized service CCAR 145 MOC, (ChinaCivil Aviation Regulations 145 MaintenanceOrganization Certificate), approval from theCAAC, enabling Flying Colours to conductfull airframe inspections, repairs and sched-uled maintenance, along with specializedservices including sheet metal work, compos-ite repairs, paintwork, interior completionsand modifications on Chinese registeredaircraft.

Bell Helicopter at Seletar has received ap-proval from the Civil Aviation Authority ofSingapore to perform maintenance and cus-tomization on Bell 206 series, Bell 407 seriesand Bell 429 aircraft under the certification ofTransport Canada Civil Aviation. With thisqualification the company can now performcustomization work on all in-production BellHelicopter aircraft.

ST Aerospace also officially opened its new$26.6m aviation centre at Seletar AerospacePark in early February.

INDONESIADassault Falcon Jet is enthusiastic about

prospects for its business jet range in the re-gion. “We’re looking at Southeast Asia - inparticular countries like Indonesia—as emerg-ing growth countries for Business Aviation,”said John Rosanvallon, President and CEO ofDassault Falcon Jet. The company anticipatesdelivering its first Falcon - a 2000LXS - to anIndonesian customer later this year.

Indonesian Aerospace (Aae), meanwhile, isto build a rugged 19-seat twin turboprop(PT6A-42 powered) dubbed the N219 to com-pete with the Viking Twin Otter and theHarbin Y-12F. The company plans to fly thefirst prototype in 2015. According to reportsthe program is now fully-financed with devel-opment costs expected to be around $80 mil-lion. The company hopes to improve on theperformance of the Twin Otter and will offerincreased cabin height and three-abreastseating.

Over in Bali, ExecuJet’s FBO opened forbusiness in temporary accommodation at theInternational Airport in October giving thecompany exclusive rights to run the GeneralAviation Terminal there. P.T. ExecuJet Indone-sia – the joint venture between ExecuJet Avia-tion Group and majority owner P.T. DimitriUtama Abadi – is preparing to move from thetemporary General Aviation terminal to a newfacility in the next two months.

The new GA terminal has a purpose-builtadjacent apron designed to handle all GeneralAviation and business aircraft up to narrow-body airliners. It will be the first terminal tobe opened under a Memorandum of Coopera-tion signed in June 2012 for ExecuJet to exclu-sively design, construct and manage GAterminals at up to 13 airports managed bystate-owned Indonesian aviation companyAngkasa Pura I.

“At the moment we are concentrating onBali, but have looked at a second possible sitealready,” concluded ExecuJet’s Duckworth.“We are still evaluating whether we will takeup the option for the other airports as ourbusiness requires high General Aviationmovements and some of these [airports] aretoo low [in movements] to warrant the invest-ment that will be required.”

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s everyone continues to look forbright spots in the BusinessAviation recovery, theTurboprop segment continuesto show promise. This month

we will review the business turboprop mar-ketplace and analyze the ups and downs ofthis fleet’s recovery.

As we reflect on the recently released 2013deliveries of New and Full-Sale RetailTransactions of Pre-Owned business turbo-props compared to 2012, we are seeing anoth-er mixed year for this market segment.

Chart A (right) represents both the Newand Pre-Owned business turboprop deliveriesand transactions from 2001-2013 are on differ-ent cycles. New turboprop deliveries haveincreased to 420 in 2013 following three yearsof almost no growth. However, this level isstill below the peak set in 2008 of 535.Meanwhile, the Pre-Owned business turbo-props full retail sale transactions have beendeclining since 2011 but are still above the lowpoint recorded in 2009.

A good first predictor: New aircraft ordersare based on the successful sale of existing air-craft in the Pre-Owned market. A buyer whowants to purchase a new aircraft usuallyneeds to sell their existing one first.

VIEW BY MAKE – NEW AND PRE-OWNEDTable A (right) shows the number of Newand Pre-Owned business turboprops in oper-ation by make, along with the number forsale, percentage for sale, and the number oftransactions. As represented, the King Airdominates the total with over 6,000 turbo-props (or 43%) of the total business turbo-props in operation. The number of transac-tions shows that the King Air with 831 trans-actions represents 43% of all transactions inthe past 12 months.

VIEW BY MODEL – NEW AND PRE-OWNEDTable B (facing, top left) shows the Top Tenlist by model, and is ranked by the number ofNew and Pre-Owned Full Sale Transactionsover the past 12 months. The Piper Meridianleads the Top 10 list with 178 transactions fol-lowed by the King Air B200. Three other KingAir models are in the Top 10 listing, while ofall models, the Caravan 208B has the largest

Business Turboprops:A Recovery In The Works? by Michael Chase & Marj Rose


number of business turboprops in operationat 1,606 units.

PRE-OWNED COMPARISON 2013 VS 2012Table C (facing, top right) is a comparison ofthe month of December 2013 versus December2012. The number of Business Turboprops ‘ForSale’ decreased by 5.4% and lowered the per-centage ‘For Sale’ to 7.7% from 8.3%.

The number of Full Sale Transactionsdecreased by 8.8% for the 12-month periodending in December 2013 compared toDecember 2012. It also took 332 days (or 11months) before a business turboprop soldcompared to 2012 at 348 days. That’s 16 fewerdays on average. During the same period theaverage asking prices increased by 5.9%.

RETAIL SALE TRANSACTIONS VSAVERAGE ASKING PRICESCharts B & C (facing, bottom left & right)compare both the Retail Sale Transactions andAverage Asking Price for Business Turbopropsfrom January 2006 to December 2013, based on12-month moving average trend lines.

From 2006 through mid-2008 the pre-reces-sion Retail Sale Transactions and AverageAsking Prices for business turboprops were onthe same upward path based on a 12-monthmoving total and moving averages. Then inlate 2008, the Retail Sale Transactions rapidlydropped by one-third from 1,596 to 1,096, andthe ‘For Sale’ inventories rose rapidly (asshown on the ‘For Sale’ line).

However, the Average Asking Price contin-ued to increase to an average of $1.633 million

JETNET >>KNOW MORE

ACHART A - NEW VS USED TRANSACTIONS

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

0200400600800

10001200140016001800

Worldwide New Deliveries

Pre-owned Sale

Transactions

Year

New

Pre-owned

Source: GAMA – New; JETNET excludes two Agricultural OEMs Pre-owned Whole & Leases; Presentation and Analysis by Chase & Associates

420 ‘13

1,456 ‘11

1,604 ‘07

535 ‘08

1,188 ‘01

272 ‘03

1,283 ‘13 1,135

‘09

361 ‘11

TABLE A - TRANSACTIONS BY MAKE

JetNet April14_PAMA interview November06 18/03/2014 16:34 Page 1


JETNET >>KNOW MORE

and then dropped by one-third to $1.100 million. Since the rapid drop in both metrics,there has been a steady improvement withabout a six month lag with a clear separationof the two lines. An interesting observation isthat both lines are currently trending apart.

BUSINESS TURBOPROPS ‘FOR SALE’The number of business turboprops ‘For Sale’has averaged 1,071 from January to July 2013compared to the same period in 2012 at 1,234,a decline of 163 or 13.2% less turboprops. Thecurrent percentage ‘For Sale’ is at 7.7% forJuly 2013 compared to 8.9% for July 2012. In acomparison of the number of business turbo-props ‘For Sale’, the years 2009 to 2013 (1,291)show an average of 258 more than from theyears 2005 to 2008 (1,033).

SUMMARYThe business turboprop market is showingmixed trends between New and Pre-Owned.Overall the ‘percentage for sale’ and ‘averagedays on the market’ are showing decreases.

The good news is that more New businessturboprops are again entering the market.However, Pre-Owned business turboprops areshowing increases in the average asking pricesthat has resulted in fewer full sale transactions.So after several years of no growth in newdeliveries, 2013 showed growth. These trendsmay result in new optimism as we movedeeper into 2014.❯ For more information: • Michael Chase is president of Chase & Associates,and can be contacted at 1628 Snowmass Place,Lewisville, TX 75077;

Tel: 214-226-9882; Web: www.mdchase.com

• JETNET can be contacted at101 First Street, Utica, NY13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

• Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com

Source: JETNET; Analysis & Presentation by Chase & AssociatesSource: JETNET; Analysis & Presentation by Chase & Associates

1,096

1,596

1,283

$1.192

$1.633

$1.100

$1.391

$0.000

$0.200

$0.400

$0.600

$0.800

$1.000

$1.200

$1.400

$1.600

$1.800

800.0

900.0

1,000.0

1,100.0

1,200.0

1,300.0

1,400.0

1,500.0

1,600.0

1,700.0

1,800.0

Avg

Ask

ing

Pric

es $

mil.

Ret

ail S

ale

Tran

sact

ions

Year

12-Month Moving Total Retail Sale Transactions

12-Month Average Asking Price

2006 2007 2008 2009 2010 2011 2012 20142013

January 2006 to December 2013 12 Month Moving Trends

CHART B - RETAIL SALE TRANSACTIONSvs AVERAGE ASKING PRICE

TABLE B - TRANSACTIONS BY MODEL TABLE C - PRE-OWNED BUSINESS TURBOPROPS

Fleet 22013 22012 CChange PPercentage

In-Operation 14,113 13,762 351 2.6% For Sale 1,080 1,142 -62 -5.4% % For Sale 7.7% 8.3% (-0.6%)

22013 22012 CChange PPercentage Full Sale Transactions 1,283 1,407 -124 -8.8% Average Days on Market 332 348 -16 -4.6% Average Ask Price (US$m) 1.391 1.314 0.077 5.9%

Source: JETNET

Fleet

December

January - December

Jul. '05 Jul. '06 Jul. '07 Jul. '08 Jul. '09 Jul. '10 Jul. '11 Jul. '12 Jul. '13For Sale 1,111 983 923 1,116 1,459 1,390 1,324 1,205 1,077Fleet Percentage For Sale 10.4% 8.8% 8.0% 9.3% 11.8% 10.9% 10.1% 8.9% 7.7%

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

14.0%

0.0

300.0

600.0

900.0

1,200.0

1,500.0

1,800.0

Flee

t Per

cent

age

For S

ale

For S

ale

For Sale

Fleet Percentage For Sale

Months of July 2005 to July 2013

4 yr. avg. 1,033

5 yr. avg. 1,291

CHART C - FOR SALE vs FLEET PERCENTAGE FOR SALE

JetNet April14_PAMA interview November06 18/03/2014 16:35 Page 2

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Market Indicators

According to the Jet Support Services, Inc.(JSSI) 2013 Year-End Business AviationIndex, global Business Aviation activitygrew by four percent surpassing the 2.9 per-cent growth that the IMF estimates tookplace in the world’s GDP in 2013.

The Manufacturing, Power & Energy andReal Estate industries all posted impressivegains, while the Construction, Financial Serv-ices and Healthcare industries contracted.When looking at the data by region, however,Business Aviation experienced growth in virtu-ally every market, both on an annual and aquarterly basis.

“When viewed by region, the data is gener-ally consistent with macroeconomic trendsacross the globe. Business Aviation continuesits strong rebound in the U.S., with six percentyear-over-year growth and seven percentquarter-over-quarter growth,” noted NeilBook, President/CEO, JSSI. “Although Euro-pean flight hours were down from the thirdquarter, flight activity for our European-basedclients is still up 12 percent over Q4 2012.”

Emerging markets in Asia, the MiddleEast and Africa were up by over 20 percentsince 2012, while flight hours in Latin Amer-ica remained flat.

In addition, Business Aviation activity byaircraft type provides insight as to exactlyhow the business community is flying, andthis is the first time JSSI’s Business AviationIndex released data on aircraft type usage.

“It is encouraging to see growth from sin-gle engine turboprops to large cabin air-craft,” continued Mr. Book. “This tells us thatbusinesses large and small, along with theowner/operator community, are flying theirairplanes again.

“As the global economy has recovered,we initially saw hesitation from businesses tostart flying again. We’re now seeing this hesi-tation dissipate…We look forward to seeinghow the Business Aviation industry growsand evolves throughout 2014 and beyond,both in the U.S. and around the globe.”

MI www.jetsupport.com

BizAv Activity Up in 2013

No ‘Elephant’ in the(Heli-Expo) RoomOver 19,000 attendees and 700 exhibitors at-tended HAI in Anaheim, and while there wereseveral encouraging aspects of the show, marketresearch consultant Brian Foley noted the mili-tary-driven segment of the industry – typically'the elephant in the room', accounting for morethan 75% of industry dollars – was under-represented.

"When military sales sneeze, the whole industrycatches a cold," Foley noted. The US Army, which isthe world’s largest user of rotorcraft, is facingbudget cuts. New-aircraft funding will be limitedand, as troop levels fall to potentially pre-WW2numbers, there won’t be enough staff to fly andmaintain existing equipment. The latest US defensebudget proposal calls for all 368 of the Army’s BellKiowa Warriors to be mothballed. "Fewer helicop-ters and fewer hours threaten not just sales butaftermarket revenues," Foley adds.

Even in the purely civil segment, used-rotorcraftinventory is up by 11.6% since last year's Heli-Expo, while average asking prices are down by 2%(according to AMSTAT). Used equipment has beenlisted on the market an average of 35 days longer.None of these trends are conducive to new sales.

As to bright spots, a US Air Force contract is tobe awarded in June and several leasing companiesannounced mega-orders. But Foley points out leas-ing sales tend to be less "sticky" than individual or-ders, and typically allow deliveries to be deferred ifthe demand isn’t there.

A recurring quandary in the industry is that thebuyer pool is known and finite, with OEMs compet-ing for the same business year after year. A fewyears ago manufacturers tapped the super-midsizemarket with products in the $20 million range. Nowthe race has turned down-market into the light sin-gle-engine entry level gap, albeit at the less excit-ing $1 million price point. Emerging markets suchas China are also being nurtured as additive busi-ness, as are unpiloted vertical lift machines for themilitary.MI www.brifo.com


Upward Lift for China’s HelisIn the past four years the helicopter fleet in Greater China has doubled in size and, accordingto a new report by Asian Sky Group, it is expanding at an annual rate of 20%.

At the end of 2013, the civil helicopter fleet totalled 465, of which 41 are based in Hong Kong,Macau and Taiwan. The largest concentration of helicopter use is in Guangdong (where 96 helicopters are based) and Beijing (with 61).

Asian Sky Group reports that the offshore oil industry is a major user with a fleet total of 74helicopters, while corporate and private helicopters form a growing part of the fleet. Airbus Helicopters (formerly Eurocopter) is the market leader with 26% of the Chinese fleet (121 helicopters), followed by Robinson (102 units).MI www.asianskygroup.com ▼

JSSI INDEX: REGION

JSSI INDEX: AIRCRAFT TYPE

MarketIndicators Apr14_Layout 1 18/03/2014 16:26 Page 1

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Jetnet April_Layout 1 17/03/2014 16:58 Page 1

Reviewing ARGUS TRAQPak month-over-month flight activity data, January 2014flights decreased slightly from December2013 to finish the period down -0.5% overall.Part 135 and fractional flight activity postedmonth-over-month decreases of -2.0% and-6.7% respectively. The Part 91 market, meanwhile, posted an increase of 2.1% overDecember 2013.

Aircraft category results were mixed forthe second month in a row with turbopropsposting the largest decrease, down -1.9%from December. Mid-size cabin aircraft alsoposted a decline for the month, down -1.0%.Small and large cabin aircraft postedmonthly gains of 0.4% and 1.7% respectively.The largest month-over-month increase wasa 4.7% rise in the Part 91 large cabin segment.

Reviewing flight activity year-over-year(January 2014 vs. January 2013); TRAQPakdata indicates that January 2014 posted a

year-over-year increase of 1.8%. The resultsby operational category continue to showstrong growth for the Part 135 segment (up8.0%). Meantime, the Part 91 and fractionalmarkets recorded slight decreases, down-1.1% and -1.6% respectively.

Flight activity by aircraft category looks tobe following the same trend with large cabinactivity posting a 9.7% increase from January2013. (Note: large cabin flight activity postedgains in all three operational categories.)Mid-size and small cabin aircraft finished theperiod up 3.7% and 6.1% respectively, whilethe turboprop industry posted a year-over-year decrease of -6.0%.

The largest growth for an individual seg-ment occurred in the small cabin fractionalmarket (+24.7%). TRAQPak analysts wereprojecting a 1.5% rise in overall flight activityin February 2014.MI www.argus.aero

Unusual BizAv ActivityTime and again, Business Aviation has proven tobe a vital tool when normality turns into chaos.With the Ukrainian crisis building, Avinode took alook at Ukrainian Business Aviation travel pat-terns during the entire period to see if it couldidentify any unusual behavior...

When president Putin positioned additionaltroops in the Crimean peninsula Avinode expectedto see non-native Russians trying to exit Crimea tosafer ground, and expats leaving the country. At thetime of writing, this does not seem to have hap-pened. In fact, it appears that Business Aviation activity was running as usual. During 2013 therewere approximately fifty-one Business Aviation departures out of Ukraine each day, on average. Sofar in 2014 the average number of daily departureshas been around forty-one.

While for the most part the crisis hasn’t resultedin abnormal traffic patterns, Avinode did detect oneinstance of unusual behaviour: Ten days prior to theRussian Invasion of Crimea, on February 19, Euro-control recorded 70 departures, followed by 137 on February 20. This tapered off on February 21-22(77 departures each day). These four days saw significantly higher activity than the average.

The absolute majority of these flights were per-formed by flights leaving Kiev for Donetsk. Why isKiev to Donetsk so interesting? Well, Donetsk was,and is the home territory of former Ukrainian Presi-dent Yanukovych, his family and many of his clos-est ministers and associates. Without knowing whowas on each specific flight it is safe to assume thatmore people than Yanukovych have been feelingthe heat in Kiev…MI www.avinode.com


Market Indicators 2

BizAv Activity – US & Canada

Avionics Sales SoarThe Aircraft Electronics Association's (AEA)narrowed the dollar amount reported by theparticipating manufacturers in its AvionicsMarket Report to only include General andBusiness Aviation markets, revealing year-endtotal worldwide General and Business Avia-tion avionics sales amounted to more than $2.4 billion, which compares to an adjustedamount of more than $2.2 billion for 2012 year-end total sales.

Although the total year-end sales indicate a nine percent increase, when comparing totalsales reported by the same participating compa-nies in 2012 and 2013, the report shows salesgrowth of 6.9 percent.

Of the more than $2.4 billion in total sales reported for 2013, more than $1.3 billion, camefrom forward-fit sales (54 percent of total sales)while retrofit sales amounted to more than $1.1 billion. MI www.aea.net ▼

JANUARY 2014 Vs DECEMBER 2013

JANUARY 2014 Vs JANUARY 2013

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Please contact:Andrew Pearce - UK

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

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

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

1986 Citation III S/N 650-0104Motivated to sell. This aircraft has approximately 7,850hours Total Time, the engines have approximately 300hours since CZI and are enrolled on a MSP engine serviceplan. The 8 place interior is configured with a 2 placeforward divan, 4 place club and 2 aft forward facingseats. A 10” monitor is installed in the forward cabin.The avionics include dual Universal 1K FMS, TCAS II,TAWS and 406 ELT. Any reasonable offers areconsidered

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

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

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

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

www.execairejetsales.com

SOLD

SOLD

2 Innotech April_Layout 1 19/03/2014 16:42 Page 1

In-Service Aircraft Technical Condition Maintenance status for the 74 fixed-wingmodels and 1,456 aircraft listed ‘For Sale’ researched on January 31 evidenced the following overall market changes since our previous analysis…

Maintenance Condition (ATC Score): aslight improvement in the Technical Condi-tion of assets listed ‘For Sale’ was evidenced,with the ATC Score rising 8.4 AI2 basis points– continuing to climb above the Mid-Time/Mid-Life 5.000 level – on the ATCScore scale of -5 to 10.

Financial Condition (ATFC Score): re-mained virtually constant, improving by 0.2AI2 basis points and remaining above theMid-Time/Mid-Life 5.000 level, at 5.044, on the zero to 10 ATFC Score scale.

Financial Exposure (ATFE Value):accrued/future maintenance expenseimproved by over $23k, falling to just below$1.27 Million.

With an improvement in the averageMaintenance Condition (ATC Score) andmaintenance Financial Exposure (ATFEValue) – and no real change in FinancialCondition (ATFC Score), asset qualitycontinues to be good.

MAINTENANCE EXPOSURE VS. ETP RATIOSpread in the ratio of maintenance FinancialExposure to aircraft Ask Price (ETP Ratio)narrowed, while the weighted average foraircraft tracked by Asset Insight increased to41.7% from last month’s 41.3%. This increase,albeit minor, is worth noting, as we consider

anything over 40% to be an excessive ATFEValue in relation to the aircraft Ask Price,and the ETP Ratio has been steadily increas-ing since September, negatively impacting“value” (asset quality compared to askprice). Of the models we track, 27% of theaircraft listed for sale (versus last month’s23%) generated an ETP Ratio of 40% ormore.

Asset quality during the past few monthshas been consistently good, with January’sfigures the best we have seen since Septem-ber. Average ask prices have dropped a bitduring the past 60 days but, compared tovaluation swings the industry has experi-enced in recent times, prices have remainedrelatively stable since last August. We do notbelieve average trading prices for olderequipment will make any meaningful recov-ery, but are also unlikely to decrease muchfurther.

Buyers seeking younger equipment areprobably in a good position relative to price,but that is unlikely to be the case for muchlonger.

If you are serious about acquiring an air-craft, it is our belief that now would be agood time to act. And, whether you are con-sidering the acquisition of a “disposable air-craft” or a newer model, keep in mind thatthe major influencer of that asset’s valueshould be its maintenance condition. Youmay not like the color of the paint or the in-terior, but it costs a lot less to repaint or re-furbish the aircraft than to overhaul a coupleof engines.MI www.assetinsightinc.com

Market Indicators 3

Helicopter DemandSteadyIn its 16th annual Turbine-Powered Civil Helicop-ter Purchase Outlook, Honeywell expects that4,800–5,500 civilian-use helicopters will be de-livered during 2014–2018. Overall demand re-mains steady (versus the 2013 five-yearforecast), with large fleet operator requirementsoffsetting a moderate softening in new helicopterpurchase plans reported in the 2014 survey.

Latin America continues to lead all regions innew purchase rates, with up to 32 percent of re-spondent fleets slated for turnover with a new heli-copter replacement or addition. The five-year shareof demand from the U.S. and Canada is 26 percent,and Europe’s share closely follows with 23 percent.The Asia-Oceania region accounts for 19 percent.

Light single-engine helicopters continue to bethe most popular product class among respon-dents’ purchase plans, followed byIntermediate/medium twin-engine helicopters.

Over the forecast period, twenty percent of operators in North America plan usage increases(only 7 percent plan decreases); 22 percent of op-erators in Europe plan increases (6 percent plandecreases); 36 percent of Latin American operatorsplan increases (4 percent plan decreases); 23 per-cent of Middle East and African operators plan increases (11 percent plan decreases); and 29 percent of operators in Asia plan increases (6 percent plan decreases).

MI www.honeywell.com ■

Next month - Aircraft Comparative Analysis:

Falcon 900EX/EASy



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• Largest cabin-cross-section in its class and superbly equipped for intercontinental travel

• View complete specifications at: aviatrade.aero/sales_2012_A318.asp

• www.aviatrade.aero www.aasia.cn

Contact: Philip Rushton, President, 1-908-696-1174 Office, 1-908-578-8080 Mobile, 1-908-696-1175 Fax

Aviatrade April 17/03/2014 17:07 Page 1

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Aviatrade April 17/03/2014 17:08 Page 2

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

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

[email protected]

Cessna CitationUltras

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

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

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

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

J Hopkinson 2 October 18/02/2014 12:07 Page 1

SHOWCASE


• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,030Landings: 2,456

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,043 / Right Engine 3,035MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

Aircraft management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

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

Tel: 800 462 7709 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear 40XR March 18/03/2014 14:28 Page 1

Serial Number: 550-1134Registration: N412BTAirframe TT: 4820Landings: 3870

EnginesLeft Engine 606 SOH @ P&WRight Engine 606 SOH @ P&WPhase 1 - 5 completed January 2014

Avionics• Honeywell Primus 1000 IntegratedFlight Director & Autopilot System

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

ExteriorOverall Snow White with Black Metallic, Silver PlatMet, and Coral Red Pearl stripes

Interiorexecutive interior in a center club configurationwith an aft belted seat for an eighth passenger.Left and Right executive tables with Siennaleather inlays in the center club. Seating isfinished in Willow leather with Mink lowersidewalls, and finished Topaz Kayawood glosslaminate

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

Aircraft management Services Available

SHOWCASE


2006 Citation Bravo




Northern Jet Citation Bravo March 18/03/2014 09:33 Page 1

SHOWCASE


Airframe TT: 2075Landings: 1622

Northern Air Inc is pleased to offer this2006 Lear 45XR to the marketplace forimmediate sale

• MSP and Smart Parts

EnginesLeft Engine 1872Right Engine 1872

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

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

ExteriorOff White with Sandalwood Tan Stripes

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

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

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

2009 Learjet 45XR




Northern Jet Lear45XR March 18/03/2014 09:38 Page 1

SHOWCASE

Serial Number: 1337Registration: N52MKAirframe TT: 4561Landings: 2602

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsHAAP and Corporate Jet Support MaintenanceProgramsStandard Honeywell SPZ 8400 Cockpit Packagew/NZ 2000 NavsTriple Honeywell HG1075 Inertial Reference UnitsDual Honeywell FMS and Single Lasertrak NavDisplayCollins Nav/Comm Package with Three Comm’s,w/Dual Collins RTU’s Collins TDR 94 Transponders with EightParameter Enhanced SurveillanceSAT AFIS Equipped with PrinterMagnastar & Honeywell SATCOM 6000, OneCockpit and Three Cabin HandsetsG-Monitor ComputerHeads-up ChecklistFlight Data Recorder2 Hour Voice Recorder

Features & EquipementAirshow Genesis Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and RemoteControlGame Port Connections and LAN ConnectionsThroughoutEight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow AvailableSix Club Seat Rosen Monitors Updated to 6500Series in March 2007

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with three separate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as an aft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables and four 5.6 inch video monitors.

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

Maintenance72 Month inspection done 2010


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1999 Gulfstream IVSP

AeroSmith Penny Gulfstream IVSP April 18/03/2014 09:44 Page 1

Serial Number: 258289Registration: N881AFAirframe TT: 10,001.6Landings: 6291

• Aviation Partners Winglets• Interior new 2012 standard eight place• Exterior, 2012 Overall White Blue andwhite with blue stripes

• MSP

Airframe & EnginesTFE731-5BR ENROLLED IN HONEYWELLMSP

APUGTCP35-150W 4513 APU HRS 6048 APUS

AvionicsFMS: DUAL HONEYWELL NZ2000’SRADIO SYSTEM: HONEYWELL PRIMUS IIINTEGRATED

COMMS: DUAL HONEYWELLRCZ-851w/8.33spacing

NAVS: DUAL HONEYWELL RNZ-850RMS: DUAL HONEYWELL RM-850TRANSPONDER: DUAL HONEYWELLRCZ-833k

HF: DUAL BENDIX/KING KHF-950R/ALT: HONEYWELL RT-300AHRS: DUAL AHZ-600RADAR: HONEYWELL PRIMUS 870ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800EFB: SINGLE FG7000 Adv. Data ResearchTCAS: HONEYWELL ACSS TCAS II W/CH.7CVR: UNIVERSAL CVR-30BEGPWS: ALLIED SIGNAL

ExtrasAVIATION PARTNERS WINGLETSCAMP MAINTENANCE PROGRAMDUAL HONEYWELL PRIMUS II SRZ-850 DATALOADER

LSZ-850 LIGHTNING SENSORARTEX C406-1 ELTHONEYWELL N1 DEECS

InteriorNew 2012 STANDARD EIGHT PLACEINTERIOR

Exterior2012 Overall White Blue and white with bluestripes


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061


1996 Hawker 800XP

SHOWCASE

Aerosmith Penny Hawker 800XP February 18/03/2014 09:46 Page 1

Serial Number: 550-0098Registration: N211JSAirframe TT: 9,067Landings: 1308

Engines JT15D-4Engine 1: Engine 2:8,223.3 Total Time. 8,972.9 Total Time.2,016.7 HRS SOH 2,696.7 HRS SOH210.7 HRS SHI 901.7 HRS SHI

AvionicsADF: Dual Honeywell DF-850Autopilot: Honeywell SPZ-500 IFCS W/AP switchingCOMMs: Dual Honeywell Primus IIDME: Dual Honeywell FMS: Universal UNS-1K w/GPSRadar Alt: Sperry RT-300TAWS: SandelTransponder: Dual Honeywell Mode SAHRS: Dual Collins AHC-300CVR: Fairchild CVREFIS: Honeywell EDZ-805 5-tubeNAVS: Dual Honeywell Primus IIStormscope: Honeywell LSZ-850TCAD: RyanWX Radar: Honeywell Primus 800 color w/checklist

AdditionalCitation V Avionics Package!!!Single Pilot IFRKeith Freon Air ConditioningRosen VisorsRear Baggage Compartment

Interior1999 Interior consisting of a 7 passenger, Beigeleather seating, mid-cabin club configuration.GREAT CONDITION!

Exterior1999 Paint, Overall White with light blue & Gold andMetallic. ALWAYS HANGARED!

Cessna Citation II

Eugenio GonzalezTel: +1 (210)667-8180, +1 210.805.3141E-mail: [email protected]

Sun Jet International Inc1770 SkyPlace Blvd,

San Antonio, TX 78216


SHOWCASE

Sun Jet International Citation II April 19/03/2014 16:37 Page 1

SHOWCASE

Serial Number: 650-0099Registration: XA-AEBAirframe TT: 10,447

Engines TFE731-3C-100SEngine 1: Engine 2:10,196 Total Time 10,196 Total Time3,449 HRS SOH 3,449 HRS SOH

AvionicsADF: Collins ADF-60AAutopilot: Sperry PSZ-650COMMs: Dual Collins VHF-22ACVR: Fairchild GA100EFIS: Sperry ED-600 2-tubeFlight Phone: MaganStar C-2000NAV: Dual Collins VIR-32RMI: Collins RMI-30TCAS: AlliedSignal CAS-67A w/Change 7Weather Radar: Honeywell Primus 800 w/WA800 Antenna & WI-800 IndicatorAFIS: AFISCompass: Sperry C-14DDME: Collins DME-42Flight Director: Sperry ED-600 2-TubeFMS: Dual Global GNS-XLS w/GPSRadar Alt: Collins ALT-50ATAWS: Sandel ST3400 Class BTransponder: Dual Bendiz/King MST-67A

AdditionalRohr Thrust ReversersTailcone Baggage ModWemac CoolingDC Flap ModGross Weight Increase ModZero Fuel Weight ModLarge Oxygen System

Interior2011 Interior Consisting of a 7 PassengerExecutive configuration. Airshow with LCDMonitors and Aft. Potty

Exterior2001 Paint by Duncan Aviation. Matternhorn Whitew/Stripes re-designed in 2011

1985 Cessna Citation III

Eugenio GonzalezTel: +1 (210)667-8180, +1 210.805.3141E-mail: [email protected]

Sun Jet International Inc1770 SkyPlace Blvd,

San Antonio, TX 78216


Sun Jet International Citation III April 19/03/2014 16:40 Page 1

Serial Number: 9145Registration: HB-JEXAirframe TT: 3741Landings: 1308

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches

• 4C inspection performed at Jet Aviation Basel in July 2010

• 8C inspection due in July 2015• No damage history

Engines (under RR Corporate Care)Rolls Royce Deutschland BR 700-710A2-20• LH: S/N 12405 - 3659 TSN, 1265 CSN• RH: S/N 12406 - 3741 TSN, 1308 CSNAPU (under JSSI)Honeywell RE 220 (GX) S/N P-264Time: 2845 TSN / 3405 CSNAvionics• Communications Triple Honeywell RCZ 833E• Navigation Dual Honeywell RNZ 851• ADF Dual Honeywell P2000XP• RMU Dual Honeywell RM 855• Transponder Dual Honeywell P2000XP, Mode S• Radar Honeywell WU 880• IRS Triple Honeywell Laser Ref III• HF Dual Collins HF 9031A with Selcal• GPS Dual Honeywell HG2021 & GNSSU• FDR Honeywell SS FDR QAR• CVR Honeywell SS CVR• Triple Honeywell Flight System ManagementW/CD 820 CDU

Special Features• Aircraft under CAMP maintenance tracking

service• Aircraft under Bombardier Smart Parts Plus

coverage• Cabin Altitude Reduction for Passenger Comfort(4’500 Feet)

• Honeywell RT 950 TCAS II, Version 7.0• Honeywell Mark V Enhanced GPWS• Honeywell MCS 7000 SATCOM (6 Channel)/2Channel Iridium

• RVSM, 8.33 MHz Spacing and FM ImmunityCertified

• Heads Up Display (HUD), EVS, RAAS• BATCH 3, WAAS (SBAS-LPV), FANS 1/Aperformed in December 2013

• Artex ELT 110-406 Emergency Locator Beacon• Teledyne Datalink SystemInterior (refurbished in February 2011)• Twelve passenger configuration and a three-

place divan 9G certified in beige leather andbrown nubuck

• Forward lavatory and crew rest area• Fully equipped galley and annex• Aft private lavatory, storage closet and baggage

compartment• Cabin entertainment system with flat screenvideo monitors, satellite TV for Europe and USA,WLAN Internet, DVD and an airshow

• Electric window shades• EMTEQ system lighting retrofit• AIMS soundproofing systemExteriorWhite top, light beige bottom with gold accent stripes

2005 Bombardier Global Express

Stefano AlbinatiTel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Asking price: USD19,750,000

SHOWCASE

Albinati Global Express April 18/03/2014 09:50 Page 1

SHOWCASE

Serial Number: 20272Airframe TT: 841Landings: 6172010 in Service - Double Club Cabin for 8Passengers - Lufthansa NICEview Cabin System- Inmarsat and Iridium SATCOM - DeLuxe Galley- Collins ProLine 21 - EASA OPS 1 Equipped -RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 -Fresh 48 Months LUMP Inspection 12/2013 -38,850 lbs MTOW - No Damage History

Engines2 Honeywell AS907-1-1A (MSP)L/H: S/N P118687 R/H: S/N P118686TSN: 841 hrs TSN: 841 hrsCSN: 617 CSN: 617APUHoneywell GTCP-36-150(BD) (On MSP)Avionics and Other FeaturesCollins Integrated Digital ProLine 21 Avionics Suite

withCollins Automatic Flight Control System4 Collins CDU3 Collins VHF-4000 Comm w/8.33 kHz Spacing2 Collins HF-9031A with SELCAL1 ICS-200 Iridium Satcom1 Collins Inmarsat Satcom-5000ACARS Data Link w/ Graphical Weather Maps2 Collins NAV-4000 Nav2 Collins DME-4000 DME2 Collins NAV-4000 ADF2 Collins TDR-94D Mode S w/Enh. Surveillance2 Collins FMC-5000 FMS with V-Speed

Additional EquipmentLighted Chart HoldersEnhanced Baggage Compartment16G Seat in Lavatory Certified for Take Off and

LandingLufthansa NICEview Cabin SystemAirshow 410 Cabin Entertainment with DVD/CD

Player and Two 18” MonitorsDeluxe Galley with Espresso MachineForward Partition with Sliding DoorFloor Accent LightOver Water Flight KitCockpit Writing TablesDual LED Navigation LightsPulsating Main Landing LightsDoor Lock PackageCabinThe cabin has a luxury layout for eightpassengers consisting of dual club four individualpassenger seats arrangement with three bi-foldretractable and one plug-in executive tables. Theaft lavatory is fitted with a warm/cold waterdispenser, lighted mirror, storage drawers and abelted 16G seat certified for take off and landing.Seats are upholstered in grey leather, ceiling andside wall are of light grey, armledges, tablesgalley, cabinetries, forward and aft cabin partitionare of high gloss carbon fiber. DeLuxe Galleycomprises a microwave oven, two hot liquidcontainers, an ice drawer with overboard drain,and ample drawer storage for crystal and china.Interior in excellent conditionExteriorPainted allover white with one warm red stripefrom nose to tail. Excellent condition

2009 Challenger 300

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100

90411 NuernbergGermany

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: [email protected]


Reduced Price: US $14,950,000

Aero-Dienst April_Heeren Cit Ultra sep 19/03/2014 11:31 Page 1

SHOWCASE

Serial Number: 5033Registration: VP-BNRAirframe TT: 1660Landings: 847

• One owner since new• One of a kind designer interior in like newcondition

• Enhanced Navigation Upgrade & TCAS 7.1• RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC.ADS-C

• Securaplane 450 Security System• Airshow 4000 System• Four 5.6” Monitors, one 12” and one 20.0”Monitor

• Single 5-Disc Audio CD Player / Controller• Two Multi-Region DVD Players• Miltope Cockpit Printer & Cabin LaserPrinter

• SATCOM and Ethernet:- Wireless LAN- One (1) Honeywell MCS-7000+ SatcomSystem

- One (1) Honeywell AIRSAT 1 SatcomSystem

- One (1) MagnaStar C2000 Radiotelephone(Functions also as a PBX connecting allhandsets to each other and to theHoneywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

EnginesRR BR-710 Engines: 1660 hrs (as of January 23,2014) Enrolled in JSSI Platinum HoneywellRE220 (G550) APU: 2053 Hours

AvionicsCertification “Foxtrot” basic completed August2011, Navigation upgrade “Enhanced” c/w June2013 (ASC 84B & ASC 96), Runway AwarenessAdvisory System (RAAS), Four (4) HoneywellDU-1310 Flat Panel Display Units, Two (2)Honeywell DC-884 Display Controllers, One (1)Honeywell DP-884 Display Brightness Panel,One (1) Honeywell/Kollsman Visual GuidanceSystem (VGS), Three (3) Honeywell MAU-913Modular Avionics Units, One (1) HoneywellGP-500 Flight Guidance Panel, Three (3)Honeywell MC-850 Multifunction Control DisplayUnits, Three (3) Honeywell AZ-200 Air DataModules, One (1) Honeywell WU-880 WeatherRadar Receiver/Transmitter Antenna, Two (2)Honeywell WC-884 Weather Radar Controllers,Three (3) Honeywell IR-500 LASEREF V MicroInertial Reference Units, Two (2) HoneywellMRC-855A Modular Radio Cabinets, Three (3)Honeywell AV-900 Audio Panels, One (1)Honeywell MT-860 Third Navigation/Communication Cabinet Two, (2) HoneywellRT-300 Radio Altimeters, One (1) L3 CockpitVoice Recorder (CVR), One (1) Cockpit VoiceRecorder (CVR) Control Panel, One (1) L3 FlightData Recorder (FDR), Two (2) Davtron Digital

Clocks, One (1) Goodrich EBDI-4000 RadioMagnetic Indicator (RMI), One (1) GoodrichMagnetometer, One (1) Goodrich GH-3100Standby Attitude/Airspeed/Altitude Indicator,One (1) Honeywell RT-951 (TCAS 2000) 7.1(ASC 103), Two (2) Mason Cursor ControlDevices, One (1) Thales Satcom antenna, One (1)Honeywell LP-860 processor, One (1) HoneywellLU-860 controller, One (1) Honeywell AT-855brick antenna, One (1) Honeywell LSZ-860Lightning Sensor System (LSS)

Interior18 Passenger custom designer interior w/ fwdgalley including convection oven & microwave.Flight attendant seat. Fwd & aft vacuumlavatories. Fwd cabin: Six individual seats of whichtwo are berthable. Mid-cabin: Four-place clubarrangement. Aft-cabin: Two four-place divans.Interior is in excellent like new condition

Asking Price: Call!


Aviation Advisors International Inc8191 N. Tamiami Trail, Sarasota, Florida,

34243-2032

Tel: +1 (941) 351-5400Tel: +1 (210) 490 1883 - San Antonio officeEmail: [email protected]

2004 Gulfstream G550

Aviation Advisors March 18/03/2014 09:52 Page 1

SHOWCASE

Serial Number: 223Registration: N451CLAirframe TT: 7,442Landings: 5,055

EnginesTFE 731-3-1C ENGINES ENROLLED ON MSPEngine #1: Engine #2: Engine #3:S/N: P76811 S/N: P76812 S/N: P76810TT: 7241 TT: 7221 TT: 7275CSN: 4893 CSN: 4126 CSN: 4947SHSI: 252 SHSI: 251 SHSI: 219SMOH: 3115 SMOH: 3095 SMOH:3149

APUGARRETT GCTP 36-100A S/N P333TT 2990 HOURS/1501 HOURS SHSI

Avionics• DUAL COLLINS FLT DIR.• COLLINS APS 85 AUTOPILOT• DUAL COLLINS EFIS 86-C-14B SYSTEM• DUAL COLLINS VHF22 COM• DUAL COLLINS VIR 32 NAV• DUAL BENDIX MST-67A XPNDR• DUAL COLLINS ADF60• DUAL COLLINS DME42• DUAL UNIVERSAL UNS 1-F FMS• HONEYWELL AFIS SYSTEM• DUAL KING KHF950 HF COM• FREDRICKSON SELCAL• AIRCELL ST3100 FLITE FONE

Navigation ComplianceRVSM, FM IMMUNITY, RNP5, 8.33 COM, MNPS& RNP10

ExteriorPAINTED JANUARY, 2007 - DUNCANAVIATION, SHOWS LIKE NEW

InteriorCOMPLETED JANUARY, 2007 - DUNCANAVIATIONTHIS ABSOLUTELY GORGEOUS ANDMETICULOUSLY MAINTAINED FALCON 50HAS A DESIGNER INSPIRED INTERIOR INEARTH TONE COLORS AND A CUSTOM PAINTSCHEME. CUSTOM FABRICS, SUPPLE BEIGELEATHER UPHOLSTERED CHAIRS, ANDMEDIUM HIGH GLOSS CABINETRYCOMPLIMENT THE 9 PASSENGEREXECUTIVE INTERIOR WITH THE FOLLOWINGFEATURES:• DUNCAN 50EX STYLE INTERIOR• AIRSHOW 410 PASSENGER INFORMATIONSYSTEM

• HONEYWELL CABIN ENTERTAINMENTSYSTEM

• ONE 15” MONITOR • DVD PLAYER• HONEYWELL PRONTO CABINENTERTAINMENT REMOTE

• AIRCELLAXXESS IRIDIUM PHONE SYSTEMW/2 HANDSETS

• LED READING AND WASH LIGHTING SYSTEM• TIA MICROWAVE • TIA COFFEE MAKER• 9 PASSENGER CONFIGURATION INCLUDES6 CHAIRS AND A 3 PLACE DIVAN

• SIDE FACING JUMPSEAT • AFT LAV


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406


1991 Falcon 50

Florida Jet Falcon 50 April 18/03/2014 09:54 Page 1

Serial Number: 560-6019Registration: N193SBAirframe TT: 2350Landings: 2094

EnginesEngine Cycles Since New 1783 / 1783APU Since New 496Cessna Power Advantage+Cessna ProPartsAvionicsCollins Pro Line 21 Avionics 4 Tube EFISDual Collis AHC-3000 AHRSDual Collins ADC-3000 Air Data ComputersDual Collins CCP-3310 Cursor Control PanelsCollins IFIS-5000 (Weather & Charts)Collins TTR-4000 TCAS IIDual Collins FMS-3000Collins FMS Performance DatabaseWAAS w/ FMS 4.0 Software & V SpeedsDual Collins GPS-4000S (12 Channel)Dual Collins RTU-4000 Radio Tuning UnitsDual Collins NAV-4500 Navigation ReceiversDual Collins TDR-94D Mode S TranspondersCollins DME-4000Collins AALT-4000 Radio AltimeterXM Satellite WeatherL3 Communications FA2100 CVRDual FSU 5010Mark V EGPWS w/RAASCollins WXR-850 Turbulence Doppler Weather RadarJeppesen Electronic Charts

EquipmentLead Acid Battery77 Cu. Ft. Oxygen BottleFour (4) 110VAC Cabin OutletsTwo (2) 110VAC Cockpit OutletsFwd LH Refreshment Center w/ Tambour Doors,Additional Soda Storage & Pull-out PolyStoneWork Surface

Aft Vanity & Baggage Smoke DetectorsMonorail SunvisorsExternal Serviceable Lav10.4" Video Monitor mounted in RH Fwd Cabinet2 Executive Tables & 2 Slimline Tables w/LeatherInserts

Airshow 4000 Plus w/ Rosen Flight View MovingMap System

Removable Aft Belted LH Side Facing SeatAft RH Magazine RackExteriorSnow White with Platinum Metallic, Tibetan GoldMetallic & Ming Blue II Metallic Accent StripesInteriorSeating / Layout: 2+9 Center Club Configurationfeaturing Two Forward-Facing Aft Seats, aForward Two-Place Divan located across from theentry way, and a Left-Hand, Side-Facing Seat(located across from the Potty) serves as theninth seat. Materials / Colors: Seats are coveredin island sand beige leather with matching carpet,headliner and window reveals; crew seats featuresheepskin covers; the cabinetry, side ledges andtables are finished in a high-gloss wood veneer;the aft divider is completed in mirror bronze(upper) and high gloss veneer (lower); allhardware is finished in satin champagne gold

SHOWCASE


Tel: +1 (0) 336.723.3461Fax: +1 (0) 336.722.7585Cell: +1 (0) 336.971.2134Email: [email protected]

2009 Cessna Citation XLS+

Carolina Jets April 18/03/2014 09:58 Page 1

SHOWCASE


AXIOM AVIATION Inc.26380 Curtiss Wright Parkway Suite 106

Richmond Heights, Ohio 44143

Tel: +1 216-269-3631Email: [email protected]

2010 Gulfstream G550Serial Number: 5294Registration: VT-TMSAirframe TT: 1218Landings: 445

• One owner since new• Low time, well maintained• BBML Hi Speed Internet• SAT TV• Custom Interior• Enhanced Nav• Synthetic Vision• Forward Galley• Forward Crew Comm Area• Forward Crew Lavatory

EnginesRolls Royce BR 710C4-11 Enrolled on RollsRoyce Corporate CareSerial Numbers: LH: 15687 RH: 15676Hours/Cycles: 1218/445 1218/445APUHoneywell GRT RE 220 Enrolled on MSPSerial Number: P-627Total Time Since New: 884 hoursAvionicsHoneywell PlaneView™ Avionics Suite withCertification Foxtrot including:Four (4) 13x10-inch LCD Electronic Display SystemDual AutothrottleTriple Honeywell AV-900 Audio PanelsKollsman Enhanced Vision System IITriple Honeywell AZ-200 Air Data ModulesHoneywell Primus 880 Color Weather Radar w/Turbulence Detection

Dual Honeywell RT-300 Radio AltimetersHoneywell Enhanced Ground Proximity WarningSystem (EGPWS) -w/ Windshear Detection

Honeywell MT-860 Third Nav/Comm CabinetTriple Honeywell Navs with FM ImmnunityHoneywell ADFsTriple Honeywell Epic Planeview Flight ManagementSystems (FMSs)

Triple Honeywell LASEREF V Micro-InertialReference Systems (IRSs)

L3 Radio Magnetic Indicator (RMI)L3 Standby Attitude/Altitude/Airspeed IndicatorDual Mason Cursor Control DevicesInteriorVestibule: Forward full size RH galley withMicrowave, Warming oven, Cooling compartment,Ice drawers, Aerolux Espresso/Coffee maker. LHCrew Communication Compartment with sidewallmounted phone and berthing capability. LH CrewLavatory with fold down sink, 7” monitorForward Cabin: Four place club seating with twofold out tables, master entertainment, lighting andheating controls at RH # 2 seat. Remote controlstorage, HDMI port, 7” monitor at each seat, RHand LH 20” LCD monitors on FWD bulkheadsMid-Cabin: Four place club seating with two foldout tables, 7” monitor at each seatAft Cabin: RH Four place Divan, LH single seatwith fold out table and 7” monitor, 20” LCDmonitor on Aft LH BulkheadAft Lavatory: Full size lav, RH and LH storageclosets, Bidet sprayerOptionsCabin Customization. Recliner Type leg rests.Manual/electric lumbar support

Axiom Aviation March 18/03/2014 10:01 Page 1

SHOWCASE

Serial Number: 435Airframe TT: 670

• Only One Owner and 670 Hours Since New• Garmin G-1000 Flight Deck• RVSM Equipped• Garmin GDL-69A data-link XM/WXweather

• On new Socata Maintenance Program

EnginesPRATT & WHITNEY PT6A-66D (3000 HOUR TBO)Propeller ModelHARTZELL 4-BladedAvionics• 2 GMA 1347C Dual digital audio controller withintegrated marker beacon receiver, intercom andpublic address capability on outer side for pilotand co-pilot side

• 1 Sennheiser HMEC25 noise attenuatingheadset with ship-power connection

• 2 GDU 1040A, 10'' PFD display with three axisflight dynamics, air speed, altitude, vertical speed,HSI w/ perspective modes, turn, bank side slip,NAV/COM frequencies indication and APannunciation

• 1 GDU 1500 15'' multi-function display withengine (w/ optimum TRQ setting display),pressurization, electrical, fuel, flaps and trimsindication, Crew Alerting System (CAS),checklist, aircraft synoptic and super largenavigation mapping system

• 2 GIA 63W Nav/Com/ILS/WAAS GPS

• 2 GEA 71 Engine and airframe interface unit• 2 GRS 77 Attitude and Heading ReferenceSystem (AHRS)

Advanced Position and Traffic AwarenessPackage• RVSM data package• GTX 33 Mode S transponder (#2)• KRA 405 B Radar Altimeter displayed onGDU 1040As

• TAWS-B, class B TAWS worldwide database• KTA 810 Traffic Advisory System (TAS)• KN 63 DME displayed on GDU 1040As• Electric pitch and rudder trims on co-pilotcontrol wheel

• Co-pilot side map light and approach plate holder

Onboard Weather Package• WX 500 Storm-scope displayed on G1000 displays• GWX 68 digital four color weather radar - 10''antenna

Deluxe Leather Package• 6 genuine leather seats with adjustable backrestsand folding armrests

• Genuine leather upper side panels• Satin-brass trimming of individual fresh-air vents andreading light ring

Miscellaneous• GDL 69 A data-link XM/WX weatherinformation and XM audio infotainment(US Coverage Only)

• Chart view option for GDUs• Pulse light anti-collision system

2008 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 TBM 850 April 19/03/2014 14:45 Page 1

SHOWCASE


Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

2009 Gulfstream G200 Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Tel: +1 214 351 9595www.mentegroup.com

Serial Number: 760551Registration: N808MMAirframe TT: 4729.6 Landings: 8567

EnginesArriel 2S1 Power by The HourLeft: S/N 20681 Hours 4384.3 Cycles 5178.4 TSO 997.9Right: S/N 20652 Hours 4238.3 Cycles 4963.3 TSO 997.4AvionicsHoneywell ED-800 EFIS displays Collins VHF-22Areceiver/transmitter

LCR-92S AHRS Collins VIR-32A VOR receiverCollins ALT-55 Rad Alt. Collins DME-42SPZ-7600 series DFCS Primus 880 Digital weather radarDB Systems 352 audio panels UNS-1FW FlightManagement system

Additional FeaturesTail rotor pedal lube kitBaggage liner kitBoarding stepsHoneywell MK XXII EGPWSStatic inverter load shedC-4 Environmental SystemOverhead Lateral AbsorberEmergency floatsKeystone Door pin kitAircell ST 3100 Satellite PhoneStructural Enhancement kit 76070-20564-011Garmin 496Two Garmin 696 GPS with mountsGMX 200 MFDCVR 30A Cockpit voice recorder

5P BifilarPulselight systemForward bulkhead sliding windowsEaton Engine Chip Detector SystemMaintenanceMain Rotor Spindles aircraft TT:5000 Float bottles expireJune 2014

12 Month due March 2014InteriorNew interior installed 3/25/10 by Cabin CraftersCRS#C7QR807N So. Hackensack NJ 07606

Executive eight-passenger interior tastefully completedExteriorAircraft repainted March 2010 by KD Aviation/ReeseAircraft, with Jet Glo Matterhorn White 00150, AristoBlue 00412

2004 Sikorsky S-76C+ Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 230Registration: N331BNAirframe TT: 1821.4 Landings: 1060

EnginesESP GOLD P&W306AEngine 1: PCE-DF0103 1821.4 SNEWEngine 2: PCE-DF0104 1821.4 SNEWAuxiliary Power UnitHONEYWELL 36-150IAI SN: P-339 982 Total Time1187 Total CyclesAvionics5 Tube EDS / COLLINS PROLINE 42 COLLINS VHF-422D COMMS2 COLLINS VIR-432 NAVS1 COLLINS ADF-4500 ADF

2 COLLINS DME-4000 DME2 TDR-94D MODE S W/ FLT ID TDR1 COLLINS TWR-850 RADAR2 COLLINS FMC-6000 FMS2 COLLINS GPS-4000A GPS1 HNYWL KTR-653 W/SELCAL HFCOLLINS TTR-4000 W/CHG 7 TCASHNYWL DMU-AFIS AFISICG IRIDIUM ICS-200 SAT/COMARTEX 406 W/NAV INTERFACE ELTHNYWL MARK V W/ WS & RAAS EGPWSUNIVERSAL CVR -120 CVRCOLLINS FCC-4005 CAT II AUTOPILOTSpecial FeaturesIN SERVICE 12/22/2009. RNP-5/-10 / MNPSRVSM/8.33/FM IMMUNITY. EMERGENCY LIGHTINGAIRCELL AXXESS II. ATG 4000

InteriorWell appointed, nine (9) passenger interior featuresforward four place club seating and aft three(3) placedivan opposite two (2) place club. Upon entering thisbeautiful aircraft, you notice the well-appointed forwardgalley, including TIA Wavejet Microwave, two (2) hot liquiddispensers, wine storage, large serving area, and generousice drawer and trash receptacle. The medium toned, highgloss, wood veneers are accentuated by mushroom leatherseating and a brown fabric divan. The intricately woven,100% wool carpet shows little wear and compliments theinterior perfectly. Passenger will be entertained with anAirshow 410 system as well as forward and aft 17” LCDmonitors and a multi-region dual DVD playerExteriorOverall, White with Zephyr Orange and Black AccentStripes

Mente 2009 Gulfstream G200 & Sikorsky S-76C+ March 19/03/2014 08:48 Page 1

APRIL 15 , 16 , 17 , 2014

WWW.ABACE.AERO

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI —

MAKE PLANS TO BE THERE


Marketplace

Capital Jet GroupPrice: $1,950,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5875

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors

Hawker 800A Tel: +1 703-917-9000 E-mail: [email protected]

Capital Jet GroupPrice: $3,950,000 USD

Year: 2005

S/N: 258723

Reg: M-YCEF

TTAF: 4,219

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 8 year/48month inspections at Duncan Aviation. Fresh Engine CoreOverhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Hawker 800XPi Tel: +1 703-917-9000 E-mail: [email protected]

Sapphire InternationalPrice: Please Call

Year: 2002

S/N: 750-185

Reg: N750DD

TTAF: 2832

Location: USA, FL

Honeywell Primus 2000 Avionics, CAMP Systems, All SBsand ADs up to date on ProParts .Engines:Left /Right Description: Rolls-Royce AE3007C1/Rolls-RoyceAE3007C1,Engine Program:Corporate Care,Total TimeSince New: 2832 Hours,Total Cycles Since New: 1885Cycles ,Engine Program, Corporate Care, 8 Passengerinterior plus Belted Lav. Leather seats Reduced Price!

Cessna Citation X Tel: +1 (561) 753 5353Email: [email protected]

Premier AviaPrice: Please Call

Year: 1987

S/N: 49412

Reg: P4-AIR

TTAF: 45683

Location: Switzerland

Nineteen seats. Aft owner’s private stateroom with a doublebed and private lavatory. 2 forward crew rest areas. Galleywith three refrigerators. Three 42”, two 32”, two 20”, two 15”video monitors. Maximum range 7000km(3780nm).Additional Fuel Tanks System, composed of eleven auxiliaryfuel tanks (2200 gal or 6680 kg). One original aft auxiliaryfuel tank (784 gal or 2374 kg). AC meets requirements forRVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16Vol1 Ch4. Iridium ICS-200 Satcom.

McDonnell Douglas MD-87 Tel: +7 985 762 9787Email: [email protected]

Evgeny TikhomirovPrice: $15,000,000

Year: 2008

S/N: 20227

Reg: OE-HAB

TTAF: 2000

Location: Austria

Bombardier BD100-1A-10 ( Challenger 300), Certification:Aug-2008, In Service: Dec-2008, Power by the hourProgrammes: Airframe: JSSI (renewal pending), ENG: JSSI(renewal pending), APU: JSSI (renewal pending),Airframe/Engines/APU: All data as of 4-Jan-2014:AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE: Honeywell AS907 ( HTF7000),LH ENG- P/N:3030001-4; S/N: P118589,TSN:2008:08hrs and CSN: 903 cycles

Bombardier Challenger 300 Tel: +43 (0) 676 720 4239Email: [email protected]

P149-153 20/03/2014 14:40 Page 2


Marketplace

THE WORLD’S FINESTBusiness Jets,

Turboprops and Helicopters www.AvBuyer.com for sale at

and lots more...

Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF:

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

P149-153 20/03/2014 14:41 Page 3


Marketplace

Scottsdale Hangar OnePrice: Make Offer

Year: 2007

S/N: 510-0030

Reg: N725JB

TTAF: 1343

Location: USA, AZ

This Mustang has been impeccably maintained and alwayshangared, with extremely detailed flight and maintenancerecords. It is priced to sell!! Hours indicated as of Feb 2014.Maintenance Program Enrollment ‘CAMP’. Current Cescom10 available. Garmin Synthetic Vision. Jeppesen ChartView.Bose A20 headsets at crew positions.Second set smokegoggles at RH crew position. iPad 2 for backup charts andCP. Iridium 9505 portable satellite phone. SunFoil cockpitwindow shades. Life vests for crew/pax.

Cessna Citation Mustang Tel: +1 (480) 624-9000Email: [email protected]

Hans Gunter VosselerPrice: US$ 525,000

Year: 2013

S/N: 13499

Reg: N66HV

TTAF: 62

Location: USA, FL

Aircondition, 5 Point Harness, tinted bubble Windows,BOSE A20, Xenon HID, PAI 700 Vertical compass, GNS430with KS55A HSI, GTX330 Mode S,Kannad 406 ELT, KI203LAvionics Panel, NAT12 AA12 Intercom / Audio.

Robinson R44 Raven II Tel: +49 (0)172 7229100Email: [email protected]

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

Beechcraft GmbHPrice: Please Call

Year: 2012

S/N:

Reg:

TTAF: 892

Location: Europe

N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94DXPDR, TCAS II, RVSM capable, SSFDR, Aircell &Highspeed Internet, on JSSI, with several Warranties –Aircraft like new.

Hawker 900XP Tel: +49 (0)821-7003-100Email: [email protected]

Beechcraft GmbHPrice: Please Call

Year: 2007

S/N:

Reg:

TTAF: 120

Location: Europe

EU-Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100,EASA German commercial certificate, CAMO+, HSI08/2012

Cessna Citation XLS Tel: +49 (0)821-7003-100Email: [email protected]

P149-153 20/03/2014 14:42 Page 4


P152_Layout 1 19/03/2014 14:54 Page 1

Advertiser’s Index

21st Century Jet Corporation ...............................154ABACE ......................................................................148Aero-Dienst ...............................................................141AeroSmith/Penny............................................136-137AIC Title Services ....................................................117Albinati Aeronautics ................................................140Aradian Aviation .......................................................105Aviation Advisors .....................................................142Aviatrade...........................................................130-131Avjet Corporation.................................................50-51Avpro ......................................................................10-14Axiom Aviation ..........................................................145Banyan..........................................................................91Bell Aviation ..........................................................44-45Bombardier ..................................................................27Boutsen Aviation......................................................101Carolina Jets .............................................................144Central Business Jets .............................................155Charlie Bravo ..............................................................61Conklin & de Decker ...............................................103Corporate Aircraft Photography...........................123Corporate AirSearch Int’l ..............................107, 146

Corporate Concepts ...........................................46-47Dassault Falcon Jet Europe....................................2-3Donath Aircraft Services....................................38-39Duncan Aviation ..................................................55, 83Eagle Aviation..............................................................31EBACE.......................................................................118Elliott Aviation..............................................................37European Helicopter Expo.....................................152Flight Display Systems..............................................85Florida Jet Sales.......................................................143Freestream Aircraft USA....................................34-35General Aviation Services ........................................73Guardian Jet..........................................................23-25Gulfstream Pre-Owned ......................................40-41Innotech-Execaire ...................................................128Intellijet International .................................................6-7Intercontinental A/C Group...................................115Jet Support Services (JSSI) ..............................92-93JetBrokers..............................................................52-53Jetcraft Corporation ............................FC, 32-33, BCJeteffect ........................................................................49JETNET......................................................................126

John Hopkinson & Associates ....................109, 132Lektro..........................................................................123Leading Edge Aviation Solutions............................69Mente Group.............................................................147Mesinger Jet Sales ..............................................19-21NBAA Regional Forum...........................................124Northern Jet Management ............................133-135OGARAJETS........................................................28-29Par Avion......................................................................99PremiAir Aircraft Sales..............................................87Rolls-Royce .................................................................59Sojourn Aviation ...................................................56-57Southern Cross Aviation...........................................97Sun Jet International......................................138, 139Survival Products.....................................................123Tempus Jets ...................................................................5The Elite London......................................................122The Jet Business ........................................................79The Jet Collection ......................................................43VREF Aircraft Values ..............................................103Wiley Rein .................................................................123Wright Brothers Aircraft Title ................................119

Next Issue copy deadline: Wednesday 9th April 2014

World Aircraft Sales (USPS 014-911), March 2014, Vol 18, Issue No 3 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulationto decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

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April 2014


P149-153 20/03/2014 15:04 Page 6

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

21st Century March 19/02/2014 17:14 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

ALSO AVAILABLE: Gulfstream IISP SN210 * 2000 Gulfstream V w/ 5800 TT on RRCC* Falcon 900EXy SN238 (Lease Only)

FALCON 900EXy SN121Single Owner, Former Falcon Demonstrator, MostSystems are Triple, 2529 Total Hours, FWD & AFT

Lavs, AFT Cabin Divider, MSP Gold

FALCON 900B SN155Always US Owned, 6400 TT, MSP Gold, Forward

& Aft Lavs, Dual Aft Couches

FALCON 900C SN194Single Owner, 3850 Total Hours, 2060 Cycles,

MSP Gold, Standard Interior w/ Dual AftCouches, FWD & AFT Lavs.

FALCON 20F SN470 - FALCON 900CENGINES & APU MOD

7827 TT / 5009 Landings, MSP Gold, Collins Proline IIEFIS Cockpit, Dual Collins Radio Tuning Units,

Dual Universal 1L’s w/WAAS, ETC

FALCON 50EX SN2552 Midwestern Owners Since New, MSP Gold, Dual

Laseref, Dual NZ2000's, Satcom

FALCON 50-40 SN25Last Falcon 50 Ever to be Multi-million Dollar Converted,

Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EXInterior New 2010

www.cbjets.com

GULFSTREAM G200 SN1991960 TT / 1040 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

Celebrating 30 Years!

CBJ April_CBJ November06 18/03/2014 10:08 Page 1

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Just because you no longer have connecting flights

DOESN’T MEAN

you no longer need connections.The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots. www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

2011 Airbus A318 Elite2010 Challenger 3002002 Challenger 6042007 Challenger 850ER2002 CRJ 200LR2004 Falcon 2000EX EASy2006 Global 50002015 Global 50002014 Global 6000

2005 Global Express2010 Global XRS2001 Gulfstream 2002008 Gulfstream 4502011 Gulfstream G5501999 Gulfstream GIVSP1991 Hawker 1000B2012 Lear 60XRQ1 2015 Legacy 500

2005 GlObAl XRS - SN 9163Low TTAF - Fully ProgrammedMTOW Increased to 99,500lbs

2012 ChAllENGER 605 - SN 5866 Engines on GE On Point - APU on Honeywell MSP Smart Parts Plus Airframe Coverage

2012 GlObAl 5000 - SN 9445672 Hours; 281 Cycles - Engines Enrolled on JSSIAirframe on Smart Parts Plus

2006 FAlCON 900EX EASy - SN 165New to Market - EASy II Provisions in Place Low TTAF - HUD Equipped

2007 ChAllENGER 300 - SN 201411,197 Hours; 1,026 Landings - Enrolled on CAMPEngine: Honeywell HTF7000

Download the Jetcraft AppScan this QR code to

download to your Apple or Android device.

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