world aircraft sales magazine august 2013

The global marketplace for business aviation August 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 28 - 65

proudly presents

1998 Gulfstream GVSerial Number 545

See page 5 for further details

FC Aug 13_FC WAS 17/07/2013 11:58

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

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

PRE-OWNED FALCON

Project3_Layout 1 24/07/2013 14:19 Page 1

1998 • s/n 062 • 2,700 hrs. total time : very low time

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

Falcon 2000

2007 • s/n 103 • 2,556 hrs. total time

• 12/10 passengers • EUOPS1 compliant • Engines on JSSI, APU on MSP • February 2013 C check Mid Llife landing gear

overhaul and dry bay mod• Aero H+ Swift 64 Satcom • 3 IRS, 3 VHF (with VDL function)

Falcon 2000EX EASy

2003 • s/n 118 • 3,547 hrs. total time

• 12 passengers • Low time aircraft EUOPS1 compliant • 3 IRS, 3 FMS, 3 VHF • HUD • Aero I Sat Com • 2012 new paint, 2011 cabin refurb

Falcon 900EX

2005 • s/n 150 • 2,400 hrs. total time

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

Falcon 900EX EASy

2007 • s/n 004 • 4,327 hrs. total time

• 15 passengers • EUOPS1 compliant • FalconCare covered • ESP & MSP (Gold) covered• HUD, Swift 64 Satcom, 3 FMS, 3 IRS, 3 VHF

Falcon 7X

2007 • s/n 005 • 2,780 hrs. total time

• 14 passengers • EUOPS1compliant • FalconCare covered • ESP & MSP covered • HUD, Aero-HSD+ high speed data Satcom • August fresh 4A, 4A+ inspection • New Carpet

Falcon 7X


4 WORLD AIRCRAFT SALES MAGAZINE – August 2013

08.13Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA310-304 . . . . . . 148,A318 . . . . . . . . . . 42, 148,A319 . . . . . . . . . . 91,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 21, 33, 37, 42,CRJ 200 . . . . . . . 148,CRJ 700ER . . . . . 13,

BOMBARDIERGlobal 5000 . . . . 5, 16, 26, 148,Global 6000 . . . . 148,Global Express . 5, 11, 26, 35, 42, 43, . . . . . . . . . . . . . . . 47, 57, 91, 131, 148,Global Express XRS.. 11, 21, 33, 35, . . . . . . . . . . . . . . . 47, 148,Challenger300 . . . . . . . . . . . 6, 13, 46, 147,601-1A . . . . . . . . 43, 50,601-1A-3A . . . . . 45,601-3A . . . . . . . . 19,601-3R . . . . . . . . 13, 46, 141,604 . . . . . . . . . . . 5, 13, 19, 46, 165, . . . . . . . . . . . . . . . 147, 148,605 . . . . . . . . . . . 6, 22, 46, 91, 148,800SE . . . . . . . . . 13,850 . . . . . . . . . . . 33, 138,850ER . . . . . . . . 148,Learjet 31A . . . . . . . . . . . 5, 50, 55, 93, 141,35A . . . . . . . . . . . 89,40 . . . . . . . . . . . . 91,40XR . . . . . . . . . . 55, 128,45 . . . . . . . . . . . . 19, 23, 148, 45XR . . . . . . . . . . 59, 129, 55 . . . . . . . . . . . . 89,60 . . . . . . . . . . . . 15, 38, 43, 47, 143,60SE . . . . . . . . . . 55, 143,60XR . . . . . . . . . . 5, 15, 93, 141,

CESSNACitationISP . . . . . . . . . . . 41,II. . . . . . . . . . . . . . 41, 54, 141,IISP . . . . . . . . . . . 54, 55,III . . . . . . . . . . . . . 50, 54,V. . . . . . . . . . . . . . 50, 73,VI . . . . . . . . . . . . . 49,VII . . . . . . . . . . . . 26, 54, 72,X . . . . . . . . . . . . . 5, 14, 33, 46, 148,XL . . . . . . . . . . . . 61,XLS . . . . . . . . . . . 23, 45, 50, 61, 68, . . . . . . . . . . . . . . . 136, 142, 148,

XLS+ . . . . . . . . . . 13, 33, 69,CJ1. . . . . . . . . . . . 91,CJ1+ . . . . . . . . . . 14, 19, 46,CJ2. . . . . . . . . . . . 14, 41, 54, 72,CJ2+ . . . . . . . . . . 130,CJ3. . . . . . . . . . . . 14, 18, 41, 72,CJ4. . . . . . . . . . . . 46,Bravo . . . . . . . . . 55, 73, 126, 136,Encore . . . . . . . . 14, 91, 141,Encore+ . . . . . . . 18, 55,Jet . . . . . . . . . . . . 5, 54,Mustang . . . . . . . 14,Super SII . . . . . . 5,Sovereign. . . . . . 13, 17, 33, 54, 61, . . . . . . . . . . . . . . . 138,Ultra . . . . . . . . . . 14, 125,208B Grand Caravan .139,ConquestII . . . . . . . . . . . . . . 51,

EMBRAER500 . . . . . . . . . . . 33,Legacy 600 . . . . 6, 37, 54, 91, 148,Legacy 650 . . . . 22,Lineage . . . . . . . 42,Phenom 100 . . . 45,

FALCON JET7X . . . . . . . . . . . . 3, 59, 91, 146,20-5BR-2C . . . . . 89,20F-5. . . . . . . . . . 19, 147,50 . . . . . . . . . . . . 12, 13, 18, 47, 49, 54,. . . . . . . . . . . . . . . 146,50EX . . . . . . . . . . 12, 17, 146, 50-4 . . . . . . . . . . . 146,900B . . . . . . . . . . 12, 26, 37, 91, 146, . . . . . . . . . . . . . . . 148,900C . . . . . . . . . . 12, 146, 147,900EX . . . . . . . . . 3, 12, 16, 38, 49, 72, . . . . . . . . . . . . . . . 146, 147, 148,900EX EASy . . . 3, 146, 147,900LX . . . . . . . . . 5, 12,2000 . . . . . . . . . . 3, 16, 17, 23, 37, 54, . . . . . . . . . . . . . . . 59, 63, 133,2000EX EASy . . 3, 46, 148,2000LX . . . . . . . . 5,

GULFSTREAMIII . . . . . . . . . . . . . 93, 124,IV . . . . . . . . . . . . . 12, 34, 43, 148,IVSP . . . . . . . . . . 5, 12, 16, 17, 21, 26, . . . . . . . . . . . . . . . 34, 37, 93, 132, 148,V. . . . . . . . . . . . . . 5, 11, 34, 147,100 . . . . . . . . . . . 61,150 . . . . . . . . . . . 12, 34, 43, 45, 61,

. . . . . . . . . . . . . . . 81, 89, 137,200 . . . . . . . . . . . 5, 11, 16, 18, 27, 38, . . . . . . . . . . . . . . . 49, 93, 147, 148,450 . . . . . . . . . . . 6, 11, 22, 26, 37, 49, . . . . . . . . . . . . . . . 61, 93,500 . . . . . . . . . . . 35,550 . . . . . . . . . . . 6, 11, 35, 61, 148,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 54,400A . . . . . . . . . . 27, 59, 73, 81,Baron . . . . . . . . . 73,Bonanza . . . . . . . 73,Premier 1A . . . . . 19, 61,King Air200 . . . . . . . . . . . 45,350 . . . . . . . . . . . 5, 51, 61,350i . . . . . . . . . . . 17, 55, B100 . . . . . . . . . . 51,B200 . . . . . . . . . . 51, 61, 73, 91, 124,B200GT . . . . . . . 5, 73,C90A 134,C90 54, 61,C90GT 61,Hawker400XP . . . . . . . . . 5, 61, 127,750 . . . . . . . . . . . 89,800A . . . . . . . . . . 142,800XP . . . . . . . . . 38, 47, 49, 54, 61, . . . . . . . . . . . . . . . 148,800XPi . . . . . . . . 143,850XP . . . . . . . . . 38, 61, 91,900XP . . . . . . . . . 54, 61, 91, 93, 148,1000A . . . . . . . . . 23,4000 . . . . . . . . . . 15, 93,

IAIAstra SP . . . . . . . 147,Astra 1125 . . . . . 49, 57,Astra SPX. . . . . . 49, 72,

PIAGGIOAvanti II . . . . . . . 93, 144,Avanti II P180 . . 144,

PILATUSPC12 . . . . . . . . . . 33, 81,PC12-45 . . . . . . . 143,

PIPERCheyenne IIXL . 54,Seneca . . . . . . . . 41,Meridian . . . . . . . 51, 144,Aztec PA-23-250134,

SABRELINER65 . . . . . . . . . . . . 54,

SOCATATBM 700A . . . . . 81,TBM 700C2 . . . . 81,TBM 850. . . . . . . 81,

HELICOPTERSAGUSTAWESTLANDA119 KE . . . . . . . 91,AW139 . . . . . . . . 16,Grand . . . . . . . . . 91,Koala. . . . . . . . . . 61,

BELL206L4 . . . . . . . . . 142,212 . . . . . . . . . . . 412,230 . . . . . . . . . . . 91,407GX. . . . . . . . . 103,412EMS . . . . . . . 142,

EUROCOPTERAS 350 B3 . . . . . 91,AS 355 F-1 . . . . . 144,AS 355 N . . . . . . 91,EC 135 P2+ . . . . 61,EC 135T2 . . . . . . 15,

MCDONNELL DOUGLASMD 600N . . . . . . 61,

SIKORSKYS-92 . . . . . . . . . . 15,S-76B . . . . . . . . . 72,S-76C+ . . . . . . . . 18,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 109, 111,Aircraft Perf & Specs . . . . . 123,Aircraft Title/Registry . . . . 83, 101,Ground Handling . . . . . . . . 123,Mods-Parts-Spares . . . . . . . 107Photography . . . . . . . . . . . . 113,

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

AC Index Aug13 18/07/2013 12:36 Page 1

Year Model Serial No.1999 Challenger 604 5421

2005 Challenger 604 5587

1997 Citation Jet 525-0198

1985 Citation Super SII S550-0046

1997 Citation X 750-0016

2012 Falcon 2000LX 236

2003 Global Express 9085

2001 Gulfstream G200 015

2000 Gulfstream GIV/SP 1433

1998 Gulfstream GV 545

2004 Gulfstream G550 5029

2003 Hawker 400XP RK-358



2008 King Air B200GT BY-56

2000 King Air 350 FL-268

1997 Learjet 31A 147

2002 Learjet 31A 239

2007 Learjet 60XR 320

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

BOSTON617.820.5268

Jeteffect Inventory Aug 15/07/2013 14:16 Page 1

Aircraft WantedFalcon 2000EXy or LXGlobal 6000 or XRSGulfstream G200Challenger 300

Aircraft For Sale2011 Challenger 6052011 Challenger 3002005 Global 50002009 Legacy 600

We take your aircraft out of the marketplace and into the boardroom.

The IntelliJet Approach…


At IntelliJet International, we believe there is a distinct difference between simply marketing your aircraft and promoting it. Exclusivity is the key.

IntelliJet’s innovative approach involves discretely presenting your jet to a select group of pre-qualified clients and our global network of aviation professionals…discretely. We create a demand for your aircraft and help safeguard your privacy at the same time.

Call us today and we’ll show you how it works.

Presenting Your Aircraft in a Positive Light


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

World Aircraft SalesEDITORIAL

Deputy Editor (London Office) Matthew Harris

1- 800 620 8801 [email protected]

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

[email protected]

Editorial Contributor (USA Office)Dave Higdon

[email protected]

Consulting Editor Sean O’Farrell

+44 (0)20 8255 [email protected]

ADVERTISINGKaren Price

1- 800 620 8801 [email protected]

Carla Kopenski1- 800 620 8801

[email protected]

STUDIO/PRODUCTIONHelen Cavalli/ Mark Williams

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

CIRCULATIONBarry Carter

1- 800 620 [email protected]

AVBUYER.COMNick Barron

[email protected]

Emma Davey [email protected]

PUBLISHERJohn Brennan

1- 800 620 [email protected]

USA OFFICE1210 West 11th Street,

Wichita, KS 67203-3517

EUROPEAN OFFICECowleaze House, 39 Cowleaze Rd,

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

PRINTED BYFry Communications, Inc.

800 West Church Road, Mechanicsburg, PA 17055

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

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

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

Subscribe OnlineNow you can subscribe to

the print edition of World Aircraft Sales Magazine online!

www.avbuyer.com/worldaircraftsales/print.asp

The global marketplace for business aviationNews - Aircraft listings - Editorial

Excellence.

2008 Gulfstream G450 S/N 4118 • One Owner Since New, 1,578 Hours TTAF, BBML • As Seen on Page 29

The global marketplace for business aviation

May 2013

www.AvBuyer.com

WORLD

™



June 2013

www.AvBuyer.com

WORLD

™


Read more on pages 30 - 31


July 2013

www.AvBuyer.com

WORLD

™


proudly presents2000 Gulfstream IV-SP

Serial Number 1413See page 5 for further details

Panel Aug13 17/07/2013 07:57 Page 1

Contents

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

Regular Features10 Aviation Leadership Roundtable20 AIReport24 Viewpoint74 Aircraft Performance & Specifications110 JETNET >>KNOW MORE114 Market Indicators120 BizAv Round-Up

Next Month’s IssueBusiness Aviation & The BoardroomPlane Sense on Cockpit AvionicsAircraft Comparative Analysis - CL604

Featured Articles - Business Aviation and the Boardroom28 Encouraging Signs of Recovery: As the financial world seeks to

predict likely moves in the economy, Jack Olcott sees encouraging signs for Business Aviation.

30 CAMs in Perspective: We outline what preparing for and achieving certified aviation manager status can accomplish for companies utilizing Business Aviation.

36 Fractional Ownership (Part 2): Following last month’s outline, we complete our Fractional Ownership coverage, examining contracts, costs and extraordinary usage.

44 The Need to Seek Balance: Jay Mesinger expounds on analogies that capture his perception of market dynamics impacting Business Aviation and consumer confidence.

52 Flight Department Companies: Forming a separate entity for providing air transportation is fraught with unique issues, cautions Troy Rolf. Be aware of these…

58 The Importance of Insurance Forms: How do policy holders participate in sabotaging their own aircraft insurance program? We count the ways.

62 Turboprops Value: A look at the benefits of turboprop aircraft, and a listing of values for models built over the last 20 years.

Main Features67 Aircraft Comparative Analysis – Citation Excel: How does the performance of

the Citation Excel stand up against the Learjet 45?

78 Safety Matters – Single Pilots: When the owner of a business also pilots the company airplane, the two roles may detract from one another. Make sure that’s not to the detriment of your safety?

82 The Circling Approach: Dave Higdon reviews the change in standards for publishing circle-to-land approaches.

86 EFVS – A Path to Success: Ken Elliott reviews a recent NPRM that allows for zero-visibility ops. So what are EFVS Ops and what’s required to use them?

92 NextGen Marches On: Dave Higdon reviews the latest state-of-play with NextGen, updating on progress in the face of sequesters.

PLANE SENSE ON REFURBISHMENTS:

96 Interiors Know-How: Some of the leading interiors specialists give advice on maximizing your aircraft cabin without reducing its appeal or value.

102 Interiors & ROI: Buyers make a big investment when committing to an aircraft. Their expectations are high - particularly for the interior. Here are some refurb tips for sellers…

108 ICA & Airworthy Awareness: Updating and reviewing Instructions for Continued Airworthiness during an aircraft refurbishment saves time and moneymoving forward.

Volume 17, Issue 8 – August 2013

28

36

96

Panel Aug13 17/07/2013 12:39 Page 2

n the aircraft sales business thereis no such thing as a detail thatis too small. This hits home evenmore acutely when trying toaccomplish an International

transaction. Today, with our industry growingglobally, more and more opportunities aboundfor buying and selling aircraft internationally.The over-supply of aircraft based in Europeand other regions abroad adds significantly tothe complexity of an already complicatedprocess.

If any of us are considering buying an air-plane domestically for a domestic client wehave a much easier job of gathering the factsfor a purchase consideration. It is highly likelywe might even have a friend or fellow salesprofessional living in the city where the targetairplane is and they may be able to run over tothe hangar for you for a quick look. Quicklooks become difficult when the plane is locat-ed a half a world away, though.

This gulf puts more reliance on the sellingbroker to help establish the expectation of theaircraft targeted before the exorbitant expensesnecessary to view and understand the aircraftare incurred by a buyer. If the airplane is locat-ed in another country, the conformity for USimport and likely a Part 135 certificate must bedetermined before a contract is signed to pur-chase and the high movement costs areincurred to bring the airplane to the US forinspection. This evaluation by a buying team isnot cheap.

If the plane is domestic and being pur-chased for a domestic buyer, US import is nota factor, and Part 135 conformity can occurwith much less work when based on the USregistry and what may already be an aircraftcurrently operating on a Part 135 certificate. Ifthe aircraft is based internationally the need todetermine the ability as well as cost for importand operations on the US registry, as well asPart 135 conformity can be significant.Therefore, you must bring a team of peopleinternationally to see the aircraft and reviewthe records. Doing this is not for the faintof heart.

Preparing for a trip like this should includemany questions to the selling broker, and youmust be sure you have asked those questionsthat are important to the ultimate buyer. Is thisa smoking or non-smoking aircraft? (The likeli-hood of a Europe-based aircraft having beensmoked in is higher than a US aircraft.) Hasthere been any damage by lightning strikes orbird strikes, or have any repairs been made tothe aircraft? (This should include repairswhere rectification was merely part off andpart on.) That may seem ‘just a maintenanceevent’ to many, but the ultimate buyer shouldknow ahead of costly travel and consideration.

Like many of our fellow sales professionals,we always go on-site to visit the airplane,review the records, and prepare an “On-SiteVisit Report” capturing all evidence of record-ed history on the operation of the plane. Wereport on what may be repetitive repairs orone-time occurrences. This report is not intend-ed as a replacement for the industry recog-nized due-diligence accomplished by a buyerat a pre-purchase inspection, but it at leastincludes items that may help the buyer’s teamdecide whether or not to travel short or longdistances to view the aircraft.

We may not be able to guarantee that theaircraft has been a non-smoking airplane, butwe can certainly report on the condition andeven the smell, based on our visit.

It would prove financially disastrous if thisvisit is not accomplished as represented by aseller’s representative, or the correct questionswere not asked by the buyer’s representative,especially considering that you would be fly-ing a team of people potentially halfwayaround the world to perform the visual andconformity work, only to find things are not asthey were expected to be. Thus, on top ofspending huge sums on a trip ending in disap-pointment owing to items that could havebeen better reported, a sale does notmaterialize.

(Incidentally, I would venture to say thistragedy is usually not created by the actualseller who is probably not even aware of thequestions being asked, or the answers being

given. They are merelyleft wondering whythe buyers backed off.)

Small things canbecome huge things.As fellow sales profes-sionals, do take thetime to understand theaircraft you are repre-senting. If there arequestions asked thatseem like small things to you, consider that ifasked, they must be important to someone.Get the answers. The answers may in fact killthe deal, but it’s better to kill the deal beforeanyone travels or makes offers, engaging attor-neys and moving people all over the world.

The result of this will no doubt be additionsto LOIs that include the seller committing tothe condition of the aircraft to be viewed upongetting to the aircraft. Sellers may be taskedwith reimbursing the buyer if once the buyer’steam arrives at the aircraft the representationdoes not match with the records or physicalaircraft.

Moving from a “hard deal” to a “soft deal”may also be an outcome of poor information,which can have a huge effect on a processmeant to make deals more certain. This is aprocess that must be good for both sides. Justhaving prices low does not mean that smallthings can be overlooked.❯ Jay Mesinger is the CEO and Founder of J.Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman ofAMAC. He now serves on the Jet Aviation Customerand Airbus Corporate Jets Business AviationAdvisory Boards (BAAB). Jay is also a member ofEBAA and the Colorado Airport BusinessAssociation (CABA). If you would like to join in onconversations relating to trends in BusinessAviation, share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. Formore information visit www.jetsales.com.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to: [email protected]

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

Sweat The Small Things......before they get to be big things.

THE AVIATION LEADERSHIP ROUNDTABLE

I

JMesingerAugust13_JMesingerNov06 15/07/2013 15:21 Page 1

Avpro Aug 15/07/2013 16:47 Page 1

Avpro Aug 15/07/2013 16:49 Page 2

Avpro Aug 15/07/2013 16:50 Page 3

Avpro Aug 15/07/2013 16:52 Page 4

Avpro Aug 15/07/2013 16:54 Page 5

AIRCRAFT FOR SALEFOR MORE INFO VISIT WWW.GUARDIANJET.COM

OR CALL 203-453-0800

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

2009 Global 5000 SN 9222Airframe TT - 1566.3 $29,995,000* APU enrolled on Honeywell MSP* Engines enrolled on Rolls Royce Corporate Care Program* Honeywell Primus 2000 XP integrated Avionics System* Triple Honeywell Laseref III HG-2001GD03 IRUs* Additional Refuel/Defuel Panel in cabin* Securaplane Security System

2002 Falcon 900EX SN 110Airframe TT - 6271.1

$14,750,000* Honeywell Primus 2000* Pilot & Co-Pilot EVAS Systems* Aircell ATG4000 High Speed Internet Broadband System* New carpet installed July 2012* One Fortune Owner Since New

Photos by FGL & Associates


2006 Gulfstream G200 SN 151Airframe TT - 1953 $9,250,000* Engines enrolled in P&W ESP* APU enrolled in Honeywell’s MSP* Collins Pro Line IV, Version 6.1 Avionics System* Auto Power Auto Throttle System* Airshow 410* XM Satellite Radio System

2004 Falcon 2000 SN 218Airframe TT - 1638.4

$10,950,000* Enrolled in CAMP Maintenance Tracking Program* One Owner Since New* Collins Proline IV (4 tube) Avioncs Suite with 6.1 SoftwareUpgrade

* Third Flightdeck Seat* Airshow Genesys



1996 Gulfstream GIVSP SN 1283Airframe TT - 9777.4$9,995,000* MSG-3 192 Month Inspection Accomplished September 2012* Forward Crew Lav* Collins SAT-906 SATCOM* 88 Parameter FDR* EVAS* Honeywell SPZ-8400 Six Tube EFIS Avionics System

2006 Agusta AW139 SN 31061Airframe TT - 517.4

$8,495,000* Honeywell Primus Epic System/FMS * XM Weather System* Emergency Flotation System with Rigid Covers * One Owner since New * Engines enrolled in MSP Gold



Guardian Jet 4 page Aug 16/07/2013 16:53 Page 1


OR CALL 203-453-0800


1999 Falcon 2000 SN 86Airframe TT - 6659.8$8,000,000* Engines enrolled in CSP* Collins EFIS-4000/ Pro Line 4/ Version 6.1* Collins TWR-850 Weather Radar System* HUD* Wireless Broadband (GoGo Biz) – ATG-4000

1996 Gulfstream G-IVSP SN 1301Airframe TT - 7974.5

$9,400,000* Honeywell SPZ-8400 system* Engines enrolled on Rolls Royce Corporate Care* Securaplane 450 Security System* Magnastar C2000* Single Fortune 100 Owner Since New



2004 Dassault Falcon 50EX SN 333Airframe TT - 3989.6 $7,895,000* APU is enrolled in MSP Gold* Collins Pro Line 4 Avionics System w/4-tube EFIS* Honeywell SAT AFIS* Airshow 400* New Paint in 2010* Maintenance Tracking by CAMP

2005 Citation Sovereign SN 680-0054Airframe TT - 3866.7

$7,295,000* Aircell Axxess II* GoGo Biz ATG-4000 High Speed Data* Engines enrolled in P&W ESP Gold* Honeywell WU-880 radar receiver/transmitter* Dual Honeywell GPS modules for Epic System* One Fortune Owner Since New



2005 Citation Sovereign SN 680-0046Airframe TT - 3892$7,295,000* One Fortune Owner Since New* Airshow 400 & XM Radio 400* GoGo Biz ATG-4000 High Speed Data* Engines enrolled in P&W ESP Gold* Honeywell WU-880 radar receiver/transmitter* Dual Honeywell GPS modules for Epic System

2011 King Air 350i SN FL-778Airframe TT - 228.6

$5,995,000* 3.5 years remaining on warranty* Part 135 equipped and capable* Jeppesen Electronic charts* Collins Pro Line 21 System* Maintenance Tracking by CAMP* Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System





OR CALL 203-453-0800


2001 Gulfstream G-200 SN 020Airframe TT - 4664.6 $6,195,000* One Owner Since New* Engines enrolled in P&W ESP Gold Program* Collins ProLine IV Avionics System* Dual Universal UNS-1C+ with GPS* Airshow by Rosenview* Aircell Axxess Iridium SAT Phone

2010 Citation Encore+ SN 815Airframe TT - 899

$5,995,000* One Fortune 500 Owner Since New* Engines enrolled in Williams TAP Elite* Collins ProLine 21 Avionics System w/3-Tube EFIS* Collins IFIS 5000* ATG-5000 Aircell High Speed Data for Gogo Biz* Aircell ST-3100 Iridium Phone



2008 Cessna Citation CJ3 SN 525B-292Airframe TT - 850.7 $5,600,000* One owner since new* Engines enrolled on Williams TAP ELITE program* Aircell ST-3100 Iridium Satellite Phone System* Precise Flight Pulse Light System with TCAS II Interface* Enrolled in CAMP/CESCOM* Collins RTA-800 Weather Radar System

1999 Sikorsky S76C+ SN 760499Airframe TT - 2865

$3,495,000* Honeywell SPZ 7600 System* Aircell ST3100 Iridium SATCOM* Enrolled in CALM Maintenance Tracking* Moving Map – ARGUS 7000/CE* Single Honeywell Primus 800 Weather Radar



1982 Dassault Falcon 50 SN 127Airframe TT - 9823.4$3,250,000* ProLine 21 Avionics System w/4-Tube EFIS* IFIS: Dual File Servers* XM Weather Radar* Aircell ST-3100 SatCom* Maintenance Tracking by AVTRAK* Aircraft is operated under OCIP

1983 Dassault Falcon 50 SN 50-141Airframe TT - 11,349

$3,195,000* Engines & APU enrolled in Honeywell MSP Gold* Collins Pro Line 4 Avionics System w/4-tube EFIS* XM Weather* Collins Pro Line 21 Avionics System w/ 4 tube EFIS* Rockwell Collins WMXR-1000 weather receiver* Airshow 410





OR CALL 203-453-0800


2006 Cessna CJ1+ SN 0610Airframe TT - 682 $2,850,000* Collins Pro Line 21 Avionics System* Engines enrolled in Williams TAP Elite* WX-1000E Lightning Detection* Mode S Diversity Transponders with Enhanced Surveillancecapability

* One Owner Since New

1999 Lear 45 SN 45-056Airframe TT - 7023

$2,300,000* One Fortune Owner Since New* Engines enrolled on MSP* Honeywell Primus 1000 Avionics System* Honeywell Primus WU-650 Color Weather Radar* Thrust Reversers* Magnastar C-2000 Flight Phone



2006 Beechcraft Premier IA SN RB-142Airframe TT - 587 $2,350,000* Collins Pro Line 21 Integrated Avionics System with 3 tube EFIS* Collins XM Satellite Graphical Weather * Collins Pro Line IV, Version 6.1 Avionics System* Auto Power Auto Throttle System* Airshow 410* XM Satellite Radio System

1991 Challenger 601 3A SN 5084Airframe TT - 8158.4

$1,750,000* Honeywell SPZ-800 five-tube Avionics Suite* Satellite AFIS* Additional Refueling Panel* Pulselight System* APU Enrolled on MSP* Honeywell Primus-880 Weather Radar with 18 inch dish



1983 Dassault Falcon 20F-5 SN 485Airframe TT - 8190.6$1,995,000* Engines enrolled in Honeywell MSP* Collins EFIS-86 System* Artex 110-406 ELT with nav interface* Dee Howard TR50-20 Thrust Reversers* Airshow 400* Major Corrosion Inspection (MCI) accomplished March 2013

2001 Challenger 604 SN 5488Airframe TT - 3760.5

$7,995,000* APU is enrolled MSP* Collins Pro Line 4 Avionics System with Precision Plus* Dual EVAS* High Speed Data: Thrane & Thrane Swift Broadband* Aircell Axxess II Iridium SATCOM Phone System* Aircraft enrolled on SmartParts Plus




etrics are simply a set of meas-urements that we use to quanti-fy results. In business, they arecommonly used to measureimportant, limited resources. A

metric can be used as a measurement of suc-cess - how well we are using what is beingmeasured.

If you are operating an aircraft for busi-ness, you should have some metrics that showthe value of the aircraft to your organization.In aviation, we track things like hours flownand passengers carried. While they are impor-tant measures of what you are producing, arethey measuring the quality and value of whatyou are producing?

Many metrics also involve costs to operatethe aircraft, whether that is done via a budgetor by other means. Those measurements areall important, especially costs. But, which ofthose help establish the value of the aircraft toyour organization?

Seth Godin writes a blog that deals withbeing productive and creating value in yourwork. He comes from a tech background, butthe topics he covers apply to all sorts ofskilled work. In Seth's recent blog post, hebrings up two important things about meas-urements:

1. The thing that you measure should be something that you want to improve.

2. Many organizations measure what is easy,not what is important.

He makes the point that many organiza-tions pick an easy metric and then thatbecomes their focus. Be wary that the easymetric may have the unintended consequenceof improving something that has little value tothe organization.

The use of an aircraft for business mostoften involves a finite resource: time. The rich-

est person in the world and the poorest allhave but 24 hours in their day. The value tothe organization of the individual's time is inrelation to the impact they have within theorganization. The business aircraft can helpreduce the low value use of time spent travel-ing and facilitate high-value time spent beingwith important customers or in creatingthings that add value to the business.

So time could be a good metric. But is‘hours flown’ the metric you want to meas-ure? If we are focusing on "improving" thismetric, would a decrease in hours flown rep-resent an improvement? Maybe, but maybenot… If you are a commercial operator who isbeing paid a fixed price to deliver something,reducing the time needed is one good metric.

In aviation, we have to measure the hoursflown. But the use of those hours flown maynot be a good measure of how well your oper-ation is accomplishing its mission. If you areinvolved in the transportation of senior execu-tives, more valuable but harder metrics mightinclude:• Time avoided traveling by less productive

means (Airlines for example)• The value of that time (based on the

executive's salary and worth to the company)

• The number of high value trips that aircraft enabled.

These are not easy measurements, but theycan be used to clearly show the value of the

aircraft. Then thecost metrics of howmuch this servicecosts can be placedinto its proper per-spective. Theimprovement canbe in increasing theuse of the aircraftin flying thosemost-valued trips in a cost effective manner.

The value of the executives' time is a diffi-cult measure and one that the aviation depart-ment has no authority to declare. But, success-ful companies do value their employees' timeand should be making efforts to increase theirproductivity. This is where the businessaircraft has no equal.

There are many more metrics that can beused (dispatch reliability or aircraft availabilityare just two more). What metrics do you reportand how many are being used to generateimprovements in your services?

Remember, to be useful, the metric has toprovide a measure that can lead toimprovement.

❯ David Wyndham is an owner of Conklin & deDecker. The mission of Conklin & de Decker is tofurnish the general aviation industry with objectiveand impartial information in the form of profession-ally developed and supported products and services,enabling its clients to make more informed decisionswhen dealing with the purchase and operation ofaircraft. With over 1,800 clients in 90 countriesaround the world, Conklin & de Decker combinesaviation experience with proven business practices.❯ More information from www.conklindd.com; Tel: +1 508 255 5975. ❯ Do you have any questions or opinions on theabove topic? Get them answered/published in WorldAircraft Sales Magazine. Email feedback to: [email protected]

Measuring What Is Important...

M


AIREPORT

Many organizationsmeasure what is easy,

not what is important.

by David Wyndham

COMPARE AIRCRAFT FOR SALE USING OUR

Aircraft Comparative Facility at www.AvBuyer.comWhilst selecting from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale

AIReportJuly13_AIReport Sept08 15/07/2013 14:28 Page 1

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

FREESTREAM AIRCRAFT LIMITED

London+44 207.584.3800 [email protected]

FREESTREAM AIRCRAFT USA LTD

New York201.365.6080 [email protected]

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda+441.505.1062 [email protected]

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714

Gulfstream G550/5025

Gulfstream G450 2Q 2012

Hawker 850XP/258812

Boeing BBJ S/N: 36714. Reg: VP-BFT

• Make Offer

• 18 Passenger - Andrew Winch Interior Design

• Full Factory Warranties

• Very low hours

• Pats 6 tank Configuration (5 aft 1 fwd)

• Aft state room with private lavatory and shower

• Airshow Network

• Five external cameras

Boeing BBJ S/N: 28579. Reg: N920DS

• Make Offer

• Engines on GE MCPH

• 17 Passenger, 2008 Paint & Interior

• Both aft stateroom's have private lavatory & shower

• Six fuel tanks installed (one in storage)

• SFAR 88 tank mod c/w 4/09

• Flight Dynamics Heads Up Display (HUD)

• Recent 12 Year Inspection and Gear Overhaul

Boeing BBJ S/N: 30076. Reg: VP-BBW

• Make Offer

• 19 Passenger

• Interior Refurbishment 2010

• Pats 8 Tank Configuration

• Recent A1, B1, C1 Checks and SFR88 Mod

• Airshow Network

• Basic Operating Weight: 95,096 lbs

Global XRS S/N: 9195. Reg: N4T

• US$30,950,000

• Total Time: 3213 hrs / Landings: 1052

• On CAMP

• Engines on Condition

• Second GPS (Honeywell GPS550)

• Bombardier Enhanced Vision System (BEVS) / HUD

• FDR Upgrade

•13 Passenger

1 Freestream July 17/07/2013 09:42 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

2007 Gulfstream 450• Make Offer

• TTAF: 2480 / Landings: 881

• On JSSI Tip to Tail Maintenance Program

• Airshow 4000 System

• Honeywell AIS-2000 Direct TV

• Honeywell High-speed data system

• Securaplane 500 Aircraft security system

• 14 Passenger Interior with Forward Galley

Legacy 650 S/N: 14501136. Reg: VP-CPL• US$21,750,000• Total Time: 633.18 / Total Cycle: 248• Airframe is on Embraer Executive Care Agreement• Engines are enrolled on RRCC• Long-Range Fuel System• Electronic Flight Bag• SSCVR and SSFDR• Airshow 4000 • 13 Passenger

Gulfstream IVSP S/N: 1385. Reg: N4818C

• US$10,650,000

• TTAF: 4266 / Landings: 2701

• APU on MSP

• Honeywell MCS-6000 SATCOM

• Securaplane 500 security system

• CVR/FDR

• Honeywell TCAS 2000

• New Paint July 2013

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

• Make Offer

• Total Time: 1616 Hours

• Total Cycles: 993

• Proline 21

• Collins SRT 2100 Inmarsat SATCOM

• Airshow 410

• 10 passenger

2 Freestream Aug 17/07/2013 09:45 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

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

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

• US$2,995,000

• TTAF: 8498 / Landings 5281

• Engines on MSP Gold

• 2006 Paint & Interior

• Dual NZ-2000 with dual GPS

• TCASs II with Change 7

• EGPWS

• 48 Month Inspection c/w April 2013

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

• US$5,300,000

• Total Time: 6289.27 hrs / Landings: 5614

• Engines and APU on Honeywell MSP Gold

• B-RNAV/RVSM/RNP10/RNP5 Compliant

• Honeywell Mark V EGPWS

• Collins TTR 920 TCAS II

• New Paint April 2007

• Elegant 10 Passenger Fireblocked Interior

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

• Make Offer

• Total Time: 5905 hours / Landings 4801

• Engines on MSP Gold / APU on MSP

• Smart Parts Plus

• Honeywell Primus 1000

• TCAS II with Change 7

• EGPWS

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

3 FreestreamAug 19/07/2013 09:53 Page 1


by Gil Wolin“And one more thing, I got the pink slip, Daddy!”

t was 1963, the year of the LearJet 23 and Fan Jet Falcon. Pinkslips were the coin of the realmamong car aficionados asmemorialized in the Beach

Boys’ hit “Little Deuce Coupe” – not onlyamong surfers in Southern California, but foranyone anywhere within reach of the ubiqui-tous AM radio signal. Having the pink slipmeant the teenager in question held theCertificate of Title, and owned the car out-right, with no monthly payments due, nor anyfear of repossession mid-date at the drive-inmovie – in those days an indication ofexceptional fiscal solvency.

The Beach Boys are still getting around,and still singing about “pink slips” and thewarmth of the sun. But for those teenagers ofyore, “getting the pink slip” now signifies lossrather than gain, as it has been the traditionalcolor of a layoff notice delivered to “redun-dant” employees. We don’t see many actualpink slips these days – just as the Internet hasusurped AM radio’s role as purveyor of thesoundtrack of adolescence, so has it taken theplace of the pink slip used to inform otherdepartments of staff reductions in force.

And there’s another pink slip now absentfrom most offices – the telephone messagenote. Voicemail laid it low, and now cellphones and email have all-but eliminated thechrome spike on the receptionist’s desk whereincoming call details were preserved – if notfor posterity, at least until you returned fromlunch.

Lunch no longer provides any respite fromthe workday world any more than does airtravel. And therein lie two of BusinessAviation’s “unique selling propositions”: 24/7connectivity, and privacy. Add to that security,comfort and efficient use of time, and itbecomes evident as to why anyone who can,travels aboard one of the world’s 33,000 busi-ness turbines as an owner, charterer, fractionalowner or guest.

So, with all those advantages, are we see-

ing growth in business jet sales and flightactivity? The Magic 8 Ball is wont to say,“Reply hazy - try again.” According toGAMA, first quarter deliveries were up 4%,but that is an increase of only five units.ARGUS TRAQPak numbers for June show a3.8% decline from May flying – even largecabin jets, whose flying has held up remark-ably during the downturn, were off 8.1%.Year-to-date, business turbine flying is down1.7% compared with 2012 – and that is despiterecent double-digit increases in Part 135charter flying.

Now, the US real gross domestic productincreased in 1Q 2013 for the 15th consecutivequarter according to the Bureau of EconomicAnalysis. Business aircraft sales and flightactivity historically have been trailing indica-tors… but for 15 quarters? IATA’s July forecastfor Commercial Airlines projects a 4.3%increase in revenue passenger flying, with a78.1% load factor. That makes for prettycrowded aircraft – but they have to be crowd-ed, because the average per-passenger profitmargin is 1.8%, or $4 per passenger –including full-fare, first class tickets.

The problem is that the Airlines don’t sellenough full-fare anything, let alone first classtickets. All bets have been off on ticket pricessince 1979, when deregulation opened theskies to price competition. That began anAirline profitability race to the bottom, expe-dited during the last two decades by theInternet. In order to achieve even minimalprofitability, Commercial Airlines have beencutting service with a vengeance – a factbemoaned by James Atlas in his July 6Opinionator column in the NY Times, ‘ClassStruggle in the Sky’.

“The choice of ‘snacks’ on my New York toMiami flight includes blue potato chips, aLuna bar, a packet of trail mix and — a selec-tion I haven’t been offered before — popcorn.But it makes sense: the cabin already feels likea movie theater at the end of a showing, eventhough we still have an hour to go. The flooris strewn with candy-bar wrappers and bro-ken headsets, crumpled napkins and cracked

plastic glasses…Welcome toeconomy.”

But suchservice cuts arenot enough. TheAirlines havelost too manysenior executivesand High-Net-Worth-Individuals tothe advantagesof business jet travel – travelers they des-perately need to subsidize their discounteconomy air fares. They are fighting back,though. “In May,” Atlas reports, “in an effortto compete with Netjets and private jets,American unveiled a new premier service,an elite category for those who can afford topay approximately $18,000 for a round-tripticket to London … Emirates Airlines nowoffers, as part of its ‘first-class private suite’,a private room with minibar, wide-screen TVand ‘lie-flat bed.’”

Will the Airlines be successful in wooingback the full-fare, First Class passenger? Idoubt it. But with more than 13% of businessjet owners today giving their aircraft “thepink slip” according to JETNET, as an indus-try we’d best keep focused on doing whatwe do best – providing safe, efficient travelto thousands of airports CommercialAirlines don’t – and won’t – serve.

❯ Gil Wolin draws on forty years of aviation market-ing and management experience as a consultant tothe corporate aviation industry. His aviation careerincorporates aircraft management, charter and FBOmanagement experience (with TAG Aviation amongothers), and he is a frequent speaker at 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. Gil can be contacted at [email protected],www.wolinaviation.com

Pink SlipsVIEWPOINT

I

The world’s finest Business Jets, Turboprops & Helicopters for sale atwww.AvBuyer.com

Gil WolinAug2013_Gil WolinNov06 17/07/2013 12:18 Page 1

Whether you’re buying or selling an aircraft,

our job is to make the process seamless, satisfying, and successful.

Even more success.

For full specifications and

for more information, visit

JETSALES.COM

Read our industry blog at jetsales.com/blog.

Follow us on twitter for the latest news: @jmesinger

Watch airplane videos at jetsales.com/inventory

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

ACQUIRED IN THE LAST 12 MONTHS

Global Express

Astra SPX

Citation CJ3

Challenger 601-3R

Falcon 900EX

Falcon 50EX

Astra SP

SOLD IN THE LAST 12 MONTHS

Challenger 601-3A

Challenger 604

Falcon 900EX EASy

Citation Mustang

Falcon 2000

King Air 350

G550

Falcon 50

Citation Sovereign

Citation X

Global Express XRS

Hawker 800XP

Global Express

Citation Sovereign

G550

Global Express

Global Express XRS

G550

Lear 45XR

King Air 350i

American Eurocopter AS350 B3E

Citation Sovereign

J,MesingerAUGUST_Layout 1 17/07/2013 09:57 Page 1



JETSALES.COM







JETSALES.COM





3,311 Hours TTAF, 2,514 Landings, MSP Gold

1993 CITATION VII S/N 7020

UNDER CONTRACT

3,828 Hours TTAF, 1,375 Landings, RRCC

2001 GLOBAL EXPRESS S/N 9040

ASKING: $6,500,000 | 9,893 Hours TTAF, 5,090 Landings, MSP Gold

1988 FALCON 900B S/N 25

ASKING: $27,995,000 | 1,519 Hours TTAF, 611 Landings

2007 GLOBAL 5000 S/N 9158

ASKING: $26,500,000 | 1,737 Hours TTAF, 536 Landings

2008 GULFSTREAM G450 S/N 4118ASKING: $8,100,000 | 7,864 Hours TTAF, 4,231 Landings

1994 GULFSTREAM GIV-SP S/N 1257

•Excellent pedigree •Recent ID 8 & 19 and fresh ID 11 c/w 6/13

at Cessna Sacramento •Dual Universal UNS-1D FMS •Honeywell

RMU-855 Upgrade

•In-Service Date: January 2007 •Triple FMS/EVS Display/HUD

•High Speed Data •Satellite TV •Extended Range SB c/w •November

2013 reserved slot at Bombardier for Batch 3, FANS 1/A and WAAS/LPV

•Excellent 1 U.S. Owner Pedigree •Gulfstream Maintained

•Certification Foxtrot •Gulfstream Broadband Multi-Link (BBML)

•Honeywell AIS-2000 Multi-Region Satellite Television System

•Currently 135 Operated

•Currently Operated Part 135 •1C 2C 4C & Gear Restoration c/w 2012

•Dry Bay Mod SB c/w •Dual FMZ-2000 FMS Systems with 6.1 Software

& WAAS/LPV •Aircell GoGo Biz High Speed Data •New Paint in 2012

•Airframe on Smart Parts Plus •Fresh 2C/C/A Checks Feb. 2013

•8C & 10 Year Gear Check c/w 8/2010 •Batch 2+ Upgrade

•Dual Honeywell NZ-2000 FMS with Version NZ5.8 w/TOLD

•Fresh Engine Overhauls •72 Month Inspection c/w 8/2012

•OPS 18 inspection c/w 8/2012 •Airshow Genesys

•Triple Honeywell LASEREF •Heads-Up display

•High service bulletin status

UNDER CONTRACT

0TION VII S/N 7AAT3 CITTA199

200 OCAL1988 FFA

ON 900B S/N 25

ONTRUNDER C

CTRA OBAL EXPRE1 GL200

S S/N 9040ES

AERTSFLU8 G002

811N 4/0 S54M GA

1994 GULFS

7-SP S/N 125TREAM GIVS




JETSALES.COM







JETSALES.COM





PRICE LOWERED

NOW ASKING: $8,595,000 | 1,832 Hours TTAF, 999 Landings, ESP Gold Lite

2005 GULFSTREAM G200 S/N 115

ASKING: $1,400,000 | 4,022 Hours TTAF, 3,482 Landings

1996 BEECHJET 400A S/N RK-111

•One U.S. Owner since new •Low time •Honeywell Mark V EGPWS

with RAAS & Windshear •Safe Flight Auto Throttles •Great Paint

and Interior •Currently Operated on a Part 135 Certificate

•Currently operated Part 135 •Engine overhauls June 2012

•Supplemental Air Conditioning •Upgraded Rockwell Collins

AMS-5000 Avionics System with GPS-4000S Sensor

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

CITATION ENCORE GULFSTREAM G550

FALCON 900EXFALCON 7X

CHALLENGER 604

•Low time •8 passenger plus belted lav •Cessna maintained •2007 or older •4,000 Hours TTAF or less •Aft Galley

•Sub 100 S/N •Will Consider All Options

•12 Passenger Configuration, Part 135 Preferred

FILE PHOTOS

WEREDOPRICE L 2

TREAM G200 2005 GULFS

S/N 115 1996 BEECHJ

111-JET 400A S/N RK

SignANTEDWWA

grquisition Ace Aclusivned Ex

omy Our Caers Peements, Buyr

equsion, No Financing Rmmis

ementsuir


Encouraging Signs of RecoveryBusiness Aviation is a vital tool to build on improving times.

BUSINESS AVIATION AND THE BOARDROOM


or the first time since the 2008 financial cri-sis, all major manufacturers of corporate jetsexhibited their products at this year’s ParisAir Show. That premier of all aviationevents, first held in 1909 and now officially

entitled Salon international de l’aeronautique et de l’espace, Paris – Le Bourget, had not

seen such robust participation from theBusiness Aviation community since the

European Business AviationConvention & Exhibition (EBACE)

was launched in 2001 and heldannually in Geneva, Switzerland,

to become the major showcasefor business aircraft on the continent.

Bombardier, Cessna,Dassault, Embraer andGulfstream were out in forceand apparently pleased with

the reception they received,even though just 32 firm

orders and 20 options werebooked between them. (The

Paris Salon continued to be fer-tile ground for manufacturers ofAirlines, however, with orders

totaling nearly $150 Billion.)Larger models with inter-

continental range are thehighlights of the recoveringmarket for business jets.Corporations and entrepre-neurs see opportunities inemerging economies situat-ed far from North America.Whereas deliveries of new

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

F

As the financial world parses Fed Chairman Bernanke’severy word to predict likely moves in the economy and asour community continues to suffer politicians bashingcorporate jets, Jack Olcott sees encouraging signs forBusiness Aviation.

BG 1 Aug13_FinanceSept 16/07/2013 07:37 Page 1

business aircraft to the USA fell by 1.4 percent andby 0.9 percent in Europe last year (2012), shipmentsto Africa rose by 7.7 percent, to Asia by nearly 9 per-cent and to Latin America by 14 percent. The mar-ket for larger, pre-owned business jets with signifi-cant range capability also is strengthening.

Flights by corporations to distant markets haveincreased. According the European BusinessAviation Association (EBAA), business jet opera-tions between Europe and emerging-market coun-tries increased by 32 percent between 2006 and 2011.Flights to Asia doubled during the same period.

A NEEDED TRAVEL OPTIONMany emerging nations throughout the globe offercorporations and entrepreneurs significant opportu-nities for market expansion. For example, Africannations seek and attract foreign investment formany reasons. Their natural resources are in greatdemand. Their populations seek jobs and theimproved quality of life that results from interfacewith world commerce. More members of the inter-national community are focusing attention on thehealth needs of Africans.

Leveraging those African opportunities requiresa transportation capability that is marginally pro-vided by the scheduled Airlines. There are very fewscheduled flights between major African cities;where Airline service is available, multiple stops arethe norm. In some situations, according to aspokesperson from Bombardier, travelers had to useconnecting flights through Paris or London to reachcertain African destinations via the Airlines. Clearlythe most efficient and effective form of travel forcompanies seeking business in Africa is BusinessAviation.

(As an aside, I find it significant that our nation’sCommander-in-Chief, who rarely misses an oppor-tunity to bash corporate jets, took his family withhim on Air Force One as he conducted a state visitto Africa. Obviously, the Boeing 747 was the appro-priate means of transportation for a person withsuch heavy demands on his time, just as it is appro-priate for a business leader to use his or her corpo-rate jet to conduct their business.)

Reflecting the demand for international travel bycorporations, the General Aviation ManufacturersAssociation reported that over 40 percent of ship-ments in 2012 were large corporate jets. This seg-ment of Business Aviation is expected to generatenearly 70 percent of the dollars spent on businessaircraft during the next decade. Contributing to thatvalue is a healthy backlog for the Gulfstream G650which has a range of about 7,000 nautical miles andsells for over $65 Million.

GROWING ACCEPTANCE While the recovery is being led by demand for larg-er, longer-range business jets, the average flightdepartment in the USA operates smaller aircraft.Typically, a company operates one—possibly two—jets or turboprop aircraft capable of carrying four toseven passengers. Such aircraft mostly providetransport between airports with limited (if any)

Airline service, and the typical flying time is undertwo hours. By providing transportation to locationsthe scheduled Airlines do not serve – and do notwant to serve–they are necessities in today’s busi-ness environment.

Our community is emerging from an era whereeconomic and political forces damped the accept-ance of Business Aviation as a necessary tool forgrowth. The winds of opinion show signs of revers-ing direction, however. Not long ago they weresquarely headwinds. Perhaps now they could beconsidered quartering, and soon, we trust, they willbe pushing our community forward.

The need for the unique transportation that onlyBusiness Aviation provides is a necessity for arecovering economy.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 30

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

l

WORLD AIRCRAFT SALES MAGAZINE – August 2013 29Advertising Enquiries see Page 8

“The winds of opinion show signs of reversingdirection”


ithin your company's BusinessAviation department, each profession-al discipline is very focused andlimited in scope:

- Pilots fly,- Technicians maintain, and- Schedulers coordinate.

Very few aviation professionals are cross-func-tion trained, much less fully conversant or apprecia-tive of the ins and outs of their cohorts’ roles andresponsibilities. In other words, very few aviationprofessionals are generalists. Yet the key to being asuccessful leader and manager is to have a grasp ofthe whole of the business: to be a generalist.

Without that broader perspective, the managersof your aviation department are handicapped intheir ability to lead and work well together.Additionally, they will have greater difficulty pro-viding the direction that is most appropriate andeffective for the business of the flight departmentand the organization it supports. In other words, astechnical experts, they will likely do things right.But, will they be doing the right things for the rightreasons?

A number of years ago members of the NBAA’sCorporate Aviation Management Committee recog-

nized the need for improved Business Aviation lead-ership and managerial development and certifica-tion. I’m intimately familiar with those effortsbecause I was a member of that group and am aCertified Aviation Manager. In the end, a thoroughdesign and development process resulted in today’sCAM program.

SOME FAST FACTS ABOUT THE CAM:- There are currently more than 200 CAMs,

including pilots, technicians, schedulers and administrators.

- A candidate for the CAM exam must meet minimum qualifications consisting of a blend of education, experience and approved course credits.

- The CAM exam contains 175 questions covering five subject areas and is completed in a proc-tored environment over 3.5 hours. Those topic areas are

o Leadershipo Business Managemento Human Resourceso Operationso Technical, Facilities, and Services

Over 80% of CAM applicants pass the exam in their first try.

Leaders of flight departments should be CertifiedAviation Managers (CAM), asserts Pete Agur in thissummary of what preparing for and achievingcertification accomplishes for companies utilizingBusiness Aviation.

W

The CAM:The Broader Perspective In Context.

�



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.

ENSURE YOUR AVIATION DEPARTMENT MANAGER IS THE STRONG LINK


TM

TM

The World’s Best Massage Chair

Experience the perfect escape every day, any time, in your own home or

office. The Inada Sogno DreamWave™ massage chair combines centuries

of shiatsu healing techniques with decades of innovation in massage chair

technology. The result is a transcendent massage experience

that melts away stress and promotes deep relaxation. Unrivaled in

craftsmanship and therapeutic effects, the Sogno DreamWave

by Inada is the best full-body massage chair in the world.

ThE WorlD’S BEST MaSSagE ChaIr™

www.DreamWaveChair.comoffer Code: WaS0813 • Expiration: august 31, 2013

Stress-Free is Now risk-Free

Call For Your Free Information Kit:

888.835.8847

Limited Time VIP Offer for World Aircraft Sales Readers:

FrEE Delivery & White glove Installation1 + 3-Year In-home Warranty + risk-Free 30-Day In-home Trial2 + return Freight if Not Completely Delighted

(We’re pretty sure you won’t want to part with your new Inada Sogno.)

1Free delivery available to most areas in the 48 contiguous states. additional charges may apply for remote areas, aK, hI, and US territories. $450 savings offer valid on orders placed on or before august 31, 2013. 2 risk-free 30-day in-home trial returns must be pre-authorized by DreamWaveChair.com. returned chair must be in like-new condition. all packing materials must be retained and chair must be repacked for pickup. a $450 charge will apply if the chair is not properly packed in its original cartons with all materials and accessories included. Valid on orders placed on or before august 31, 2013.

MADE IN JAPAN


“...much of thedepartment’s

current‘training

budget’ maynot actually be

a trainingbudget at all.”

- The exam program is conducted by ISO-QualityTesting, Inc., an independent testing organization.

- Ongoing CAM qualification includes the requirement to be periodically recertified through continuous studies and participation in approved industry courses and events.

The CAM program is overseen by an independ-ent governing board. That board is currently seek-ing accreditation of the CAM program through theNCCA (National Commission for CertifyingAgencies). You can learn more about the NBAA’sCAM program at www.nbaa.org/prodev/cam/.

WHY BOARDS SHOULD ENDORSE THE CAM PROCESS:1. The Business Aviation department is responsible

for the safe and effective transportation of your company’s most important assets: its people. The leaders and managers of that department must be the best they can be or there will be heightened levels of risks for the operation and the company. The CAM program supports the goal of leadership excellence.

2. The company’s investment in Business Aviation assets and operations is among the highest it makes in non-core operations. It is essential that this highly visible business unit be well led and managed.

Your Board should require that each person in aleadership or managerial role, within the BusinessAviation department (or candidates for these posi-tions) either be a CAM or become a CAM within areasonable period of time.

The Board should also seek confirmation that themanagers and leaders within the aviation depart-ment have the resources to do their jobs (which is tosay that they have the time and support needed toprepare for, and maintain their CAM status). Thiscommitment may be more demanding than itsounds because most Business Aviation depart-ments are staffed to achieve operational effective-ness, but are not oriented toward fulfilling manage-rial and administrative business unit requirements.For instance, for most companies, the AviationDirector (if he or she is an aviator) or the Chief Pilotoften flies a schedule that matches or exceeds thenorm for a line captain. That means aviation profes-sionals often lead and manage their departments intheir spare time.

The Board should expect the company’s aviationdepartment’s leaders to have the time available thatis needed to do their primary job, which is manage-ment. What the ratio between managing and flyingshould be depends on the maturity of the depart-ment and the level of its challenges.

The Board should also require the BusinessAviation department’s professional developmentbudget be consistent with that of other businessunits. In fact, a greater budget for managerial train-ing and leadership might be initially necessarybecause aviation personnel may be starting from a

lower level of competence and development inthese areas than your other business units’ leaders.(An important side note: much of the department’scurrent “training budget” may not actually be atraining budget at all. It may be primarily a mainte-nance budget focused on pilots and techniciansattending technical recurrent sessions that havenothing to do with career or professional develop-ment.) I recommend the company use a differentlabel for recurrent technical training. This will keep“recurrent” dollars from skewing the accounting forthe real investment for professional development.

So, that places the CAM in context. It is an excel-lent tool for developing the competence of yourBusiness Aviation department’s leaders and man-agers. And as a Board Member, you can make therecommendation that a CAM be a requirement andassure the support for the achievement of that goal.

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 36


INVEST IN QUALIFYING YOUR FLIGHTDEPARTMENT MANAGER TO DO THEIR JOB.


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.

2014 Q2 BBJ

2011 Global Express XRS

2008 Challenger 850

2007 Citation XLS

2000 Citation X

2007 Cessna Citation Sovereign

2014 Q4 EMB 500

2001 PC-12

CHICAGO312.226.8541

SAN FRANCISO707.592.6960

DALLAS214.415.3725

SAVANNAH912.727.4034

TAMPA727.420.1607

PARIS33.4.72.81.15.15

LYON33.6.28.75.69.30

VIENNA43.1.533.04.15.55

ISTANBUL90.212.283.02.42

BEIJING86.10.65330620

2014 Q4 EMB 500 2007 Citatioon XLS

2014 Q2 BBJ 2007 Cessn eigna Citation Sover

ess XR2011 Global Expr RS 2001 PC-122

2008 Challenger 850 2000 Citatioon X

Specifications and/or description

0 .592.696707SAN FRANCISO

312.226.8541CHICAGO

oductory information. Theovided as intre prs ar

912.727.4034ANNAHVVASAAV

255.3714.412DALLAS

esentations or warrantieprey do not constitute r

51.51.182.33.4.7ARISPPA

1607.420.277AAMPPATTA

ely on youou should res of The Jet Collection. Y

43.1.533.04.15.55NAENVI

.305.6933.6.28.7YONLLY

craft.ur own inspection of the air

86.10.65330620BEIJING

422.283.02.190.2ULBANSTTAI

Jet Collection Aug_Layout 1 15/07/2013 17:29 Page 1

LYNN BEAUDRY | +1 912 965 4000 | [email protected]

THE WORLD STANDARD®

GULFSTREAM GIV SP S/N 13307683 TT, Fifteen (15) Passenger Configuration

$8,500,000

GULFSTREAM GV S/N 5187448 TT, Fourteen (14) Passenger Configuration

For Lease

GULFSTREAM G150 S/N 2742155 TT, Eight (8) Passenger Configuration

$7,750,000

GULFSTREAM G150 S/N 2561632 TT, Six (6) Passenger Configuration

$8,400,000

GULFSTREAM G150 S/N 2772152 TT, Nine (9) Passenger Configuration

$7,750,000

GULFSTREAM GIV SP S/N 13337708 TT, Fifteen (15) Passenger Configuration

$8,500,000


GULFSTREAMPREOWNED.com

GULFSTREAM G500 S/N 50832821 TT, Fourteen (14) Passenger Configuration

$29,950,000

GULFSTREAM G500 S/N 50672737 TT, Sixteen (16) Passenger Configuration

$28,950,000

GLOBAL EXPRESS XRS S/N 91872442 TT, Thirteen (13) Passenger Configuration with

an option for Fourteen (14).

$30,750,000

GLOBAL EXPRESS S/N 90274808 TT, Ten (10) Passenger Configuration

$17,250,000

GULFSTREAM G550 S/N 51143673 TT, Sixteen (16) Passenger Configuration

$34,000,000

GULFSTREAM G550 S/N 51862947 TT, Fourteen (14) Passenger Configuration

$41,000,000

GULFSTREAM G550 S/N 53161518 TT, Eighteen (18) Passenger Configuration

$45,950,000


ractional Ownership requires intricateagreements between the aircraft owners orlessees and the operator. These agree-ments—exacting contracts, actually—are

mandated by theFederal AviationRegulations inFAR Part 91K.They allow forthe purchase orlease of a frac-tional interest ina single aircraft,direct the frac-tional providerto manage theaircraft, andallow for the“interchange” ofthe aircraft inwhich yourcompany oryou own ashare toexchange flighttime in anotherairplane withinthe entire fleetof the fractionalprovider onrelatively littleadvancenotice.

Ownershipcontracts runtypically forfive years, butit has becomecommon to see24 and 36-month terms.Depending on

the provider, the contracts can be cancelled earlywith certain conditions. However, each contractusually has unique provisions to suit the needs ofthe purchaser. Typically, there may be significantfinancial penalties for early cancelation of thecontract.

FRACTIONAL COSTSThere are four costs involved with fractional own-ership: three are fixed and one is variable. Thefirst fixed cost is the initial capital outlay or leasepayment, according to the type of aircraft and thesize of the fractional share purchased.

The second fixed cost is a monthly manage-ment fee for crew, training, hangar, insurance, andother management-related costs. This cost esca-lates annually based on the CPI or a fixed mini-mum increase, whichever is greater.

The third fixed cost is the base hourly rate foreach hour flown to pay for fuel, maintenance,standard catering and normal landing fees. Thiscost also escalates annually based on the CPI or afixed minimum increase, whichever is greater.

The fourth cost, which is variable, is the FuelComponent Adjustment (FCA) or Fuel Surcharge,which accounts for fluctuations in the cost of fueland is added to the base hourly rate. This hourlycost adjustment, which stems more from the mar-keting of the program’s hourly rates rather thanthe fractional program failing to correctly antici-pate their fuel cost, can be nearly as much as thebase hourly costs.

At the end of the contract (assuming the ownerelects not to renew), the share is sold back to themanagement company and the owner receives acheck for the resale price of the asset lessresale/marketing expenses.

As an owner, you bear the residual value risk.If you sell rather than renew at contract’s end, theshare value is based upon market conditions atthat time. You do not have the ability to delay thesale waiting for the market to improve.

Following on from last month, David Wyndham completes hiscoverage of Fractional Ownership, examining contracts, costsand extraordinary usage.

F

Fractional Ownership:Easy entry into the arena ofBusiness Aircraft (Part 2).

�



continued on page 40

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


Austin • Charlotte • New York • Mexico City • Middle East-Northern Africa

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

SEE www.flycci.com or contact us for details.Dennis Blackburn

+1 832 647 7581

Corporate Concepts International, Inc.

Fernando Garcia

Latin & S. America

+52 55 54077686

Chris Zarnik

+1 919 264 6212

Larry Wright

+1 704 906 3755

GREEN BBJ■ Immediately Available ■ Seven Long Range tanks■ Low Cabin Altitude ■ Alternative Navigation■ Immediate Completion Slots Available ■ AttractivelyPriced – Call for Details

FALCON 900B - S/N: 058■ New paint in January 2013 ■ EASA qualified –Currently operating under a EASA commercial certificate■ Thirteen passenger configuration with forward and aftlavatories ■ Financing Available – For Sale or Lease –Some Trades Considered

LEGACY 600 – NEW to the Market■ New to Market - $8,495,000 ■ 13 passenger Executiveinterior ■ Iridium phone system ■ All maintenance byEmbraer Factory Service Center ■ Enrolled in EEC andCorporate Care ■ 41,000 ft modification

GULFSTREAM G-450 – New to Market■ Satellite phone and Swift Broadband ■ Fourteenpassenger interior ■ Enhanced Vision system ■ Enrolledon Corporate Care, MSP and HAPP plans ■ Forward andAft Lavatories

FALCON 2000 - S/N: 030■ Highly desired ten passenger configuration ■ Upgradedentertainment system with six individual monitors■ Ultra Mid-Class cabin with over 3,000 mile range■ Financing Available – For Sale or Lease – Some TradesConsidered

GULFSTREAM G-IV SP - $6,495,000■ New Reduced Price ■ 16 passenger / Forward Galley■ Forward and Aft Lavatories ■ On Condition engines■ Recent inspection and ASB 469 ■ Current FAR Part 135

To Meet With CCI During LBACE Contact Us At +1 919 264 6212

Corporate Concepts Aug 18/07/2013 12:23 Page 1

O'Gara July 16/07/2013 15:16 Page 1

O'Gara July 16/07/2013 15:17 Page 2


UNIQUE USES OF FRACTIONAL OWNERSHIPWhile Fractional Ownership is a relatively easy wayfor a company to launch its initial involvement withBusiness Aviation, some experienced flight depart-ments use shares to add a different level of capabili-ty to existing operations. It is rare that the small, in-house aviation organization is able to meet 100% ofthe corporation’s demand 100% of the time. Thedemand may fluctuate seasonally, or may be associ-ated with the occasional need to have multiple air-craft in use at one time.

We have one client who operates primarily inNorth America. However, their business in Asia hasgrown dramatically. They are actively exploring theacquisition of a global business jet to take their sen-ior executives from the US to Asia. That demand isnot sufficient travel to justify full-time ownership ofsuch a jet, but a 75 to 100 hour fractional share is aperfect fit.

A fractional share is a way to bridge the gapbetween current capacity and future needs as acompany expands. For example, if your current air-craft is essentially at full utilization, but demand isincreased and you need more flight hours per year,a fractional share may be appropriate.

Fractional can also be used as a component of anexecutive compensation package. Another client ofours has provided its CEO with 50-hours ofFractional Ownership for his personal use. Thatarrangement keeps the compensation amount clearand avoids tax-related issues with personal use ofthe company aircraft.

SUMMARYThe advantages of Fractional Ownership are many:• Service levels are generally very high.• Professionally dispatched aircraft are available

24/7 .• Costs to acquire the aircraft are proportional to

the share size.• Aircraft interiors/exteriors are standardized

among the fractional fleet.• For a business, there is the ability to have the

tax benefits of depreciation that come with ownership.

• Hourly costs are for occupied hours. The cost to position the aircraft to pick you up is not direct-ly charged to you.

• Aircraft availability is guaranteed with as little as four-hours notice.

• Within a fractional provider’s fleet offerings, you can upgrade or downgrade aircraft size with a billing ration in proportion to the aircraft.

• Single point of contact applies for all services.

But there are also elements of FractionalOwnership that must be considered, such as:• Fixed annual hours and fixed contract lengths

may not match your travel needs.• Leaving a contract early can result in exit fees.

(Read contract carefully.)• Minimum billable flight time is one hour.• Limited types of aircraft are available.• Contracts only purchased in blocks of 25 hours.

• When exiting the program, the aircraft is assigned a Fair Market Value. You have little control over the pricing, and time of sale coin-cides with your contract, not the aircraft market.

Overall, Fractional Ownership offers an excellentfirst step into the benefits of owning an aircraft. Thefractional provider handles all the details. The shareowner has access to experienced flight crews andmechanics. And if the typical mission profile callsfor considerable one-way flying, costs can be lowcompared to other options.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 44



Eagle Aviation, Inc.2861 Aviation Way, West Columbia, SC 29170

Aircraft Sales, Maintenance, Avionics, Paint & Interior, Executive Charter, 24/7 Line Service

After hours contact • Jet Sales: Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526Matt Fullerton +1 316 722-4375 • Piston Sales: Ralph Lacomba +1 803 822-5578

Phone: (800) 849-3245 International: (803) 822-5520Email: [email protected] or visit www.eagle-aviation.com

2007 CITATION CJ3, S/N 525B-0162 2002 CITATION CJ2, S/N 525A-0064

1982 CITATION II, S/N 550-0343 1983 CITATION I/SP, S/N 501-0322

1976 PIPER SENECA, S/N 34-7670073

Since 1967 Aircraft Sales,Brokerage, & Acquisitions

Want Your Aircraft Sold?Put It Here.Call Today!

Citation Specialist

2005 SOVEREIGN, S/N 680-0019

1982 CITATION I/SP, S/N 501-0242

PRIC

E

REDUCED

SOLD

SOLD

Eagle Aug 16/07/2013 15:25 Page 1

1999 Boeing Business Jet, S/N 29149 2001 Boeing Business Jet, S/N 32774

2009 Airbus A318, S/N 3985 2000 Global Express, S/N 9010

2008 Lineage, S/N 19000140 2003 Global Express, S/N 9116

Avjet July_Layout 1 20/06/2013 16:32 Page 1

1987 Gulfstream GIV, S/N 1022 1985 Challenger 601-1A, S/N 3048

2008 Gulfstream G150, S/N 263 1999 Global Express, S/N 9031

1987 Gulfstream GIV, S/N 1029 1999 Learjet 60, S/N 172

Avjet July_Layout 1 20/06/2013 16:33 Page 2

Economists rarely agree, except for the importance thatconsumer confidence plays in a recovering market. JayMesinger expounds on analogies that capture hisperception of market dynamics impacting BusinessAviation.

Confidence...and the Need to Seek Balance

�


Jay Mesinger is the CEO andFounder of J. Mesinger CorporateJet Sales, Inc. Jay is on the NBAABoard of Directors and isChairman of AMAC. He nowserves on the Jet AviationCustomer and Airbus CorporateJets Business Aviation AdvisoryBoards and is a member of EBAAand the Colorado AirportBusiness Association. Contact himvia [email protected].


continued on page 48

s an individual who has devoted his careerto Business Aviation, with emphasis on theresale side of our community, I keep look-ing for the fine balance of market forces

that impact evaluation models for business aircraft,and thus stimulate confidence that our business deci-sions will be successful. Two very graphical analogiesimmediately come to mind.

First is the circus act of spinning plates on top ofrods placed vertically. The plates sit on the very end ofwhat are about four-foot long poles, and the showmanstarts them spinning as he moves quickly down theline, keeping all plates at the proper rotational speedand not falling. This balancing is accomplished by run-ning up and down the row, constantly adding a twistat just the right moment. As long as their speed ismaintained, the plates will not fall off the rod.

Another analogy is the bicycle wheel, with its huband spokes supporting a rim and tire. As long as thespokes are intact the rim and tire remain perfectlyround and a smooth ride is attained. If a spoke orspokes were to break, however, letting the rim settleunevenly, the ride gets rough.

Now let’s consider the balance of market forces andthe confidence that good balance creates. As the eco-nomic recovery lumbers along, it seems that just as weget the first plates spinning, the plates at the other endof the line start to slow and fall off of the rods. Thesame goes for the round wheel. You get one spokereplaced and another one snaps. Trying to balance eco-nomic recovery month after month, continent aftercontinent, has been an enormous challenge. As soon aswe get the US plates spinning, Europe’s plates start toslow down and wobble. Hopefully we can get them allspinning sufficiently before one or more “plates” dropsto the ground and shatters.

WHAT INDEED IS GOOD NEWS?In the late spring, economists postulated that the USeconomy may be improving at a rate faster than fore-cast, which might cause the Federal Reserve to curtail

A

BG4 July13_FinanceSept 16/07/2013 15:58 Page 1

Challenger 601 1A/3ASN 3040, AFTT 12,282, -3A Engines,SATCOM Aircell Iridium, Triple HoneywellIRS, Mark VII TAWS, TCAS-II, Interior 2006

Gulfstream G150423 AFTT, Long Range Oxygen Bottle, Part135 Certification, 7 Passenger, NewPaint & Interior soft-goods in 2012

Phenom 100SN 50000035, 565 AFTT, Pratt & WhitneyESP Gold, Embraer Prodigy Flight Deck, HFRadio, XM Satellite Radio & Weather, AirConditioning, Satcom, Datalink, EmbraerExecutive Care

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

King Air 2007756 AFTT, 1727 TSO, High Float Gear,Quiet Turbofan Props, Dual Aft Body Strakes,Exhaust Stack Fairings.

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson Aug 15/07/2013 14:53 Page 1

We didn’t set out to have

THE MOST PLANES.

Just the one you need.

Jetcraft has become one of the world’s top aircraft resellers by recognizing

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

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

large inventory and extensive worldwide network. So whether you need

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

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

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

FEATURED INVENTORY

1998 CHALLENGER 604 - SN 5368Flight Dynamics Heads Up Guidance System - Honeywell Direct TV36-150 APU Upgrade - Triple DCU’s, IRS’s & Comm’s

2006 CHALLENGER 300 - SN 20087One US Operator Since NewSmart Parts, CASP, and MSP - North East Based

1995 CHALLENGER 601-3R - SN 51786,400 Hours Total Time - Dual FMS, FDR/CVR, Satcom12 Pax Interior with Dual Aft 4 Place Divans

2005 CHALLENGER 604 - SN 560614 Pax Interior - Fully ProgrammedTriple IRS and FMS

2010 CHALLENGER 605 - SN 5821Airframe/Engines/APU Enrolled on Programs EU OPS1 Compliant, FAR 91/135 Capable

2006 CITATION CJ1+ - SN 525-0620Engines on Cessna TAP Advantage EliteAirframe on Cessna ProParts - US Registered

1998 CITATION X - SN 750-0044Extensive Doc 3 Inspection by Cessna Level 3 NDI EngineerNew Trailing Link Landing Gear Arms

2011 CITATION CJ4 - SN 525C-0063Engines on Cessna TAP Advantage EliteAirframe on Cessna ProParts - US Registered

2004 FALCON 2000EX EASy - SN 029Engines Enrolled on ESP Gold - APU Enrolled on MSPJAR-OPS Capable - Fresh ARCS & Inspections at Gulfstream

IND REUEATF

NVENTORY


2003 HAWKER 800XP - SN 258626Low Hours - 2,230 Hours TTAF - Engines & APU on MSP Gold7 Place Cabin with 6 Seats & Belted Lav

2000 GLOBAL EXPRESS - SN 9016EU Ops1 CompliantTriple FMS/IRU - Securaplane Camera System

File Photo

HUD VISION ACCESS™ - World’s leading low-visibility solution for aftermarket aircraft

Now STC Approved for Your Challenger 604HUD Vision Access™, Jetcraft’s enhanced flight vision solution for aftermarket aircraft, combines Kollsman’s innovative AT-HUD and EVS-II to give you enhanced visibility through rain, snow, smog, even heavy fog — and with a level of detail and contrast never before achieved. Improved safety and flexibility plus reduced operating costs allow you to achieve your mission efficiently with true peace of mind.

Now, for the first time, you can experience the HUD Vision Access advantage of superior performance and operational awareness in your Challenger 604.

Visit us at Jetcraft.com or call +706-650-2140 to find out more including demonstration of HUD Vision Access.

Low visibility solutions never looked better.

and safety

runway ends worldwide

required

and across Fed EX with the only EVS approved to 1,000 ft RVR

The most innovative and advanced low visibility solution to meet aircraft operational needs worldwide.

Download the Jetcraft App- Search aircraft listings- Sort listings by

manufacturer- Download aircraft

brochures

- Read recent Jetcraft news- View upcoming event

schedule- Receive notifications

about new listings

Scan this QR code to download to your Apple or Android device.

2006 LEAR 60 - SN 305Certification Date June 24, 2006 - Excellent Paint & Interior Only 1,588 Hours/807 Cycles Since New

1987 FALCON 50 - SN 1819,255 Hours Total Time - JSSI Engine ProgramEFIS 4000’s - New Paint June 2011

2006 GLOBAL XRS - SN 91712,060 Hours TTAF - Airframe Enrolled in Bombardier SmartPartsEngines Enrolled in Rolls-Royce CorporateCare

brochuresDownload aircraft - manufacturerSort listings by - Search aircraft listing-

Download the

or Android ddownload toScan this QR

about new listingsReceive notifications - scheduleView upcoming event- Read recent Jetcraft news- gs

Jetcraft Appe

evice.o your Apple R code to

p

HUD VISION ACC

WCESS™ -

he most innovativeT

e and advanced low visibility

solution to meet aircraft oper

rational needs worldwide.

required

runway ends worldw

and safety

apprand a

wide

oved to 1,000 ft RVRacross Fed EX with the only EVS




its supporting measures like buying US Bonds. Initialreaction from the stock market was highly negative.Imagine the idea that a more robust recovery requir-ing less government assistance would damage finan-cial markets.

Next, a sharp increase in long-term interest rates,triggered by Federal Reserve statements just a fewweeks ago, threaten sales of homes, cars and otherbig-ticket items. I believe some market watchersoverreacted. Rate increases on interest-sensitive sec-tors likely will not be sufficiently severe to derail therecovery, say economists. Nevertheless, interest-ratenews arrived just as the economy’s lagging growthwas showing welcome signs of improvement. Thefear of unbalance among economic indicators raisedworries among consumers and company executives.

Although interest rates may not be the dominantindicator or driver defining the market for businessaircraft, uncertainly about borrowing effects theentire economy including our corner of themarketplace.

So now we have a new broken spoke and perhapsa slowing plate. The current utilization reports fromour industry indicate that the charter industryremains flat and shows no decisive signs of improv-ing in the near-term. Aircraft utilization among cor-porate flight departments and charter providers isalways a key indicator of the health of our sector.Ultimately these flat forecasts will impact the marketin general.

Whether picking up or slowing down, there is atrickle effect between the various segments of ourmarket. For instance, many wonderful things occur ifjust one aircraft is sold to a first-time buyer: pilots arehired, maintenance facilities get engaged to performinspections for the transfer of ownership, refurbish-ments are planned and executed, insurance policiesare sold, hangars are rented, fuel is consumed. Theentire industry gets a great boost.

Conversely when sales remain flat, the trickleeffect works in reverse. It is a difficult task to main-tain balance across industry and economic lines. Butit is important to do so. Balance creates confidence,which spurs spending.

CREATING OPPORTUNITIES IN THE MIDST OF UNBALANCEEven in the darkest cloud there can be a silver lining.Although at record lows, prices of business jetsremain attractive and inviting for buyers. Oncepriced correctly, aircraft are selling.

If your company is considering a first-time pur-chase of a business aircraft, the time could not be bet-ter. If you have an existing flight department and youare considering a transition, the ability to completethis transition successfully is excellent. Of course thesales price of your relinquished aircraft may be lowerthan you had expected, but that fact may be balancedby a particularly attractive acquisition price for thereplacement aircraft.

Spin the plates, check the spokes and ride smooth-ly and confidently into the future. The benefits to bederived from Business Aviation are exceptional.

Recognize that business aircraft are effective businesstools—vital to serving existing customers and essen-tial for finding new opportunities as the economydeals with a variety of competing forces.

As I always say, “Getting out ahead of your com-petition and being able to be in front of your cus-tomer are the keys to success in this highly competi-tive business environment”.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 52

“If your company is considering a first-time purchase of a business aircraft,

the time could not be better.”

BG4 July13_FinanceSept 16/07/2013 07:51 Page 2

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

+1 402.475.2611 · www.DuncanAviation.aero/aircraftsales · 800.228.4277

AI RCRA FT SAL ES & ACQUIS IT IO NS

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

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

2 0 0 2 F a l c o n 9 0 0 E X s / n 1 0 5

4,044 Total Time. Winglets. Gogo Biz Broadband. Inmarsat SwiftBroadband. MSP Gold.

2 0 0 6 G u l f s t r e a m G 4 5 0 s / n 4 0 3 9

2,575 Total Time. 1,330 Landings. BBML and Direct TV. Excellent Maintenance and Care.

2 0 0 8 G u l f s t r e a m 2 0 0 s / n 1 8 2

Low Total Time. Excellently Equipped. Beautiful Interior Cosmetics. Meticulous Care.

Collins ProLine 21 EFIS 3 Displays. Astra SP Modifications. Dual Universal UNS-1D +FMS. Custom G100 Interior.

1 9 8 9 A s t ra 1 1 2 5 s / n 3 1 1 9 9 3 C i t a t i o n V I s / n 2 3 2

6,430 Total Time. Honeywell EDZ-605 (5) Tube EFIS. Dual Universal UNS-1Es FMS/GPS.

1 9 9 9 H a w k e r 8 0 0 X P s / n 2 5 8 3 9 6

2,448 Total Time. MSP Gold. Dual FMZ-2000. King KHF-950. Honeywell TCAS-2000. RSVM Certified.

2 0 0 1 A s t r a S P X s / n 1 3 5

4,356 Total Time. TFE731-40R-200G Engines on MSP. Collins FCC 4000 Dual Flight Director, 4 Display EFIS.

World Aircraft Sales Ad 7_10_13.indd 1 6/27/2013 2:27:12 PM

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

2006 Citation XLS | 560-5631

1985 Challenger 601-1A | 3044

ChallengerChallenger

Citation XLSCitation XLS Citation V / UltraCitation V / Ultra

1993 Citation V | 560-0208Also Available: 560-0366

1985 Citation III | 650-0077

Citation 111Citation 111

1981 Citation II | 550-0286Also Available: 550-0350, 550-0116

Citation 11Citation 11 LearjetLearjet

1992 Learjet 31A | 31A-051

Aircraft Sales & Acquisitions

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

Main OfficeSouth Carolina (CAE)[email protected]

1985 Conquest II | 441-0339Also Available: 441-0116

ConquestConquest

King Air 350King Air 350

1998 King Air 350 | FL-199

King Air B200 / 200King Air B200 / 200

1983 King Air B200 | BB-1140Also Available: BB-917

2006 Meridian | 4697247

King Air B100King Air B100

1980 King Air B100 | BE-97

2009 Meridian | 4697402

MeridianMeridian MeridianMeridian

company that has a legitimate need forBusiness Aviation to transport its execu-tives, employees and property in connec-tion with the company’s business can own

and operate its aircraft “in house” as a divisionof the company. However, many companiesdecide to own and operate their aircraft not “inhouse”, but rather to form a new company, sepa-

rate from the primary operating busi-ness, whose sole purpose is to

own and operate theaircraft and

provide air transportation services to the primaryoperating business. A company formed for thispurpose is commonly referred to as a "FlightDepartment Company”.

Typically, a Flight Department Company isowned as a direct subsidiary of the primary oper-ating business, but it is also common for a FlightDepartment Company to be owned in other ways,such as directly by the CEO or majority sharehold-er of the primary operating business. In any event,Flight Department Companies typically eitheremploy, or obtain from third party vendors, theservices of flight crews, maintenance technicians,and all other support personnel required for theoperation of the aircraft. They typically provide airtransportation services to the primary operatingbusiness, and often to other affiliated entities andassociated individuals as well, while operatingunder Part 91 of the Federal Aviation Regulations(“Part 91”).

The costs of flight operations in such cases areusually funded by direct payments from the pri-mary operating business to the Flight DepartmentCompany. Flight Department Companies usuallyoperate on a break-even basis, with paymentsfrom the primary operating business merely cover-ing the Flight Department Company’s actual costsof owning and operating the aircraft.

WHY FLIGHT DEPARTMENT COMPANIES?The prime motivating force behind selecting anownership and operating structure of this natureusually is the desire to protect the assets of the pri-mary operating business from potential cata-strophic liability. The legal theory behind such astructure is that a potential plaintiff will only beentitled to recover damages from the FlightDepartment Company, and that the statutory lia-bility shield under which the Flight DepartmentCompany operates will protect the assets of theprimary operating business from the claims of thepotential plaintiffs.

Among the first decisions that any company considering an aircraft acquisition must make is how to structure itsownership and operations. Forming a separate entity forproviding air transportation is fraught with unique issues,cautions Troy Rolf.

A Trap For TheUnwary:Flight Department Companies.

�


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


A

continued on page 56TREAD CAREFULLY !


It’s not merely a pre-owned jet. It’s a high-performance platform, available now and waiting for you to make your

mark. We’ve inspected it, ensuring that it meets or exceeds original manufacturer standards. Now it’s ready –

complete with field service support – for you to make it yours. Take it as is. Or tailor it to your specifications.

Design a new livery. Customize the interior. Upgrade the avionics. All to factory standards. Our OEM experience

with first-in-type and export-import procedures is unmatched in the industry. You simply fly away in an aircraft

that’s uniquely yours at a substantial savings over a new jet. bombardierpre-ownedaircraft.com • 972-960-3810

WE GIVE AIRPLANES A SECOND CHANCE TO MAKE A FIRST IMPRESSION

AVAILABLE CUSTOM UPGRADES FACTORY RE-DELIVERY

WARRANTY • REFURBISHMENT • TRAINING • CARBON OFFSET

SMART PARTS • PLUS ADDITIONAL REQUIRED INSPECTIONS

World Aircraft Sales | Second Chance Ad | Full page bleed 276mm H x 211mm W | Trims to 270mm H x 205mm W

2004 Hawker 800XP, S/N 258684, 4108 TT, MSP on Engines & APU,HBC Winglets, Paperless Cockpit, One Owner, G Check c/w 9/12,

Asking $4,250,000.00

2009 Embraer Legacy 600, S/N 145-1109, 2464 TT, On Corp Care, JAROps, 13 Pax, Premium Sound, Expresso Maker,

Asking $13,900,000.00

1980 Falcon 50, S/N 010, 8179 TT, JSSI, Collins FDS-2000 EFIS, TCASII, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12,

Asking $1,995,000.00

2008 Hawker 900XP, S/N HA-63, 1041 TT, MSP, Paperless Cockpit,XM Wx, G Check c/w 11/12 by HBC-TPA, 8 Place Interior,

Asking $6,500,000.00

2009 Citation Sovereign, S/N 680-0276, 604 TT, Pro Parts, AircellAxxess II, JAR Ops, Airshow 4000, Ten Passenger Interior,

Make Offer!

2005 Embraer Legacy 600, S/N 145-0873, 4665 TT, On Corp Care &EEC Enhanced, Satcom /w WIFI, 13 Pax, 96 Month Inspection c/w 5/13.,

Asking $9,500,000.00

1997 Citation VII, S/N 7082, 7167 TT, MSP, TCAS II, Dual GNS-XL’s,8 Pax Interior, Good Paint and Interior,

Asking $1,950,000.00

Beechjet 400, S/N RK-84Beechjet 400, S/N RJ-47Citation III, S/N 650-0132Citation CJ2, S/N 525A-0016Citation Jet, S/N 525-0301

Citation II/SP, S/N 551-0039Citation II, S/N 550-0326Citation II, S/N 550-0295Citation II, S/N 550-0216Citation II, S/N 550-0127

Falcon 2000, S/N 8Sabreliner 65, S/N 465-45Sabreliner 65, S/N 465-36Cheyenne IIXL, S/N 31T-8166017King Air C90, S/N LJ-869

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

Asking $1,395,000.00

Also Available

JetBrokers Aug 15/07/2013 15:02 Page 1

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

CHICAGO+1-630-377-6900 Phone

DETROIT+1-248-666-9800 Phone

DENVER+1-303-494-6900 Phone

FARNBOROUGH+44 (0)1252 52 62 72 Phone

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

Asking $5,900,000.00

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

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

Asking $1,195,000.00

1980 Citation IISP, S/N 551-0169, 311 SMOH by Dallas Airmotive,TR’s, Freon Air, Skywatch HP, RVSM, Aft Baggage, MFD w/ WSI Wx,

Asking $995,000.00

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

Asking $2,200,000.00

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

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

Asking $3,995,000.00

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

Price Reduced to $3,695,000.00

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

JetBrokers Aug 15/07/2013 15:03 Page 2


Any company that has as its primary purposethe ownership and operations of aircraft to pro-vide air transportation services to any other per-son or entity, and that receives compensation ofany kind whatsoever for such services, falls withinthe regulatory definition of a commercial charterair carrier, and therefore must be certificated inaccordance with Part 119 of the Federal AviationRegulations (“Part 119”), and operate under Part135 of the Federal Aviation Regulations (“Part135”). This is true regardless of whether or not theaircraft operating company provides air trans-portation services to the general public or only to the company’s own parent company, andregardless of whether or not the aircraft operatingcompany is a profit-making business or is onlyreimbursed for actual expenses.

Flight Department Companies are commercialcharter air carriers under the Federal AviationRegulations—period, end of discussion.

NON-EXISTENT PROTECTIONVery few Flight Department Companies actuallymake the investments in time and capital neces-sary to obtain certification as commercial charterair carriers, however. Consequently, most FlightDepartment Companies operate illegally as unli-censed charter operators, often without even real-izing they are violating the law, with the resultthat the oft hoped-for liability protection may beillusory.

The prohibition against Flight DepartmentCompanies is widely ignored by many aircraftowners, perhaps in part because the FederalAviation Administration historically has notactively sought out violators. In fact, some Flight

Department Companies have operated for severaldecades without the FAA ever initiating anenforcement action.

One should not, however, interpret the passivestance of the Federal Aviation Administration asan endorsement of the legitimacy of this practice.In fact, based on historical practice, FAA scrutinyof the operations of a Flight Department Companyis not likely to occur so long as the FlightDepartment Company continues to operate safelyand only for its own parent company and affili-ates, but rather will be most likely to arise follow-ing some event that brings attention to the opera-tion, such as an accident or incident, or the occur-rence of some other regulatory violation.

In such an event, regulatory violations associat-ed with the operations of a Flight DepartmentCompany could violate representations and war-ranties in the liability and hull insurance policiescovering the aircraft resulting in denials of insur-ance coverage, and/or could be grounds for pierc-ing the corporate veil if it can be shown that thepurpose for which the Flight DepartmentCompany was formed (i.e., the provision of airtransportation services for compensation or hireunder Part 91), was an illegal purpose.

In light of the potential legal pitfalls associatedwith the operations of Flight Department Comp-anies, any company that utilizes, or is consideringthe utilization of a Flight Department Companyshould consult with an aviation attorney.

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 58


“FlightDepartment

Companies arecommercialcharter air

carriers underthe Federal

AviationRegulations—period, end

of discussion”


2000 Bombardier Global ExpressSerial Number: 9002

Exceptional Pre-Owned Aircraft For Sale

• Capacity: 13 Passengers

• Range: 6,150 NM

• Sleeps: 7

• Leather Seating

• Wi-Fi / Datalink

• Worldwide, Broadband

• High Speed Internet

• Airshow Genesys

• DVD / CD Player

• Forward Galley

• Two Enclosed Lavatories

• Three 21’’ Monitors

1989 Astra 1125Serial Number: 035

• Capacity: 7 Passengers

• Range: 2,643 NM

• Leather Seating

• Engines on Honeywell MSP

• Airframe on Gulfstream CMP

• RVSM Compliant

• Fully Berthable 3-place

divan or 2-single seats

• L/H Extended Range Galley

FEATURES INCLUDE:

FEATURES INCLUDE:

Office: +1 303.799.9999Mobile: +1 949.636.3678

[email protected]

Contact: Brian Panning

How do policy holders participate in sabotaging their own aircraft insurance program? Stuart Hopecounts the ways.


he yearly letter from your insurance compa-ny arrives sounding the alarm for anotherapproaching renewal: Your aircraft insurancepolicy does not renew automatically, and we will

require current and updated information from your bro-ker. In the meantime, you are hereby notified that premi-um and/or coverage may change depending on the infor-mation we receive.

OK, we all know filling out these forms is aboutas much fun as having the proverbial tooth pulled,but we’re also talking about a system designed toprotect all that you have worked so hard to build.Part of that protection system is completing theseforms in as much detail as possible. When you don’tcomplete them properly or fail to return them in atimely manner, you are creating a chink in yourown armor. Consider the following three ways to beyour own worst enemy when seeking insurancecoverage:

1. Procrastinate over completing the requested updates until the last minute. Most insurance brokers send the renewal update forms to their clients 60 to 90 days in advance of the policy expiration. As a broker, I find we are often required to follow up multiple times for the return of these important documents. If they arereturned promptly, it gives the broker current information (read ‘ammunition’) and more importantly, time to properly market your account with other insurance companies. It takes time to negotiate with each underwriter on pricing and coverage.

In this day and age where many firms are using a staff of five to do the work of 10 employees, getting a response can take weeks, not days. Waiting until the last minute ham-strings your agent. Since the aviation risk proba-bly represents one of the largest catastrophic loss exposures you or your company faces, con-tinuing coverage absolutely should be identifiedas top priority and treated as such.

T“Part of thatprotectionsystem is

completingthese forms inas much detail

as possible.”


Be Timely & Efficient:The Importance of those DangInsurance Forms.

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

HANDLE YOUR INSURANCE FORMSIN A PRIORITY, ORDERLY FASHION.

BG6 Aug13_FinanceSept 16/07/2013 07:58 Page 1

General Av Aug 16/07/2013 14:11 Page 1

2. Giving the forms to the least qualified person for completion. Since aviation has its own ver-nacular, giving the form to someone in your office who doesn’t know a Cessna 150 from a Cessna 510, RVSM from TAWS, or an N-numberfrom an airport ID, virtually assures that incor-rect or incomplete information will be submittedon your behalf. Missed details are the difference between writing a policy as bulletproof as possi-ble and one that’s full of holes. Generally it will be a team effort with your pilot(s) completing the areas of the forms where they are experts and your finance/insurance department folks filling out the remainder.

3. Leaving questions blank, or giving vague or half-answers. Many insureds leave questions blank or give half-answers because they are under the impression that if they answer ‘yes’ toa question querying whether they are engaged in a certain activity, they will be charged more premium. It is simply wrong to assume that not answering, or giving a half-answer will result inadequate coverage. The questions on applica-tions are designed to identify uninsured exposures.

If a ‘yes’ answer to a question identifies an uninsured exposure, you will want to know what it would take to plug this gap in your protection. Often coverage can be added at no additional premium. If there is a premium, you can decide whether to pay it, or possibly not engage in the activity. To not address an insur-ance company’s question is the wrong decision.

DETAILED DOCUMENTATIONSo not surprisingly, successfully renewing an insur-ance policy is all about ‘details, details, details’. Likeit or not, underwriters are generally forced to get toknow you (and judge you) through a piece of paper.And they love paper with plenty of details! If you’redoing all the right things but aren’t taking the timeto document them or otherwise let your brokerknow what is happening, you lose the horsepowerthat works in your favor at renewal time.

Completely filling out applications, renewalquestionnaires and pilot forms in a timely mannergives brokers much-needed ammunition when theygo to bat for your coverage program and premiumrates. Completeness and accuracy also sends a sub-liminal message to underwriters: ‘If you are thisdetail-oriented when it comes to paperwork, imag-ine how meticulous and safe your aviation depart-ment must be!’

Also, don’t forget to forward a copy of trainingcertificates, including any events such as Engine &Ops Seminars or online safety courses that you or

your flight personnel may have completed duringthe year.

Finally, if you have any questions when complet-ing these insurance forms, pick up the phone andcall your aviation insurance broker. If necessary,have their insurance specialists go over the renewalforms with you from start to finish. It’s why youpay them.

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 62



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

GIVE YOUR INSURANCE BROKER PLENTY OFDETAIL TO PLOT YOUR NEXT MOVE

BG6 Aug13_FinanceSept 16/07/2013 08:00 Page 2

www.aradian.com

2007. 1200TT2008. 540TT. TAP Elite

2007 Beech Premier 1A

1600TT EU Ops compliant

2008 Citation XLS

2013 Gulfstream 450

1290TT. MSP. Tan leather interior. Satcom

2007 Hawker 850XP

9800TT 12 pax interior in Beige. Satcom.EU Ops compliant. MSP Gold

1992 Falcon 900B

Several aircraft including 2013

Gulfstream 550

330TT. Dark metallic grey with dark greyand cream seats

2007 Eurocopter EC135P2+

Three MD600N available

McDonnell Douglas MD 600N

Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, CitationXL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP.

Call/Email For Details

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

[email protected]

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

[email protected]

File photo

Aradian May 15/07/2013 15:05 Page 1

ooking at the first quarter GAMA aircraftdelivery numbers, compared to the firstquarter of 2012, turboprop deliveriesincreased by a startling 29.2% from 108units delivered to 136, but in a departure

from previous practice, GAMA didn’t report themthat way. Instead, turboprop deliveries were seg-mented into single-and multi-engine categories,with the single-engine turboprops up 14.8% at 102units, from 89 for the same period last year, and themulti-engine turboprops up an enormous 78.9%,with 34 units compared with 19 last year. A compre-hensive analysis of all airplane deliveries for thefirst quarter can be found in the June issue of WorldAircraft Sales Magazine.

It seems that Turboprops periodically enjoy better

times than the jet and piston aircraft market seg-ments. Perhaps that has something to do withowner-flying. The top-selling turboprops tend to beaircraft that are continually popular among pilotswho fly for their own businesses.

While exceptions exist anywhere, generally tur-boprop airplanes offer a common set of attractiveattributes. The engines are responsible for most - forexample, turboprop engines benefit today from pro-peller designs that are far more sophisticated thanonly a decade ago. The results are lower mainte-nance costs, longer overhaul cycles, improved climband cruise performance, and in turn this contributesto reduced noise levels in 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 operationalsimplicity engineered into even the multi-engineturboprops. The only exceptions to the sum total ofthese benefits exist among the unpressurized mod-els that are available, and form a small, importantand dynamic segment of the turboprop market.

TURBOPROP PRICE GUIDEThe following Turboprop Retail Price Guide repre-sents current average values published in TheAircraft Bluebook–Price Digest. The study spansmodel years from 1994 through Summer 2013 (20year period). Values reported are in US$ millions,with each reporting point representing the currentaverage retail value published in the Bluebook by itscorresponding calendar year. For example, theBeech King Air 350i reported in the Summer 2013edition of the Bluebook shows $4.6 million for a2010 model, $5.2 million for a 2011 model and soforth. Aircraft are listed alphabetically. Aircraft spec-ifications for the following models can be found inthe Performance & Specifications section of thisissue beginning at page 74.

Today’s turboprops offer a broad range of turbineperformance, propeller cost-effectiveness (some with at, ornear Light jet cruise performance capabilities) with cabinand cockpit accoutrements that rival the best of the jetairplanes.

L

Turbo DeliveriesFirst Quarter Numbers Astound

�



“The top-sellingturboprops tend

to be aircraftthat are

continuallypopular amongpilots who flyfor their ownbusinesses.”

continues on Page 64


2003 Falcon 2000 SN 192 2500 Hours 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.

It’s time to 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



TURBOPROPS AVERAGE RETAIL PRICE GUIDE SUMMER 2013

BEECH KING AIR 350i 7.275 6.0 5.2 4.6

BEECH KING AIR 350 3.9 3.5 3.3 3.2 3.1 3.0

BEECH KING AIR 250 6.015 5.3 4.8

BEECH KING AIR B200 4.6 2.8 2.6 2.5 2.4

BEECH KING AIR B200GT 4.4 3.8 3.3 3.0

BEECH KING AIR C90GTX 3.834 3.2 2.8 2.6

BEECH KING AIR C90GTI 2.3 2.1

BEECH KING AIR C90GT 1.9 1.8

BEECH KING AIR C90B 1.6 1.550

BEECH KING AIR C90SE

CESSNA GRAND CARAVAN EX 2.407

CESSNA 208B SUP C/MASTER EX 2.135

CESSNA 208B SUP C/MASTER 1.9 1.750 1.650 1.550 1.450 1.350 1.3 1.250 1.2

CESSNA 208 CARAVAN-675 2.135 2.0 1.725 1.625 1.525 1.425 1.275 1.225 1.125 1.1

CESSNA 208B GRAND CARAVAN-675 2.254 2.1 1.825 1.725 1.625 1.525

CESSNA 208B GRAND CARAVAN 1.475 1.375 1.3 1.175 1.125

CESSNA 208 CARAVAN

CESSNA 208 CARAVAN 1

PIAGGIO AVANTI - P180 6.7 5.7 5.2 4.7 3.9 3.6 3.3 2.9 2.8

PILATUS PC-12NG 4.465 4.0 3.5 3.3 3.1 2.8

PILATUS PC-12 2.6 2.5 2.4 2.3 2.2

PIPER MERIDIAN-PA46 2.251 1.9 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0

QUEST KODIAK-100 2.030 1.750 1.550 1.450 1.250

SOCATA TBM 850 3.415 3.0 2.7 2.6 2.5 2.4 1.9 1.8

SOCATA TBM 700C2 1.725 1.675 1.625

SOCATA TBM 700B

SOCATA TBM

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

MODEL

YEAR OF MANUFACTURE$

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

Retail Price Guide Aug13_PerfspecDecember06 16/07/2013 11:02 Page 1



What your money buys today

BEECH KING AIR 350i

2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.8 BEECH KING AIR 350

BEECH KING AIR 250

2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.450 1.350 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

0.925 0.875 0.850 0.825 0.800 0.775 BEECH KING AIR C90SE

CESSNA GRAND CARAVAN EX

CESSNA 208B SUP C/MASTER EX

1.150 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 CESSNA 208B SUP C/MASTER

1.050 1.0 0.950 CESSNA 208 CARAVAN-675

CESSNA 208B GRAND CARAVAN-675

1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 0.800 CESSNA 208B GRAND CARAVAN

0.900 0.875 0.850 0.825 0.800 0.775 CESSNA 208 CARAVAN

0.750 CESSNA 208 CARAVAN 1

2.7 2.6 2.5 2.4 2.3 2.2 2.1 PIAGGIO AVANTI - P180

PILATUS PC-12NG

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

0.9 0.8 0.7 PIPER MERIDIAN-PA46

QUEST KODIAK-100

SOCATA TBM 850

1.575 SOCATA TBM 700C2

1.525 1.475 1.425 1.375 SOCATA TBM 700B

1.325 1.275 1.225 1.175 1.150 SOCATA TBM 700

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

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

MODEL

YEAR OF MANUFACTURE$

Retail Price Guide Aug13_PerfspecDecember06 16/07/2013 11:03 Page 2

n this month’s AircraftComparative Analysis, we pro-vide information on a medi-um-size business jet, Cessna’sCitation Excel. We’ll consider

some of the productivity parameters -including payload, range, speed and cabinsize, along with its current market value.This month’s field of study also includesBombardier’s Learjet 45.

BRIEF HISTORYThe Citation brand encompasses six dis-tinct families of aircraft. The Citation Excel,the XLS and the XLS+ comprise one ofthese families. In total 372 Citation Excelswere built between 1998 and 2004. TheCitation Excel is a growth/derivative vari-ant of the Citation V Ultra utilizing a short-ened Citation X stand-up fuselage and alengthened Citation V wing.

The Excel utilizes two Pratt & WhitneyPW545A engines that made it faster thanthe V Ultra and gave it a higher MGTOWand a longer range. An advanced avionicssuite includes a Honeywell Primus 1000flight guidance system and a singleAlliedSignal flight management system.This aircraft can be RVSM certified whenService Bulletin SL-560XL-34-02 iscomplied with.

by Michael Chase

❯

I

Cessna Citation Excel

AIRCRAFT COMPARATIVE ANALYSISCITATION EXCEL

LEARJET 45


continued on p70

AirCompAnalysisAug13_ACAn 18/07/2013 12:53 Page 1

2006 CITATION XLSS E R I A L : 5 6 0 - 5 6 0 8 R E G : S X - A D K

www.wepushtin.com • 512.868.9000

• One Owner Since New• Citation Service Center Maintained • New leather interior (Cessna ICT)• Power Advantage Plus• AuxAdvantage• ProParts

• Belted Seat in lLav• Second FMS-3000 • FA2100 FDR• Axxess II Iridium Satcom Phone• Additional 110V AC Outlets• Owner Has Already Purchased Replacement Aircraft

European XLS for Sale

F E A T U RR E D L I S T I N G

S

25 6 0 - 5 6 0E R I A L :

TIONAAT2006 CITTAA D K-S XG : R E8

N XLS

European

tsaroPr• PtageandvuxA• A

tageandver Awo• Pertther in• New lea

e Cvicertion Sita• Cewner Sinc• One O

n XLS for Sale

luse P)Tessna ICCior (

tained ainer MtenCe New

lrwner Has A• Odditional 110• A

idiuress II I• AxxA2100 FDR• F

-3MSond Fec• St in eaed Selt• B

temeneplacchased Ruready PrutletsC O0V A

honeom Pctaum S

3000 vlLa

tafftcrirt A

wepus.www 8shtin.com • 512. 9000.868


2010 CITATION XLS+S E R I A L : 5 6 0 - 6 0 6 5 R E G : X A - L O S

www.wepushtin.com • 512.868.9000

• One Owner Since New• EU Ops Compliant•Enrolled on PowerAdvantage Plus, ProParts, AuxParts and Cescom• TCAS 2000• Dual UNS-1ESP FMS

• HF Provisions• Flight Data Recorder• Cockpit Voice Recorder• SELCAL• Aircell Satellite Phone • Steep Approach

XLS+ Motivated Seller

F E A T U RR E D L I S T I N G

S

25 6 0 - 6 0 6E R I A L :

TIONAAT2010 CITTAO SL-X AG : R E5

N XLS+

XLS+ Mo

M-1ESP Fual UNS• D2000AS C• T

escts and CaruxP Aerwoolled on P•Enr

omplian• EU Ops Cewner Sinc• One O

otivated Seller

MS

omc, tsaroPr, Plustage PandvrA

te New

oacppreep At• Seellittaell Scir• A

ALC• SELe oicVpit ock• Ceta Rt Daligh• F

visionsor• HF P

chhone e P

derorecRderorc

wepus.www 8shtin.com • 512. 9000.868



MARKET SHAREChart A (top left) represents the in-opera-tion aircraft Market Share as of June 2013for the Citation Excel (60%) and the Learjet45 (40%). There are currently 611 total air-craft in operation for these two models.

PAYLOAD AND RANGEThe data contained in Table A (left) issourced from Conklin & de Decker. As wehave mentioned in past articles, a poten-tial operator should focus on payloadcapability as a key factor. The CitationExcel ‘Available Payload with MaximumFuel’ at 960 pounds is greater than thatoffered by the Learjet 45 (798 pounds).

CABIN VOLUMEAccording to Conklin & de Decker, thecabin volume of the Citation Excel at 461cubic feet is 12 percent larger than theLearjet 45 (410 cubic feet), as shown inChart B (left).

POWERPLANT DETAILSThe Citation Excel is powered by twoPratt & Whitney Canada PW545A engines,each offering a thrust rating of 3,804pounds. The Learjet 45, meanwhile, ispowered by a pair of Honeywell TFE731-20AR engines, each with a thrust rating of3,500 pounds.

Table B (bottom left), sourced from theAircraft Cost Calculator (ACC) shows thefuel usage by each aircraft model in thisfield of study. The Citation Excel - at 225gallons per hour (GPH) - uses 30 gallonsper hour (or 15.4%) more fuel than theLearjet 45 (195 GPH).

COST PER MILE COMPARISONUsing data published in the May 2013B&CA Planning and PurchasingHandbook and the August 2012 B&CAOperations Planning Guide we will com-pare our aircraft. The nationwide averageJet-A fuel cost in the August 2012 editionwas $6.30 per gallon at press time, so forthe sake of comparison we’ll chart thenumbers as published.

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

‘Cost per Mile’ is detailed in Chart C(top right) which compares the CitationExcel to the Learjet 45 factoring directcosts, and with each aircraft flying a1,000nm mission with 800 pounds (fourpassengers) payload. The Citation Excel’scost at $4.92 per nautical mile is greater by$1.07 per mile (or 28%) than the Learjet 45at $3.85.

Learjet 45

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

20,000

20,500

Citation Excel 6,740

6,062

2,500

2,110

960

798

1,839

1,968

1,045

1,175

Max P/Lw/avail fuelIFR Range

(nm)

Data courtesy of Conklin & de Decker, Orleans, M.A. USA: JETNET; B&CA May 2013 and Aug 2012 . Operations Planning Guide


CHART A - MARKET SHARE

In-Operation Market Shares - June 2013Total 611 Aircraft

Learjet 45

Citation Excel

Source: JETNET

40.0%60.0%

CHART B - CABIN VOLUME

Bombardier Learjet 45 195

Model Fuel Usage(GPH)

Cessna Citation Excel 225

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

TABLE A - PAYLOAD & RANGE

Cubic Feet

Learjet 45

100

410

200 300 400 500

461Citation Excel

TABLE B



❯


TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’, illustrated in ChartD (right), is defined as the cost of FuelExpense, Maintenance Labor Expense,Scheduled Parts Expense, and Miscellaneoustrip expense. The total variable cost for theCitation Excel at $1,965 has a 17.7% highervariable cost per hour compared to theLearjet 45 at $1,670.

PRODUCTIVITY COMPARISONSThe points in Chart E (right) center on thesame two business jets. Pricing used in thevertical axis is as published by Vref. The pro-ductivity index requires further discussionin that the factors used can be somewhatarbitrary. Productivity can be defined (and itis here) as the multiple of three factors:

1. Range with full payload and available fuel;

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

3. The cabin volume available for passengers and amenities.

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

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Citation Excel aircraft, as shown in theproductivity index Chart E, is highly pro-ductive. It has been popular with a highermarket share percentage and delivered moreaircraft after having started production oneyear later (1998 vs 1997) than the Learjet 45.While it offers more available payload withfull fuel and a larger cabin volume, it does,however cost more to operate, travels at aslower long-range speed and has a higherretail price.

Table C (bottom right) shows the averagepre-owned retail price from Vref for each air-craft – both 2004 models. The last threecolumns of information show the number ofaircraft in-operation, the percentage “ForSale”, and the number “Sold” from JETNET.It is interesting to note that with 369 aircraftin operation only 7.8% of the Excel fleet iscurrently for sale (traditionally a seller’smarket). Conversely, out of a fleet of 242

US $ per nautical mile

$0.00

Citation Excel

$3.85

$1.00 $2.00 $3.00 $4.00

$4.92

Learjet 45

$5.00 $6.00

* 1,000 nm mission costs 800lbs payload

CHART C - COST PER MILE

US $ per hour

$0

Citation Excel

$1,670

$500 $1,000 $1,500 $2,000

$1,965

Learjet 45

CHART D - VARIABLE COST

CHART E - PRODUCTIVITY

Index

Pri

ce

(M

illio

ns)

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

0.200

$2.0

$0.0

$4.0

$6.0

Citation Excel

Learjet 45

0.225 0.250 0.275 0.300

TABLE C - COMPARISON TABLE

Model

Long Range

Cruise (kts)

CabinVolume(cu.ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Citation Excel

Learjet 45

373

416

Vref RetailPrices $m

(Model Year)

$4.0m

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; B&CA Purchase Planning Handbook

$3.5m

Avg. SoldMonthly*

(2004)

(2004)

461

410

1,045

1,175

369

242

7.8%

14.4%

4

3.5




Learjet 45s, 14.4% are for sale (traditionally abuyer’s market). However, both aircraftaverage more than three pre-owned salesmonthly.

LOCATION BY CONTINENTTable D (right), meanwhile, offers a break-down of the location by continent for theWholly-Owned Citation Excel business jetfleet. North America is home to the majorityof the fleet, with 71% of the 302 wholly-owned Excel aircraft, followed by Europe at15%. Currently, 12 Citation Excel aircraft arein shared ownership and there are 55 in frac-tional ownership programs.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the key attributesthat business jet operators value. However,there are often other qualities such as serviceand support that factor in a buying decision,

but are beyond the scope of this article.The Citation Excel business jet fares well

against its competition - so those operatorsin the market should find the precedingcomparison of value. Our expectations arethat the Citation Excel business jet willcontinue to do very well in the pre-ownedmarket for the time being.

For more information: Michael Chaseis president of Chase & Associates,and can be contacted at: 1628Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882;

Email: [email protected], Web: www.mdchase.com

Make/Model

Africa

Asia Australia/ Oceania

Europe

North America

South America

Total

Source: JETNET Star reports

7

2%

Citation Excel

% of Fleet

10

3%0

0%

46

15%

216

71%

23

8%

302

100.0%

TABLE D - CITATION EXCEL BY CONTINENT (JUNE 2013), WHOLLY OWNED

ALSO AVAILABLE: CJ3 S/N 200, CJ2 S/N 169, S76B S/N 760410COMING SOON: EASA CJ3, FALCON 50EX

HOUSTON:PHONE 1 . 713 . 681 . 0075FAX 1 . 713 . 681 . 0035

[email protected]

Security. Trust. Confidence.

1997 - 2013

PAR AVION LTD.

YearsYearsasas

ASTRA SPX | S/N 1024048 TSN, MSP GOLD

APU, DUAL UNS 1C, IRSTCAS II, P135 Qualified

FRESH C c/w JULY/2013

1994 CITATION VII | S/N 70445451 TSN, MSP GOLD

NZ 2000, TCAS I, STORMSCOPEFRESH DOC 8 & 11 c/w JULY/2013

EXCELLENT PAINT/ INTERIOR

1997 FALCON 900EX | S/N 0086101 TSN, MSP

HUD, TAILWIND 500, WIFI, HSDSATCOM, SATPHONE, SATAFIS, FULLY WIRED FOR FANS

2C/GEAR OVH c/w NOV/2008, DRY BAY MOD c/w

1997 FALCON 900EX | S/N 0128169 TSN, 2814 TL

MSP GOLD, HUD, SATCOM, SATPHONE, FDREASA/EU OPS 1 APPROVED, 14 PAX

FWD/AFT LAV, 2C/GEAR OVH c/w SEPT/2009

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


P073_Layout 1 16/07/2013 15:27 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

SEPTEMBER ISSUE: Large Cabin Jets

OCTOBER ISSUE: Medium Jets

NOVEMBER ISSUE: Entry Level & Light Jets

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroAug13_AC Specs Intronov06 16/07/2013 09:54 Page 1

$1,275.80

4.80

4.50

12.40

227

4.30

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,259.84

4.80

4.50

12.40

227

4.30

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

BEEC

HCRA

FT K

ING

AIR

C90G

Ti

$1,122.14

4.80

4.50

12.40

227

4.30

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

$1,257.97

4.80

4.50

12.40

227

4.30

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1152

3888

4002

1953

474

274

274

204

2

PT6A-135A

$1,151.56

4.80

4.50

12.40

227

4.30

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

940

4519

3692

2000

554

250

234

195

2

PT6A-21

$1,414.95

4.80

4.50

16.70

303

4.30

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1580

5300

4417

2448

745

290

283

226

2

PT6A-42

$1,559.85

4.80

4.50

16.70

303

4.30

2.25

55

-

2

6

12500

12500

8760

3645

185

2240

960

1650

3640

4437

2450

745

305

298

226

2

PT6A-52

BEEC

HCRA

FT K

ING

AIR

B200

GT

BEEC

HCRA

FT K

ING

AIR

C90G

TxBE

ECHC

RAFT

KIN

G AI

R C9

0SE

BEEC

HCRA

FT K

ING

AIR

B200

BEEC

HCRA

FT K

ING

AIR

C90B

BEEC

HCRA

FT K

ING

AIR

C90G

T

TURBOPROPS

KING

AIR

B20

0 XP

61

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.

$1,719.96

4.80

4.50

16.70

303

4.30

2.25

54

-

2

6

12500

12500

8550

3645

395

2450

975

1498

3800

4437

2500

710

311

311

232

2

PT6A-61

www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – August 2013 75Advertising Enquiries see Page 8

❯

AircraftPer&SpecAug13_PerfspecDecember06 16/07/2013 10:13 Page 1

$1,588.03

4.80

4.50

19.20

355

4.30

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1550

3300

4140

2700

622

320

310

234

2

PT6A-60A

$1,584.58

4.80

4.50

19.20

355

4.30

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

$1,579.94

4.80

4.50

16.70

303

4.30

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

$904.23

4.50

5.30

16.40

340

4.20

4.08

33

112

1

9

9062

9000

5300

2224

1573

3200

627

734

2195

2625

1214

-

198

186

159

1

PT6A-42A

$666.01

4.50

5.30

12.80

254

4.20

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

835

2055

2508

1234

-

186

175

147

1

PT6A-114A

$673.40

4.50

5.30

12.80

254

4.20

4.08

32

84

1

9

8000

7800

5120

2224

691

2680

100

768

2260

2508

1175

-

186

175

147

1

PT6A-114A

$681.62

4.50

5.30

16.40

340

4.20

4.08

32

112

1

9

8750

8500

5440

2224

1121

3060

465

731

2500

2625

925

-

186

182

156

1

PT6A-114A

CESS

NA 2

08B

GND

CARA

VAN/

CARG

POD

BLAC

KHAW

K CA

RAVA

N XP

42A

CESS

NA 2

08 C

ARAV

ANCE

SSNA

208

CAR

AVAN

/CAR

GO P

OD

BEEC

HCRA

FT K

ING

AIR

250

BEEC

HCRA

FT K

ING

AIR

350

TURBOPROPS

GRAN

D CA

RAVA

N


$674.23

4.50

5.30

16.40

340

4.20

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

789

2420

2625

975

-

184

182

156

1

PT6A-114A



$801.41

4.10

4.00

10.00

120

3.90

3.50

30

6

1

5

7394

7024

4889

1887

654

1143

1000

1200

3100

3750

1570

-

292

290

255

1

PT6A-64

$937.75

4.10

4.00

10.00

120

3.90

3.50

30

6

1

5

7394

7024

4589

1910

931

1443

1102

1214

3100

3750

2005

-

320

316

255

1

PT6A-66D

DAHE

R-SO

CATA

TBM

850

$753.46

4.50

5.30

15.83

340

4.20

4.08

32

112

1

9

8807

8500

5270

2224

1348

3230

528

748

2360

2625

1215

-

194

194

155

1

PT6A-140


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

$1,689.63

5.80

6.10

14.90

375

4.40

2.00

16

44

2

6

11550

10945

8000

2802

798

1800

980

1440

3100

4550

2950

756

390

354

310

2

PT6A-66

$1,515.30

5.80

6.10

17.50

375

4.40

2.00

16

44

2

6

12100

11500

8000

2802

1348

1800

1370

1500

5750

5470

2950

670

402

365

318

2

PT6A-66B

$942.85

4.75

5.00

16.90

326

4.50

2.00

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1660

2450

2783

1680

-

261

261

209

1

PT6A-67B

$946.75

4.83

5.00

16.92

330

4.42

2.00

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1635

2450

2783

1920

-

280

268

209

1

PT6A-67P

$636.59

3.90

4.20

12.30

120

3.80

2.00

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

0PIA

GGIO

AVA

NTI P

180

IIPIL

ATUS

PC-

12

PILAT

US P

C-12

NG

CESS

NA 2

08B

GRAN

D CA

RAVA

N EX

DAHE

R-SO

CATA

TBM

700

C2

TURBOPROPS

QUES

T AIR

CRAF

T KOD

IAK


$639.38

4.50

4.80

15.50

248

4.10

4.10

38

-

1

5

7255

6690

3975

2110

1220

2515

524

845

1720

1933

1338

-

180

154

133

1

PT6A-34 �



ot all businesses enjoy thedepth of personnel needed toestablish and staff a dedicatedflight department. The flip sideof the large-company corporate

flight department, which accounts for a largepercentage of the business aircraft fleet, is the‘one-aircraft, single-pilot’ flight department.For a large percentage of those, the further-ance of the business rests entirely in the handsof the same single pilot.

Small businesses far outnumber large onesin the US, and their owners and operatorsincreasingly recognize the benefits of privateaircraft travel to their business. As the worldof business continues to apply advanced tech-nologies and complex systems in their ‘quest

for success’, so Business Aviation has seensome significant changes in its aircraft sys-tems. But even without the added complexi-ties of advanced-technology cockpits, the sin-gle pilot dealing with all the contingencies offlying in today's environment faces an exces-sive workload.

The owner/pilot is, by default, the ChiefPilot – or, as one puts it, “The Always Pilot.” Ifthe owner is not flying the aircraft, in mostcases the company aircraft is not flying. Thatoccurs for many reasons, not least thedemands of focusing on business. When youconsider the many complications that accom-pany serving as Chief Pilot in an owner/pilotoperation, some aviation-related, some relatedto the core business, all can have implications

for safe flying. Running a business and flyingare both full-time jobs. The responsibilitiesrequire the same focus and professionalism,irrespective of which pays the wages for theowner/pilot.

“Professionalism has nothing to do withgetting a paycheck,” stressed Gene Cernan. Aretired Captain in the U.S. Navy, commanderof the last manned mission to our satellite,Apollo 17, and the last man to walk on theMoon, Cernan has repeated his contention foryears at Bombardier's Safety Standdownevents.

“Professionalism has everything to do withapplying a professional frame of mind, ofstriving to make everything as good as youcan make it – with a professional attitude.”

N


Safety & The Single Pilot:

Business & flying demand

your full attention.

by Dave Higdon

SAFETY MATTERS: SINGLE PILOTS

Safety Matters August13_Gil WolinNov06 16/07/2013 09:22 Page 1

The problems arise on either side of theequation anytime the Chief Pilot of a single-pilot operation lets work intrude in the cock-pit environment, just as the business can suf-fer from too much cockpit encroaching on theoffice environment.

THE ONE-PERSON FLIGHT DEPARTMENTThere is a world of difference between thepressures to fly for the business owner versusthose faced by leisure aviators who fly forpersonal transport.

You can cancel a breakfast fly-out,Hundred-Dollar Hamburger flight, or a week-end visit to relatives if work is full-on. As disappointing as it may be at the time, the

chances are another opportunity will arise,but the prospect of missing a businessappointment with its implications for revenueproduces pressure to fly irrespective of theworkload.

Attempting to keep an appointmentagainst good sense or smart planning cancause major problems for the owner/pilot.Some small, common-sense preparatory steps,practices and attention to the risks can make ahuge difference and obviate many of the risks.Maximizing operations around safety takes alittle effort from the single-pilot operator. Thepay-off comes the first time a single-pilotoperator arrives in one piece for his or herbusiness meeting.

Adapting suitable elements of a flight-

department's organizing philosophies canmove a solo pilot closer to a higher standardof safety. Consider the following tips for com-pleting solo trips that you'll be able todescribe with the best term of all:“Uneventful”.

MINIMA MINDEDNESSOne practice many flight departmentsembrace involves establishing company mini-ma and guidelines for aircraft operations. Thepersonal minima encouraged by various safe-ty organizations can be a good place to start.They can be as simple as a rule restrictingyourself from night, IMC, period, or one morenuanced that also weighs ceiling and visibility(no night, IMC below VFR minima).

Other parameters can look at terrain: Nonight flying over mountains or water, VMC ofIMC; or approach types, such as restricting oreliminating circle-to-land approaches (at nightor in specific terrain, etc.). To be successful,those personal minima must also addresswork and duty against flight demands. Forexample, launching off on a four-hour cross-country flight in IMC may not be the smartestidea for ending a 14-hour day of traveling,meeting and working - even if it does meanan overnight stay when you'd prefer yourhome bed. Set limits on how long your workday can last before you proactively cut your-self off the flight-duty roster.

The same should apply to your flyinghours in a day – and to your currency. Forexample, no cross-country flights with IMC ifyou’ve been over a month since last touchingthe controls; or it’s more than a month sinceyour last instrument approach. Does that setyou higher than the FAA's bar? Yes sir. Andfor good reason!

MINIMUMS DON'T CUT ITThe currency standards the FAA sets aremeant to be minimum standards. The NASAAviation Safety Reporting Service (ASRS) andits publication CallBack are replete with exam-ples of pilots who encountered challengingcircumstances for which they had not trained– many of the pilots admit they simplyweren't required to.

A business owner flying 250 hours a yearmay average almost five hours per week inthe cockpit, but that doesn't necessarily meanthe ILS approach, the Back Course Localizerapproach, or the ILS-like LPV approach hascome up recently in their experience.

Night currency need not be a stand-aloneitem on the list. You can fulfill basic currencyfor day and night on the same mission.Meeting approach minima can take work, too,if a pilot is honest and admits that many ofthe recent flights on instruments only quali-fied for approach credit technically, becauseconditions went VMC after initiating the ❯

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – August 2013 79



SAFETY MATTERS: SINGLE PILOTS

approach, but well before hitting the pub-lished altitude minimum.

Train for those least-used approaches –even when you don't normally ever need oneof them – because you never know when theneed will arise!

IF IT CAN BREAK, PRACTICE FOR FAILUREPracticing for least-used or never-usedapproaches is smart because you can nevercount 100% on getting the desired approach.

Equipment fails on the ground and air-borne. If the glideslope on the ILS is out, youmay face an LOC approach (localizer, only) ifone is published. Alternatively, winds mayput the ILS out of the question but give you aperfect condition for a Back-course LOCapproach. If your needle doesn't self-correctyou will need to remember to reverse-correctfrom a normal localizer. Have you flown onelately?

Let’s not forget about partial panel, awhole new regimen in today’s glass cockpits.Displays fail, display drivers fail, and theresponse required will vary according to theequipment. If round stand-by instrumentsback up glass, when was your last turn of par-tial-panel, EFIS Style? Does the panel supporta second screen and a reversionary mode? Areyou adept at using it? What if the panel hasno second display capable of showing pri-mary flight data but has an EFIS-style stand-by set?

You need to consider adding regular timewith an instructor or back-up pilot on top ofyour existing recurrent training and biennialflight review preparation.

PRACTICE USUAL PROCEDURES UNUSUALLYAmong today's top issues for safety experts isa perceived deterioration of hand-flying skillsamong pilots flying technically-advanced air-craft – from Beechcraft G36 Bonanzas toCirrus SR20 and STR22 models, through PiperMeridians, Cessna Mustangs and others older,but retrofitted aircraft with the advanced panels common to these single-pilot businessaircraft.

Taught with an emphasis on autopilot use,some of these pilots have suffered from thatfocus when a system failure forced them toonce again depend on their hand-flying skills– skills likely atrophied badly.

Flying the occasional leg without turningon the autopilot or flight-management systemhelps keep those skills sharp. To sharpen theedge of those skills, consider some instrumentpractice using nothing but your hands (withan instructor or another legal pilot acting assafety observer pilot). No Autopilot, no FMS,no stability augmentation or other artificial,mechanical hands involved - and if available,seek out some soft, inclement weather toenhance the realism of the practice.

Practice, too, resisting the temptation tochange your decision in favor of flying anyway!

FIRST SHOT AT SECOND DECISIONFatalities from sitting out a flight areunheard of. Fatalities from trying to ‘getthere’ at all costs are too common to be help-ful. The pressure to arrive somewhere can,and does overwhelm too many pilots.

Rationalizing away your own minima, yourown best judgment and your own commonsense underpins too many accidents andfatalities.

Making a part of your personal checklist aspace to make a new decision can help saveyour life. Instead of “I've REALLY got to getto X” consider asking yourself, “What's theworst that's going to happen if I don't try tofly [in this/right now/this tired/all of theapplicable and more]?”

Remember that no pilot ever perishedfrom a flight that wasn’t flown. But it takes aspecial mindset to accept the reality that theworld will continue to spin if you are late ona trip; that the sun will rise tomorrow if youcancel. It’s better to be late than a lateOwner/Pilot: Make it your mantra!

Life will continue without you shouldyou die trying to make a flight that wouldhave been best postponed. One day this rulemay mean driving 18 hours home in a rentalcar, spending 24 hours on catch-up business,driving 18 hours back to the airplane, andthen, after that disjointed 2.5 days, decidingto lose another eight hours in order to catchup on sleep.

This philosophy also rewards those whocarry a credit card for buying an Airline tick-et or renting a car to return home. Of course,something or someone will need to retrievethe airplane, but the underlying message isthat new decisions are allowed at everyphase; from before take-off, to en route, tolanding attempts.

And in making a new decision to wait,the airplane will remain in one piece andyou'll return home in good condition.


OFFICE: +1(561) 433-3510 | CELL: +1(561) 289-3355

2006 TBM 8502006 TBM 850

1991 TBM 700A1991 TBM 700A

2005 TBM 700C22005 TBM 700C2

1999 PILATUS PC-121999 PILATUS PC-12

2008 GULFSTREAM G1502008 GULFSTREAM G150 1991 BEECHJET 400A1991 BEECHJET 400A

www.caijets.com

LIST YOUR AIRCRAFT WITH CAICALL US FOR MORE INFORMATION ABOUT OUR PROVEN SUCCESS RECORD.

CONTACT J.P. HANLEYPRESIDENT, CORPORATE AIRSEARCHINTERNATIONAL

[email protected] BEACH, FLORIDA

S/N 351 Only 725 Hours TTSN. Equipped with RVSM, 2-Tube Bendix EFIS, DualGarmin 530’s with WAAS, Garmin GMX-200 MFD with Chartview, TAS/TAWS, WX-500,Garmin GDL-69A Real Time Weather, and Garmin GTX-327 & GTX-330 Transponders.

S/N 321 Only Two Owners and 1,115 Hours Total Time Since New. Equipped with 2-Tube EFIS, Dual Garmin 530's, GMX-200 MFD, Traffic Alert System, Stormscope, GaseousOxygen System and Freon Air.

S/N RK-19 9,604 Hours TTSN, 2,728/1,770 SMOH, “0” SHS, Collins Proline IVAvionics, Freon Air, Thrust Reversers, RVSM, New Pant & Interior 2006, On CAMP and NoDamage History. Owner is requesting offers.

This Gulfstream G150 has only 375 Hours TTSN. Offers a Wide Cabin with Maximum Rangeof 2,950 nm with 4 Passengers, 2 Crew, NBAA IFR Reserves at 430 KTAS (Mach .75) orNormal Cruise of 459 KTAS (Mach .80). Universal 7 Passenger Interior.

S/N 003 Only Two Owners and 3,500 Hours TTSN, 420 Hours SMOH, Garmin530/430, Sandel EHSI, Gear on Long Life Program, NEW Windshields and De-ice BootsFitted March 2012, Gear Actuators Overhauled March 2012, Always Hangared, and NoDamage History.

S/N 251 VT-DAR with 7,438 Hours Total time and "0" SMOH. Commuter Interiorthat is ready to be put to work as a company shuttle or as a regional airline.

CORPORATE AIRSEARCH INTERNATIONAL, INC. 1983–201

3

PHONE: +1 (561) 433-3510 | www.caijets.com

CAI_WAS_AUG13_Layout 1 7/9/13 11:41 AM Page 1


usiness aircraft pilots anddependent operators:Congratulations are due. Inthe first week of May theFederal Aviation

Administration (FAA) gave the flying com-munity some more maneuvering roomwhere the circling-approach instrumentarrivals are a frequently used solution. TheFAA, after hearing of the challenges, com-plaints and criticisms undertook a reviewthat resulted in a change in standards forpublishing circle-to-land approaches – onethat increases protected airspace and thevisibility margins required.

For some pilots the changes couldresolve a conflict faced between the need toget in at an airport and a company's oper-ating policies restricting use of circlingapproaches – or, sometimes, banning themoutright under conditions when they'reneeded the most: IMC. For those who arenot so constrained by employer policies,the changes still provide increased marginsto maneuver for these approaches – partic-ularly at higher altitudes and airspeed.

Essentially the change gives pilots larg-er-radii circling approaches, which in turnadds room with which to stabilize theirapproaches. The necessity to fly tighter-radius circling approaches to work out astabilized approach on final has been con-tributing to an uptick in runway over-runaccidents and missed approaches; both areexpensive. And the change appears to haveeased the minds of corporate pilots aboutcompleting the procedure when faced withthe need to execute one.

B

❯

The Circling Approach:

FAA expands protectedairspace, increasingoperational flexibility.by Dave Higdon

APPROACHIMPROVEMENTS

Approach Improvements June13_Gil WolinNov06 16/07/2013 09:08 Page 1

Title Search

Title Clearing

Escrow Services

Registration Services

Accident / Incident searches

Preparation of Documents

Domestic and International Services

Wright Brothers Aircraft Title is a provider ofaircraft title management and escrow services

for all types of aircraft. Doing business bothdomestically and around the globe, Wright

Brothers offers quick, personalized servicefrom Debbie Mercer, always with the utmost of

confidentiality. Available 24.7.365

Wright Brothers Aircraft Title9075 Harmony Drive

Oklahoma City, Oklahoma 73130Telephone: (405) 680-9289

Toll-Free (within the US): (866) 217-5700Fax: (405) 732-7457

e-mail: [email protected]

Wright Brothers November 22/10/2012 17:18 Page 1


A SOLUTION FOR WHEN OTHERS FAILAmong the airports that qualify for oneform of instrument approach procedure oranother, not all boast an ILS approach.Expense is high, so the bar to clear is equal-ly elevated to match the $1.5 million cost.

Not all instrument-qualified airportsboast an LPV approach (Lateral Precisionwith Vertical Guidance). The $50,000expense is dirt cheap compared to the ILS,but today competition is steep and dollarsare tight for even the low price-tag projects.The bar, lower proportionately, still requiresthe airport to meet a demonstrated level ofneed.

Localizer-only, NDB approaches andothers dependent on ground equipment cansafely, reliably get you to the airport area.But without visibility of at least a mile,winds alone can thwart your arrival plansthanks to their refusal to favor the runwayaligned with your final approach – regardlessof the procedure type. It's for procedures likethese that the circling approach is bothappropriate and safe when flown correctly.

Consider those VOR approaches, forexample, that take you across some portionof the runway at as much as 90 degrees offits orientation. The circle-to-land procedureprovides the transition from minimum deci-sion height to final to either runway end. ForCategory A aircraft the procedures generallyrequire at least one mile visibility and a mini-mum ceiling equivalent to the MDA. For thefastest Category E aircraft these approachesrequire better visibility – sometimes byanother mile and higher ceilings.

Now a Bonanza or Cirrus capable of fly-ing an 60-knot approach should easily han-dle the Category A requirements of 1.3 miles;ditto for Category B and C aircraft in mostcases – and at lower elevations. Pilots ofCategory D and E – BusinessLiners as well assome of the Large Cabin and Ultra-Long-Range jets – have complained of finding the2.3-mile and 4.5-mile visibility requirementfor a circling approach a bit tight.

At 60 knots the standard two-minute turntakes a mere one-third mile radius at a9.4-degree bank imposing a barely discernibleload factor of 1.01G. At the 180 knotsapproach speed of a BusinessLiner (for exam-ple), flying that same two-minute turn takes0.95 mile visibility at a huge 26-degree bankangle...

The pilot can fly a shallower turn with the2.3-mile visibility required… but there's acatch: these are indicated airspeeds at low ele-vations and maximum-landing weights. Theprocedure picks up some complications athigher elevations.

First, the indicated airspeed of a circling

approach at 5,000, 6,000 and 7,000 feet canmask a significantly higher true airspeed –equal to ground speed in zero wind. Butwinds are seldom zero at such elevations –and they'll vary through the circling approachjust as winds do flying VFR standard-patternarrivals. That 180-knot indicated approach canactually work out to 230, 240 knots across theground during part of the circling maneuver.

At a three-mile visibility limit the pilotmay feel like there's plenty of room to fly thatcircle – but depending on the winds, havingonly 2-2.5 miles to stabilize on final and slowdown to touchdown speed can be a bit muchto work into a 2.3-mile radius. Even for theCategory E machines with their 4.5-mile visi-bility requirements. There's a lot going on in ashort period of time and a small space relativeto the speed at which events happen. A littleextra space can only help.

MORE COMFORT, SPEED & MANEUVERThe FAA provided an explanation of theexpansion in its announcement of the changewhile NBAA provided a detailed examinationand explanation of the increased radii landingminima for circling approaches and how theywork.

The protected airspace for a circle-to-landapproach is defined by arcs of a specific

radius based on the aircraft approachCategory E defined in FAR Part 97. Thesemultiple arcs center on both thresholds ofeach runway and connect tangentially alongthe runway center line to form a continuousblock of airspace available to the pilot formaneuvering to align the aircraft with thelanding runway. It was both the size criticismand the recognition that elevation influencesthe ability to use the minima that resulted inthe FAA performing the review from whichthe new terminal instrument procedures(TERPS) criteria resulted. The new standardincreases the radii dimensions defining thecircling protected airspace, increasing themfurther as circling MDA increases.

The FAA also recognized that windsbecome a greater factor at higher elevations inincreased radii size with higher MDAs, aswell as needing to account for the higher trueairspeeds flown at higher altitudes. Thechanged TERPS criterion fall short of harmo-nizing U.S. Standards with ICAO PANS-OPS.They do, in the view of the pilots consultedfor this story, represent a substantial improve-ment on previous TERPS criteria though.

A TRANSITION BEGINSDon't expect to see a night-and-day transitionfrom the old to the new. The FAA's revisedTERPS criterion will factor into all future




Instrument Approach Procedures; they alsonow apply to thousands of published proce-dures. And even with 28-day update cycles inplay, the process will likely take years tocomplete. That means years in which circle-to-land standards exist from two different sets ofTERPS criterion.

The folks who made the change at the FAAhave already made progress on the changewith those who publish the IAPs on which allpilots depend. Those chart providers haveimplemented the new specifications to identi-fy new-criteria circle-to-land minima based onthe new TERPS.

Going forward U.S. Terminal ProceduresIAP charts will use an "Inverse C" circle iconto signify circling minima based on the newcriteria. Jeppesen uses an "Inverse C" dia-mond icon to identify circle-to-land minimabased on the new criteria. The FAA stressedthat circling minima not identified with thenew "Inverse C" icon remain subject to theolder, smaller circling area dimensions.

An instructor pilot with a large trainingcompany advised, “It's going to be years get-ting through all of these which puts pilots onthe spot to make sure they stick with the oldstandards where they apply – and not betempted to fly their circling maneuver as ifthey have the larger airspace of the newTERPS criteria. It's not legal until it's pub-

lished – and until it's published we don'tknow that the survey checks are done...sopilots would risk flying outside protectedairspace.”

The FAA stressed that only publishedapproaches with the "Inverse C" in the legendare both safe and legal to fly the larger-radiusprotected airspace during a circling maneuver.The circling protected airspace provides 300feet of obstacle clearance at the circling MDAwhich the FAA will confirm before publishingrevised circling minima.

There's logic to the increase in protectedairspace as elevation increases. For example,Category C aircraft are protected out as far as2.7 nautical from the runway thresholds – atcircling MDAs up to 1,000 feet MSL; the crite-ria increases protected airspace radii by 0.1nautical miles for every 2,000-foot increase inMDA. At an MDA of 6,000 msl that protected-airspace radii would be 2.9 nautical. The FAAexpects to use the extra maneuvering room toestablish a stabilized approach on final priorto landing – while always remaining withinthe confines of the circling-approach-protectedairspace. And that's where the change is mostexpected to have an impact.

Fewer runway overruns occurring due toapproaches that never stabilized will be themost-desired outcome. But the changes alsogive pilots an increased comfort zone for

flying those circling approaches. “Thechange may even get my flight departmentto review its policies on circle-to-land pro-cedures and give us back a useful option,”one corporate jet captain told World AircraftSales Magazine.

“It's not that it's a dangerous proce-dure...it’s just counter to what so manyflight-department management folk feelcomfortable with. This makes me morecomfortable; hopefully we can make themmore comfortable too – it's a small changethat could save us big on some trips.”

THE CONVERSION PROCESS BEGINS Every month the FAA updates some of thethousands of TERPS, sometimes to fixissues like taller trees on final of anInstrument Landing System (ILS) approachor a shift in the Earth's magnetic lines,which dictate compass headings. Some ofthose changes enhance the approach andsome are brand new – such as recent years'accumulation of more than 3,000 all-newLPV approaches for aircraft equipped withapproved WAAS-enhanced GPS naviga-tors. That standard was a rare addition tothe TERPS criterion – the standards bywhich instrument approaches are created.Otherwise, criteria change is a rare eventwhere instrument approaches areconcerned.

A recent change to the TERPS marks asignificant improvement to one of avia-tion's oldest and most-utilitarian of allinstrument approaches: the circlingapproach or, as some state it, the circle-to-land procedure. Aside from demonstratingthat FAA not only hears pilots’ problems,but also can act, the changes shouldimprove approach completion for those air-ports at which the circle-to-land procedureremains a mainstay.

Credit the FAA's conclusion thatexpanded circling-approach airspace canbe accommodated without compromisingsafety. In fact, in the view of many, thechange enhances the safety and viability ofthis procedure and could return it to favoras a viable option for flight departmentsthat long prohibited or restricted the use ofthe circling approach at night and, curious-ly, in the sort of weather conditions forwhich the procedure is designed.

It's all about respecting the laws of aero-dynamics, physics and nature.

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

CCircling MDA in feet MSL

AApproach Category and Circling Radius (nm)

CCAT A CCAT B CCAT C CCAT D CCAT E <1,000 1.3 1.7 2.7 3.6 4.5 1,001-3,000 1.3 1.8 2.8 3.7 4.6 3,001-5,000 1.3 1.8 2.9 3.8 4.8 5,001-7,000 1.3 1.9 3.0 4.0 5.0 7,001-9,000 1.4 2.0 3.2 4.2 5.3 >9,000 1.4 2.1 3.3 4.4 5.5

AApproach Category RRadius (nm)

A 1.3 B 1.5 C 1.7 D 2.3 E 4.5

OLD CIRCLING AREA RADII

REVISED CIRCLING AREA RADII




FVS Ops is one of thoseNextGen elements that func-tions just below the radar.Because it is considered electiveand more the purview of the

business jet community it is not in the lime-light of the regular Washington airports andair traffic focus on ADS-B, PBN and DataComm where endless streams of fundingfinds eager experts justifying business cases

and promoting various benefits primarily toAirlines. Meanwhile the rest of aviation sitsand waits for rule-making and mandates(such as ADS-B Out) by 2020.

Speaking of rule-making, on June 11, 2013the FAA announced a Notice of ProposedRulemaking (NPRM) for a comment periodending in September that essentially willallow zero visibility operations (without theneed for natural vision), and an ability to

land at zero runway visual range without theneed for Category III aircraft, crew and run-way certification! This profound leap ofenablement is all the more incredible whenyou realize the FAA intends - perhaps for thefirst time - to provide guidance ahead of theindustry’s ability to equip. That’s right,industry does not have the technology at thistime to meet the certification challenge.

Note: This rulemaking is not an equip-

EVS - A PATH TO SUCCESS

E

Enhanced Flight Vision System Operations.by Ken Elliott

A Path To Success

EVS_Gil WolinNov06 16/07/2013 10:29 Page 1

ment mandate; it is an operational ruleenabling the use of technology. It adds a newEFVS Part 91.176 to the existing flight rulesand retains Part 91.175 for existing instru-ment approaches. This new rule removes thelimitation for dispatch and the approach banfor air carriers. Without changes to existingpublished approaches and their charts, thou-sands will become as Category II or III to theEFVS certified operator. The landing requires

no natural vision. Because the natural visualsegment of the approach is now replacedwith enhanced electronic vision the aircrafttransitions from the instrument portion tocontinue to land by the use of HUD(s) andenhanced vision.

The CAAC in China is creating EFVS opsrules that also enables a more expansive useof China’s various airports and runways(eight by last December).

For the first time a single country hasfocused attention on the goal of equippingwith EFVS and HUDs to better enable per-formance and have a competitive edge in themarket place. So what are EFVS ops, andwhy are they a part of FAA NextGen? Whyare they being embraced and adopted byICAO, EASA and CAAC, and what is theequipage? Why has it migrated more acrossbusiness jets than Airlines? To answer thesequestions you have to first understand thehistory and the politics.

HISTORY & POLITICSIn 1929 ILS was first tested. This was fol-lowed in 1941 by six test sites introducedinto US regions for the use of ILS-equippedaircraft to operate down to 200ft decisionheight and 2,400ft Runway Visual Range(RVR). Aircraft equipped with Category IIavionics and recurrently trained crews mayland into specific certified runways withsuitable infrastructure. As with the dualonboard aircraft equipage, those runwayinfrastructures are subject to scheduledmaintenance.

The category II benefit is a decision toland down to 100ft and RVR down to 1,200ft.Aircraft equipped with Category III avionicsand trained crew can land into specific run-ways with Category III infrastructure.Category III operations are complex withRVR credits ranging between 700 and 0ft and decision altitude credits from 100 to 0ft,depending on whether the aircraft, crew andrunway is either Category IIIa, b or c.

Traditional Category IIIc operationsrequire Auto-land, and few business jets areequipped (or maintain currency) onCategory II through IIIc, due to a number offactors, not least of which is cost. The samecost issues and age of infrastructure has convinced the FAA and others to look foralternatives.

The FAA has consistently been nibblingaway at existing runway operations toenable improvements without increasingcost to the public. This noble effort focusedon commercial runways such as PHL 27Rand SFO 28L allowing Special Authorization


❯


❯


(SA) CAT II operations. SA category II to IIIcequipage typically involves one-timechanges to airport lighting and aircraft withhead-up displays (HUDs). Meanwhile, todaythere are over 1,200 business jets tooled withequipment capable of modern EFVS ops andfew wide-body aircraft outside of FedEx.

Many Airlines have been pinning theirhopes on Ground-Based AugmentationSystem (GBAS). Here enters the politicsbecause ground-based requires individualairport infrastructure to augment the existingGPS navigation system and less individualaircraft equipage to use it… which is desir-able to commercial operators with their fleetsof wide-body aircraft.

EFVS OPS & WHAT’S REQUIRED TO USE THEMAn EFVS operation is an electronic means tomeet the standard visual requirements tooperate the aircraft in IMC during low visi-bility conditions, expanding the visual seg-ment with vision technology and allowingthe crew to see at the standard publishedminimums. Below are Tables A & B repre-senting approaches available today.

Table A shows the population of existingILS in the US (worldwide there are at least300 more, of which around a 100 are atCategory III level because of internationalcommercial operations).

Table B shows the population of newerapproach types in the US (Internationalapproaches often have differences in theirprocedures).

EFVS Ops in essence complement most ofthe preceding by meeting, and essentiallyextending the visual decision part of theapproach whereas traditional Category IIand III systems would be required for similarRVR and lower decision altitudes.

As the situation exists today there are lotsof variables to EFVS Ops based on the actualapproach, the operational category of the air-craft and the region of the world you areconducting the flight. In Europe, for exam-ple, current decision minimums when EFVSequipped and certified, are 1/3 credit on thepublished RVR (with EFVS enabling the

approach to begin). In the US, there are twodistinct types of operations, specifically Part91 which can begin the approach regardlessof the weather, and Part 121 (135 and 91K)which may not begin the approach if the visi-bility is below published minimums.

Under current Part 91 rule, the visual seg-ment at minimums can be met with EFVS,but the crew must see the point of landing at100ft to continue. The new rule EFVS 91.176will allow appropriately equipped operatorsto approach and land with EFVS without the use of natural vision, depending upon the type of equipment and demonstrated performance.

EFVS Ops are not just meaningful on theapproach. Part 91K, 135 and 121 operatorsmay (via Ops Specs and LOAs) enjoyreduced take off credit from 700 down to500ft RVR. In the near future they may alsogain surface movement advantages asSurface Movement Guidance Control(SMGC) or Low Vision Operations (LVOs) areimplemented.

One high-level way to view the real bene-fit of EFVS Ops is extended low-visibilityoperations into at least 15,000 runwaysworldwide where straight-in approaches,appropriate lighting and operationalapprovals exist. For example business jetsmay decide on landing lower during any of3,123 LPV approaches whether the approachDH is at, or above 200ft DH (2,317 are above),effectively always being able to reduce thevisual segment down to RVR at 100ft DH.VFR runways when operated with EFVStechnology and WAAS LPV become qualifiedinstrument runways.

HOW IS THIS ACHIEVED?An approach typically has two segments - aninstrument and a natural vision segment. ForFAA Part 91 operators if the human eye can-not see the required visual cues listed in Part91.175 at the published decision altitude theapproach may not continue. However if thehuman eye is replaced by an equivalent realtime electronic means then ‘Bingo!’, as longas the electronic sensor can ‘see’ at the deci-sion altitude you are okay to continue.

The FAA are very careful not to say whatthe electronic means needs to be as long as itmeets the operational requirements demon-strated during extensive flight testing as partof its equipage certification. The FAA callsthe aircraft equipage, pilot training and oper-ational approval of Enhanced Flight VisionSystem (EFVS). In other words, as long as thefollowing are met, EFVS applies to anoperation:• Enhanced Vision System or EVS

(currently only cooled infrared cameras);• Head Up Display (HUD) - must be head-

up and eyes out;• Means of displaying a conformal EVS

image on the HUD;• A properly trained crew with approved

EFVS flight operations on specific aircraft.

This is a one-time effort for Part 91 opera-tors and all equipage is ‘on condition’ - a vastreduction of effort and cost from the former requirements of Category II and IIIoperations. To complicate matters EASA refersto EFVS as just EVS, not differentiatingbetween the vision system and its HUD based

TABLE B: Satellite Based Approach

Part 139 Airports

Non-Part 139 Airports

Total

LNAV Procedures 1,779 3,885 5,664 LNAV/VNAV Procedures 1,316 1,687 3,003 LPV Procedures >200ft HAT 1,322 1,801 3,123 (Inc. LPV Procedures @ 200ft HAT) (806) LP Procedures 58 361 419 GLS Procedures (GBAS) 11 0 11 GPS Stand Alone 14 152 166

Source data: FAA (Spring 2013)

TABLE A: Instrument Approach Procedure (IAP)

Population US

ILS Category I 1,283ILS Category II 156ILS Category III 117NDB 806VOR 1,291VOR/DME 148

Source data: FAA (Spring 2013)



Comprehensive Services

1977 Falcon 20-5BR-2C S/N: N 366 - Reg: N100AQMSP - Honeywell 150 APU- 286/281 CZI -Aft Baggage Mod - External LavatoryService Single point refueling - EGPWS VIII- TCAS II "MCI & C & 2C c/w 2/2011" - 15Year Gear

S/N: 272 - Reg: N399SCUniversal 7 Passenger Interior plus BeltedLavatory - Microwave and Seat StorageDrawers - XM Radio - Wood VeneerHandrails - Honeywell Laseref V IRS - DualIFIS w/Jepps Maps & DBU 5000 - XM Cock-pit Weather Graphics - Collins ElectronicChecklist

S/N: HB-002 - Reg: N787FF1150 Hours - MSP Engines and APU -Provisions for FDR & 2nd HF CAMP -External Access & Heated Baggage TCAS II -EGPWS - LoPresti Taxi& Landing Lights 48Month Inspection HBC Indianapolis

S/N: 121 - Reg: N747AN3250 Hours - MSP - TR's - Phase I & IAMods TCAT II - TAWS - WX-1000 StormScope - 12 year c/w Feb 2010 - CAMP -Only 5 US owners all FAR-91

S/N: 620 - Reg: N500CGMSP - Universal Synthetic Vision 14 Tube Universal EFIS - TCAS I - TAWSDual Universal UNS 1 FMS w/UniversalMFD-640 Raisbeck Aft Locker & RaisbeckZR Lite Avcon Ventral Fins - HoneywellDEEC 3rd VHF-22A Comm - Exec Door -Freon AC - Aux Heat Argus 7000 CEMoving Map - WX-500 Storm Scope

2008 Gulfstream G-150

2008 Hawker 750

1985 Lear 55

1986 Lear 35A

Dominion June 21/05/2013 12:13 Page 1

operations. HUDs may operate independent-ly of vision systems and on their own pro-viding significant benefits, including:

• Constant view of flight path and energy state

• Precise aircraft control• Stabilized approaches• Improved manual touchdown

precision• Improved wind shear awareness• Tail strike avoidance• Recovery from unusual attitudes

EQUIPAGE CLARIFICATIONAn enhanced vision system currently onlyuses real time cameras because other meanssuch as synthetic vision (SVS) are not equiva-lent to the human eye, not real-time andrequire the use of databases that need regu-lar updates for features such as obstacles.Only head up displays may be used becauseit is essential on the approach and as thecrew descends to land below minimums thatsituational awareness is at its optimum.

Although there have been encouragingNASA-based tests completed, it is not thecurrent opinion of the FAA to allow EFVSOps with SVS-based sensors. SVS technologyis aimed at the instrument segment, whileEFVS technology is aimed at expanding thevisual segment of the approach. However, aswith the Rockwell Collins Fusion HUD, SVSmay be displayed on it and used forimproved situational awareness.

Certainly with lower decision altitude,lower RVR and on the horizon zero/zerooperations, the use of HUDs in some formand enhanced vision beyond infrared will beessential. There may be a need for dualHUDs (could be goggles), multi-spectralcameras that see better than today, and addi-

tional sensors based on either active or pas-sive millimeter wave technology currently inits infancy in terms of being ‘aircraft ready’.

“A path to success”, in the words of onepilot summed up the reason for equippinghis business jet with head up technology.Even today with over 1,200 business jetsequipped with low vision head up basedsystems, few pilots and flight departmentsfully understand their complexity and use-fulness to operations. There needs to be acomfort level in using the expensive technol-ogy and that can only come from training.

New forms of simulation training, usingX-Plane and based on actual HUD-aircraftcombination are about to enter the market.These may eventually replace the standardflight simulator and certainly in the near-term will allow flight familiarization usingthe operator’s HUD type on the operator’saircraft type, to fly into any X-Planeapproach worldwide - and there are many.

For large business jet owners there areseveral EFVS low-vision equipped new air-craft to choose from, including Gulfstream,Bombardier, Falcon and Embraer (Lineage)aircraft models. There is only one non-OEMaftermarket option to date – Jetcraft’s HUD

Vision Access available on the CL604 as ofJune 2013.

The tide is turning as the world begins toembrace EFVS Ops appreciating the manybenefits of its use.

❯ Ken Elliott is anavionics veteran of 40years and more recentlyfocused on NextGen. Hiswork within the NextGenAdvisory Council sub-committees brings himclose to current andintended developmenteffort. Equally, his spe-cialization in low-visionoperations provides a deeper insight into one of thepillars of NextGen. Ken has served the aviationindustry on three continents from light GA to largecorporate aircraft. His current employer Jetcraft is aleading aircraft brokerage company with worldwidepresence. More from www.jetcraft.com, email: [email protected]

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



KOLLSMAN EVS INTEGRATED WITH CRITICAL AIRCRAFT FLIGHT DATA ON A HUD COMBINER


Boutsen Aug_Layout 1 15/07/2013 15:27 Page 1


NextGen Marches On

NEXTGEN UPDATE

Progress continues amid gridlock, despite sequester (at least for now...)by Dave Higdon

n route ADS-B services came toZFW in the latter half of June.That means aircraft equipped toreceive this package of freeweather and enhanced traffic can

use it when within the airspace of Ft. WorthCenter, the busy air-traffic hub covering Dallas,Ft. Worth, up to the Oklahoma line, west tonear the New Mexico line, south to the Gulf ofMexico, and east to near the Mississippi. Atthat same time ADS-B services came to 20 ter-minal facilities covering a broad swath of the

upper Midwest to the eastern SouthwestUnited States.

As this hits the FBOs and aircraft cabins ahuge number of Defense Department civilianemployees will be starting painful furloughs.The aviation community took a hidden hitagreeing to let the FAA use AIP funds to keepopen the entire inventory of contract towersand furloughs of ATC employees ended almostbefore they started. But by dint of some mod-est, measured legislative success, NextGenprogress - and advancing the network of ADS-

B ground stations - somehow missed a directhit. The continuation of that progress shouldbring the nation to full continental coverage ofthe network of ground stations that providethe backbone for ADS-B. In an update that FAAAdministrator Michael Huerta delivered to theRTCA Symposium in early June, the nationalnetwork of more than 700 ground stationsshould be on-line and operational in 2014.

Meanwhile, with more than 500 ground sta-tions already on-line, ATC services continueto expand with ADS-B Out and In available to

E

NextGen Update_Pre-Owned Sales Jan06 15/07/2013 15:40 Page 1

OFFICESWORLDWIDE

FT. LAUDERDALE(Invoicing/Contracting Address)

1120 NW 51st CourtFt. Lauderdale, FL 33309 USA

Tel: +1 (954) 377-0320Fax: +1 (954) 377-0300

CHARLOTTE

17718 King’s Point Dr., Ste. ACornelius, NC 28031 USA

Tel: +1 (704) 990-7090Fax: +1 (704) 990-7094

SÃO PAULO

AV Copacabana 177-Alphaville06453-041-São Paulo-Brazil

Tel: +55 (11) 3588-0311

LONDON

Conway House - CranfieldMK43 0FQ - United Kingdom

Tel: +44 (1234) 817-770

B R O KE R AG E | AC Q U I S I T I O N S | SA L E S | M A N AG E M E N T

Visit our website: www.scross.comEmail: [email protected]

www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

GLOBALLY INTIMATE.

AIRCRAFT WANTED:Challenger 300 - 2010 or newer • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer

Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel / XLS - all options considered

Lowest time GIVSP in the world • 2497.2 TT • 797 TC • 2010 Paint • 2010 Interior • Engine Mid Life’s c/w 2010 • 144 / 72 month inspections c/w 2012

• Turnkey aircraft will be next GIVSP to trade

2000 Gulfstream IVSP • s/n 1413

1625 hours TTSN • Very well equipped • Factory Service Center Maintained • One private owner since new

2008 Challenger 300 • s/n 20219

Only 250 TT • Full Warranties in effect • Engines on MSP • Airframe & APU programs • loaded w/ options

2012 Hawker 900XP • s/n 198

2010 all new interior • Stage 3 Hush Kits • Original engines w/ one fresh OH and one fresh Mid Life

• Owner would consider trading up to a Falcon 900B

1985 Gulfstream GIII • s/n 472 • N353MA

Only 700 TT • 490 TC • Pro Line 21 • No damage • Replacement aircraft already in service

2007 Piaggio Avanti II • s/n 1133 • OK-PIA

2500 TT • ESP Engines • MSP APU • Airframe enrolled on Planeparts • MSG-3 maintenance Program • Excellent Cometics and Pedigree

• No Damage

2003 G200 • s/n 71 • N458BN

Under 600 TT • Engine and Avionics warranties in effect • Custom interior design and well equipped w/ options

2011 Hawker 4000 • s/n 59

1550 TT • JSSI Tip to Tail Program • Jar Ops equipped • Owner will trade towards late model • large cabin aircraft

2008 Learjet 60XR • s/n 344

9,700 TT • Engines on JSSI • No Damage • UNS-1F FMS • Satcom • Fresh A Check • Motivated Owner

1992 Learjet 31A • s/n 56 • N56LF

648 Total Hours • 319 Total Cycles • Engines on RRCC • APU on MSP • Jar Ops Compliant • Aircraft in Savannah and ready for immediate delivery

• All offers / trades considered

2011 Gulfstream G450 • s/n 4212

LLABOLG

E.TNTIMAATIYLLY

O KB R

w

: acsaEmailebsiteVisit our w

Q U I S I T I OCA|G E E R AK

viatisAAvsoom/SCr.c.twitterwww

[email protected] w:e

A N AM| A L E S S| O N S

on soom/SCr.cokoebac.fww w

omE N TMG EA

viationsAAv

EDIWORLDWFFICESO

x: +1 (954) 377-0300aFel: +1 (954) 377-0320TTe

A, FL 33309 USedalt. LauderFourtt C1120 NW 51s

s)esddrtracting Aonoicing/Cv(InALEERDUD. LAFT

el:TTe

064VAAV

ÃS

x: +1 (704) 990-7094aFel: +1 (704) 990-7090TTe

A, NC 28031 USeliusornC. Ate., St Drr17718 King’s Poin

ETTOCHARL

el: +44 TTe

MK43 0Fy awonC

OONDL

: +55 (11) 3588-0311

-Brazilo453-041-São Paulevillopacabana 177-AlphaC

OLAU PÃO

(1234) 817-770

domQ - United KingFdHouse - Cranfiel

ON


NEXTGEN UPDATE

those ready to engage the new precision sys-tem for traffic surveillance and separation –with reduced separation standards, greatertraffic capacity and reduced delays and fueluse the ultimate outcomes.

The most-recent estimate of savingsamounts to more than $31 billion (or what-ever the value of saving 1.6 billion gallonsper year totals). It's welcome progress for achange-over that's struggled to win support– and buy-in – by a large segment of users,from the heights of Business Aviation downto the recreational pilot who wants access toairports in Class C and Class B airspace.

AN ADS-B REFRESHERAutomatic Dependent Surveillance-Broad-cast (ADS-B): This is the technology globallyembraced by developed and developing na-tions as the follow-on to radar-based air-traf-fic surveillance, separation and management.

ATC radar and the transponders we flywith form a partnership, with the radar satu-rating a circle of airspace; the return signalcan bounce of the aircraft and give the radarsystem a position based on relative bearingand distance – but without altitude informa-tion. After a few ‘pings’ the ATC trackingcomputers can add a speed to the mix. Dur-ing the time of each radar sweep the aircraftmoves unobserved until the next ‘ping’ pro-vides the computer with updated data. In theterminal area the sweeps happen aboutevery 6-10 seconds; en route radar sweepstake far longer. The latency period all theselags build in create accuracy problems in po-sition – which suffers with distance betweenradar antenna and aircraft.

ADS-B, conversely, is active and inde-pendent of radar. Instead the transpondersquawks sensor-derived data for position,altitude, speed and vertical change – usuallymore than 100 times a minute. Sensors ap-proved to supply the ADS-B data include agrowing list of airborne GPS navigators ca-pable of receiving signals from the Wide-Area Augmentation System (WAAS). Theseprovide a correction to the GPS' position cal-culation to accuracy levels of a few meters –tight enough to exceed the gold-standardguidance system for landing in instrumentmeteorological conditions: the InstrumentLanding System (ILS).

Position accuracy en-route is equally highwith WAAS. The WAAS GPS generates itsposition data almost twice per second, whichis then broadcast for use of other ADS-B In

aircraft and all those NextGen ADS-B groundstations. The ground stations provide thetwo-way link between airborne aircraft andair-traffic displays in Center and Terminal fa-cilities. ADS-B products broadcast by thesestations includes ADS-B and radar-basedtraffic; satellite-like datalink weather; and allits components.

THE SERVICESThe FAA's free weather package comes underthe title Flight Information Service-Broadcast(FIS-B). This package provides cockpit-displayequipped flight crew with a display of aviationweather and aeronautical information via Uni-versal Access Transceiver (UAT) equipment on978 MHz. Now this limits use to aircraftequipped with a receiver for the 978 MHz –even those that use 1090ES avionics to satisfythe ADS-B Out Mandate looming in 2020.

FIS-B provides the following advisoryweather products:

o Aviation Routine Weather Reports (METARs).

o Special Aviation Reports (SPECIs).o Terminal Area Forecasts (TAFs) and

amendments.o NEXRAD Doppler Weather Radar images

(both regional and continental precipitation maps).

o Notice to Airmen (NOTAMs).o Airmen’s Meteorological Conditions

(AIRMETs).o Significant Meteorological Conditions

(SIGMETs), and Convective SIGMET.o Status of Special Use Airspace (SUA).o Temporary Flight Restrictions (TFRs).o Winds and Temperatures Aloft.o Pilot Reports (PIREPS).o TIS-B service status.

The Traffic Information Service-Broad-cast or TIS-B, serves to enhance a pilot's vi-sual acquisition of other traffic on 978 UATand 1090 MHz Extended Squitter (1090ES).TIS-B is an advisory-only service. Pilotsmust continue to exercise vigilance to “seeand avoid” other aircraft in accordancewith Title 14 of the Code of Federal Regu-lations Section 91.113b. The table belowoutlines which data-link types are requiredto receive TIS-B and FIS-B services:


978 MHz Universal Access Transceiver (UAT)

1090 MHz Extended Squitter (1090ES)

TIS-B and FIS-B

TIS-B

Aircraft Equipped With The Following Data Links...

Can Receive These Following Services


A DECK FULL OF JOKERSThe dysfunction in Congress makes each newfiscal year a wild-card for funding stability,and funding stability stands as the biggestchallenge to NextGen implementation, ontime and on-budget. “It would be easier tocarry out our goals with a clear, long-term fis-cal solution,” Huerta told the RTCA Sympo-sium. “Sequester continuing resolutionsyear-after-year make it a little more challeng-ing for the continuity of NextGen programs.”

Any delays or reduction in the pace ofprogress could undermine a slowly growingacceptance of NextGen at a time the under-pinning technology – specifically ADS-B Outand In hardware – is just beginning to makemarket inroads. Increasing equipment avail-ability and the FAA's own growing level ofexperience in using ADS-B only serve to addto the momentum.

With lobbying intense from both Businessand Commercial Aviation users, it's possible toenvision Congress recognizing the importanceof the continuing investment and working tosustain the funding needed to in turn sustainprogress.

COMING SOON? GBASYou're to be forgiven if you don't instantly rec-ognize the acronym “GBAS” – but you’ll re-member its original moniker: Local-AreaAugmentation System (LAAS). Back in the era

before WAAS started fulfilling the promise ofsatellite precision-approach capabilities, LAASwas showing it could bring equally preciseguidance across a smaller footprint – anywherewithin about 23 nautical miles of the LAAStransmitter.

While WAAS got all the glory of recentyears – and helped spawn more than 3,000 new

precision approaches without ground support-ing equipment – LAAS development quietlycontinued. The FAA is moving closer to fullerimplementation which will bring to ground-ve-hicle tracking and guidance the precisionneeded to mix with aircraft in the aircraft-oper-ations area (AOA), in the worst of weather.

According to the FAA, Honeywell's SLS-4000 LAAS system has received System DesignApproval for Category I Precision Approachoperations from the FAA. Several manufac-tures (among them Rockwell Collins and Hon-eywell) have approved Category I avionicsequipment flying, and GBAS is standard or op-tionally available on a wide array of transports(Boeing 737-NG, 747-8, 787; Airbus A320,A330/340 and A380).

The FAA has already approved GBAS forfull operations at two U.S. Airports - NewarkLiberty International Airport and HoustonGeorge Bush Intercontinental Airport - and inGermany GBAS has been approved for opera-tions at Bremen Airport. Additional interna-tional airports are expected to receive fulloperational approval through the next year.

Three international carriers are flying withapproval to use GBAS, including United Air-lines, Qantas and Air Berlin in Germany. Thosenumbers should grow beyond the initial Air-lines and airports, with Business Aviation oper-ators keeping an eye on the development asanother tool for improving completion rates.

NEXTGEN UPDATE

With lobbying intensefrom both Business andCommercial Aviationusers, it's possible to

envision Congressrecognizing the

importance of thecontinuing investmentand working to sustain

the funding needed to inturn sustain progress.


ADS-B IN ACTION


he urge to really personalize thecabin when you complete/refur-bish your new or pre-owned busi-ness jet must very tempting. That’sall well and good, but presumably

at some time in the future you’re going to betrying to sell it. So what are the pitfalls? Isbland and neutral the only way forward?

More difficult still is reading the trendsand predicting the materials and colors thatwill be popular in between two to five years’time. To get an insight into some of the pit-falls, and the positive action that owners andprincipals can take, World Aircraft SalesMagazine consulted three well-known com-pletion management companies, teasing out


Plane Sen

se on

Refurb

ishm

ents

Maximizing your aircraft interiorwithout compromising appeal and value.

by Mike Vines

Interiors Know-How

INTERIORS KNOW-HOW: Maximizing your aircraftinterior without compromising appeal and value.

T

96

102

108

INTERIOR INVESTMENTS: Making the most of aninterior for resale.

AIRWORTHY AWARE: Aircraft refurbishments needplenty of ‘ICA’

Plane Sense 1 Aug_FinanceNov 16/07/2013 11:25 Page 1

▲


their interior specialist tips on balancing thepersonalized cabin with something that willhold wider appeal when it comes to eventual-ly re-selling the aircraft. We’ll report theirinput alphabetically.

ELLIOTT AVIATIONIn addition to aircraft sales, US-based ElliottAviation specializes in business aircraft main-tenance, accessories, avionics, cabin interiordesign, completions and refurbishments onmainly pre-owned aircraft up to DassaultFalcon/Bombardier Challenger size. Becauseof its maintenance expertise and the fact thatit holds many Avionics and IFE STCs it’s alsoinvolved in pre-buy aircraft inspections.

Joe Daugherty, Paint and Interior SalesDirector based at Moline, Quad City Airport,Illinois says the first question he asks ownersis whether they plan to hold onto the aircraftfor a few years or whether they bought it tosell on. “It also depends on how the aircraftwill be used, the typical number of passen-gers and whether younger family memberswill use it much. The interior design andpaint design choice gets very personal withthe owner or principal, so we try to get a feelfor that right off the bat.

“Sometimes it’s a materials durabilityproblem, or the client wants a particularlyfavored material which has not been certifi-cated through the fire block test or flame

proofing. So we advise them on what’s appli-cable for their aircraft.” Another factor to takeon board at the planning stage, he explained,is whether preferred fabrics and carpetsmight be discontinued making it more diffi-cult to repair or replace them.

Daugherty says automotive design isstrongly in vogue at the moment with own-ers wanting to echo the interior of - say -their favorite Mercedes. With the interior trimof the aircraft, woodwork is probably one ofthe most costly things to change.

“We’re doing more two-tone leathers,which in the past was rare. A lighter beige, adarker brown trim, or a change in the stitch-ing color makes it stand out more and is

PHOTO COURTESY OF EXECUJET


▲

similar to an automotive setting. For a whileeveryone was going with sculptured leathersand smooth window lines but now we’restarting to see a little more texture on board.There’s a fine line between getting somethingthat’s durable and cleanable to making analmost sanitized finish.”

Trends over the past few years seem to begoing with lighter overheads with darkerwoods giving a brighter and warmer feeling.Daugherty warns, however, that even thoughit’s a lot of fun personalizing your aircraftwhen it comes to resale the danger is that itmight only attract very few buyers.

He also emphasized, “Aircraft downtimeplays a large part in customer’s decisions.How long can they be without a specific air-craft while it undergoes refurbishment, and attimes this is more important than the price.We have to contend with this on almost everyproject.”

So what are the really good selling factorsto have onboard an aircraft for resale? On acomplete refurb one of the major factors ishaving LED lighting fitted, according toDaugherty, for its dependability, lifetime con-sistency and far fewer maintenance issues. “Isee a lot more ‘aircraft for sale’ ads nowunderlining that they’re fitted with LED light-ing. It’s always going to be a selling factordown the road.”

The second thing is communications andaccessibility of the internet – everyone wantsto be connected. “We do advise that the sec-ond part of the cost, even though equipmentis already installed, is the cost of the subscrip-tion for using it. We give the best optionswhether they want world-wide or a US con-nectivity fit, while also warning that some ofthe older phone systems might not be sup-ported now. Older systems are being phased-out so we always try to make sure they havean up-to-date phone system that is going tobe maintained, and that the customer hasaccessibility to service providers.

“We get requests from people who have

more than one aircraft and they’ve experi-enced a level of connectivity in their largeraircraft so now want it fitted in their smallerone.” (Phone and interconnectivity fitted byElliott Aviation ranges from King Airsthrough Citations, Learjets, Hawker 800XPand 900XP, to Challengers and Falcon 900s.)

Modern connectivity is a factor when anaircraft may be put out to charter - as is hav-ing iPad, iPod and iPhone or Android com-patibility onboard. “There is a lot more ‘hotstuff’ coming from Honeywell and RockwellCollins which can control the cabin entertain-ment system from iPads, iPhones and such,”explained Daugherty. “People want to bringtheir own media onboard and use it. We putin auxiliary ports so that they can do that.Some want to operate power point presenta-tions from flash drives which is now possiblethrough a USB link. Others have their familyvacation pictures on flash drives so they can hook them into the cabin entertainment system.”

HD TV is becoming more common, but,warns Daugherty, to get true HD the cabin

needs to be re-wired and source equipmentfitted. HD is becoming more of an expecta-tion now so it’s probably worth getting theHD wiring done during a refurb as it isbecoming a good re-sale factor.

Most of Elliotts’ customers are US- orSouth America-based. “We do get some inter-est from the European market because ofsome of our niche specialties and packages,and we are starting to see more Russian mar-ket activity whether they be Bermuda-regis-tered or from further afield. I would say thatbeing able to tell which region of the worldan aircraft comes from by walking through itgets more difficult, however. Interiors arenow more determined by the aircraft’s use,whether it be private or corporate.”

Final advice from Daugherty not to investmore money in an aircraft than its top-endresale value. The advice might sound obvi-ous, but Daugherty says, “Sometimes we’llgive customers a value proposition and withaircraft sales being part of Elliott Aviation,access to that type of information is availableto our customers to make sure that they’renot over- or under-doing it.”❯ More information: www.elliottaviation.com

EXECUJETUnlike Elliott Aviation which offers design-to-completion at its own facility, there are othercompanies out there that specialize in watch-ing over the whole completions managementprocess through a third party completionsspecialist for the owner or principal of the air-craft. Roman Aerne is Head of Completionsfor Zurich-based ExecuJet with most of histeam UK-based.

Aerne says that in his experience havingthe most up-to-date entertainment systemsonboard is one of the most important re-salefactors. “In addition, working with unique orbig-name designers, such as BMW, Porscheand Hermès, also makes the aircraft attractiveto prospective buyers.”


PHOTO COURTESY OF ELLIOTT AVIATION

PHOTO COURTESY OF EXECUJET


Experience. Unlike any other.

+1 402.475.4125 | 800.228.1836

Looking through the descriptive ads of pre-owned aircraft for sale, you can see the implied value of an aircraft painted or refurbished by Duncan Aviation. The ads proudly list work “completed by Duncan Aviation” as a selling point. The industry knows that Duncan Aviation projects mean high quality. This quality is delivered by an in-house design team focused on ergonomics and aesthetics, dedicated interior craftsmen who provide unmatched attention to detail and experts who listen to customer needs and develop creative solutions for their aircraft. In addition, Duncan Aviation continues to innovate and grow.

For more than 35 years, Duncan Aviation has developed creative and innovative interior solutions like one-piece PSU overlays and pop-up mid-cabin dividers.

Duncan Aviation looks for inventive and inspiring ways to provide customers with their perfect aircraft, from exterior paint to interior refurbishment and modifications. Discover the value a Duncan Aviation project holds and see why Duncan Aviation provides an experience unlike any other.

Duncan Aviation Experience. Unlike any other.

+1 402.475.2611www.DuncanAviation.aero

Planesense Cabin Avionics Ad 7_10_13.indd 1 6/27/2013 2:18:59 PM

When asked if it is difficult to furnish anaircraft that has a global re-sale appeal, heoffered, “Finding designs that appeal to morethan one individual is already a challenge, soexpanding that brief to more than one geo-graphical region makes it even more difficult.For example, in the Middle East, customersprefer more extravagant designs with lots oftextiles and patterns, whereas in the USclients prefer much bigger, more luxuriousseats and furnishings. In Europe, meanwhile,customers go for a more minimalistic style.”

ExecuJet is busy with its completions man-agement and consulting services. “Over thelast five years we have had steady business incompletions and refurbishment. It is not themain focus of ExecuJet’s service offering, butwe do have a good reputation in the industryand boast a high customer retention rate,”Aerne explained.

In the last 12 months Aerne’s department,which mainly manages new aircraft projects,has supervised two Falcon 7X aircraft and aFalcon 2000 completion. Currently it is work-ing on refurbishing a Boeing Business Jet(BBJ). “Completions management is a verytime-consuming process and most projectsrun over a six-month period,” he said.“Europe remains our busiest region. Russia isanother major focus for us, and we see Chinabecoming a key market for completions overthe next one to two years.”

Aerne says that his side of the companyhandles around 80% new aircraft and 20%pre-owned projects. “We find customers aremore willing to invest in new aircraft thanrefurbishing pre-owned models.” The largestaircraft completion so far has been a GlobalExpress but the BBJ currently being workedon is the company’s largest refurbishmentproject to date.

“Completions management is still a ratherunknown service within the industry,” Aernepoints out. “There are many companies offer-ing it, but not many people understand thebenefits of hiring a company like ours.

“When ExecuJet works on a project it isimpartial and offers a balanced service to theclient. The client is our only priority – that ishow we get the best results which lead to alot of repeat business. For example, we havejust completed a factory-new Falcon 7X andthe customer has already hired us again tocomplete a new Falcon 2000 he has bought.”❯ More information: www.execujet.net

FREESTREAMFreestream Aircraft Services Ltd. offers bro-kerage, acquisition, sales, design and projectmanagement services, but also has its own in-house cabin design team under SarahMespelt, VP, Design, Freestream AircraftServices Ltd. Mespelt’s design center is locat-

ed in Teterboro Airport while Freestream alsohas offices in London, UK; Teterboro; Beijing;and Bermuda. “We have a team for each proj-ect - it is never just one person,” Mespeltemphasizes.

She says that Freestream never makes re-sale its primary focus, even though part of itsbusiness is with pre-owned aircraft. “If youhave a timeless design you are not going tohave a re-sale issue,” she explains. “On a newor refurbished aircraft we seek to install themost up-to-date systems that will be compati-ble with upgrades that might come in overthe next two to five years.”

She admits that it is difficult to have accessto items ahead of the aircraft’s time to certifi-cation, but tries to install systems that will becompatible with upcoming items in the news.“This is so that upgrading is an easy optionwhen these new items are available.”

Mespelt says that a timeless seat style,classic veneers and an upgraded cabin man-agement system are musts for making re-saleeasier, and asked if it is difficult to furnish anaircraft that has global re-sale appeal sheadds, “We would consider our designs globalas we present options to the client withdesign principles that are of global appeal.We do not try to regionalize our designs aswe think a truly timeless design can, andshould appeal to all regions.”

Freestream draws its clients from the US,Asia and Europe/ Russia at the moment andis extremely busy. Over the next yearFreestream will complete four G650s andthree BBJs. “We of course have projects fol-lowing that,” Mespelt says.

A very recent new completion project of aBBJ2 saw Marc Newson commissioned as thedesigner. “It’s the only aircraft in existencewith this design,” Mespelt revealed. This air-craft was completed by Lufthansa Technikbut Mespelt says Freestream uses variouscompletion centers around the world.❯ More information: www.freestreamaircraft.com


PHOTO: Greg Ceo(www.corporateaircraftphotography.com) DESIGN: Sarah Mespelt, Freestream Aircraft

PHOTO: Greg Ceo(www.corporateaircraftphotography.com) DESIGN: Sarah Mespelt, Freestream Aircraft


AIC Title June_Layout 1 16/07/2013 15:01 Page 1

▲

veryone knows that owning an air-craft is an investment. In addition toincreasing an owner’s productivityand privacy, owners often invest

heavily in their aircraft aesthetics and func-tionality with custom configurations, state-of-the-art cockpits, personalized interiordécor and artist-rendered exterior paint.When they’re ready to sell, they’d like to seethe highest possible return on theirinvestment.

Buyers, too, are making a sizeable invest-ment when committing to an aircraft andthey have fairly high expectations regarding

nearly every aspect of the aircraft, but partic-ularly the interior. As with the housing mar-ket, aircraft markets fluctuate, depending ona number of factors. We’re currently in abuyer’s market in the business jet industry.

Bob McCammon, an Aircraft Sales andAcquisitions expert with Duncan Aviation,observed that just a few years ago the trendfor business jet buyers was to completelyrefurbish the interior so it reflected theirpersonal tastes. “Not so, today,” he says.“Business jet buyers are like current homebuyers who want a house that ismove-in ready.”


Plane Sen

se on

Refurb

ishm

ents

Making the most

of an interior for resale.

by Katie Dolan

Interior Investments

E


Heliasset_FullPage-205x270_WAS0613_print.pdf 1 15/05/13 16:57


NEUTRAL COLORS & UPDATED MATERIALSWhen you’re selling your aircraft and look-ing for the greatest return on your invest-ment, look at your interior with a critical eye.Mary Lee, a senior aircraft interior designerwith Duncan Aviation, says that at the veryleast, the overall look of your interior mustbe up to date, especially if it’s more than sixyears old. An interior with a busy, patternedcarpet in bold colors, older seats with dulledleather and light-colored veneers will detractfrom the return on investment because thatinterior won’t enjoy broad appeal on theopen market.

If the color schemes are neutral and theseats relatively new, a thorough cleaning is anecessary bare-minimum investment beforeattempting to sell the aircraft. Remove spotsand stains from the carpet and re-dye theleather for the seats, Lee elaborates. Fix anyloose armrests, and make sure all backrestslock fully upright without wobbling.

The goal is to make the interior as attrac-tive as possible to potential buyers. Ifupgrading the entire interior is not an option,consider replacing a few items, such as thelower sidewall finish, or the fabric coveringon the divan with a neutral color and a con-servative texture or pattern for a clean, newappearance. Replace any throw pillows thatshow wear or are in colors or patterns thatare out of date. Reupholster the worn, dulledseats to perk up a neutral-colored cabin.Currently popular pearlized leather with itsslight sheen brings a contemporary finish toolder seats.

Matt Spain, a Senior Completions andModifications Sales Rep with Duncan out-lines, “When you’re refurbishing a seat andupgrading the upholstery, remember toreplace the foam. If the leather is worn, thefoam is worn and deteriorating, too. If yousit in the same seat all of the time, you’llnotice a depression where the foam has worndown—just like in your easy chair at home.”

A potential buyer may see worn-out seatswith new upholstery as a superficial upgradeand wonder what other short cuts the sellerhas taken. Spain offers, “Remaining withinthe regulations for the seat’s type certificate,you can change out the foam to differentdensities to firm the seats and make them farmore attractive to a potential buyer.”

INTERIOR REFURBISHMENTNothing shows the aircraft you’re attemptingto sell to its greatest advantage like a newinterior. Updating the seats, carpet, veneers,table tops and galley counters, sidewalls,panels, headliner and lighting will greatlyappeal to buyers who are in the market for aturn-key aircraft.

“Typically, interior décor is considered out

of date when it’s older than six years,” Leereveals. “At that point, owners who are look-ing to retain or enhance the value of their air-craft should consider updating the interior.Updating the cabin with new or re-uphol-stered seats, new side panels, and a headlinerthat features today’s clean, neutral colors andconservative textures and patterns willappeal to a broad range of buyers.”

Popular color schemes used for aircraftinteriors change, just as they do for homeinteriors. Neutral colors (beige/off-white/gray) are always prudent color choic-es, but accent colors change with time. “Asan example, for years, a cool blue-gray wasthe predominant neutral color used in avia-tion interiors,” reflects Lee. “Today, the colorpalate has shifted to the warmer-end of thegray spectrum.”

Potential sellers can update the colorscheme without touching the configuration.“Although the dominant colors feature neu-trals, we are seeing brighter colors foraccents. We’ve seen throw pillows in bright,bold colors, patterns and textures: oranges,teal blue and apple greens; stripes andchevrons,” adds Lee. “Colors are definitelymoving away from shades of blue andmauve.” She also believes the influence ofthe auto industry has affected the colorsrequested for use on seats in business air-craft. Two-tone color contrasts, featuringcolor tones like cognac, are popular on newseats. The seat covers are typically still in thelighter, more neutral tones, but buyers areasking for darker-colored leather for insertsor armrests, contrasting stitching or cordingto bring visual interest.

Veneer is a big-ticket item, but as witheverything else, styles come and go. Thelight-colored, cross-grain veneers with burlsthat had been popular in the past decade ormore are now considered quite dated. TheEuropean influence with its emphasis onsimple lines, darker colors and straightgrains are what current interiors are trendingtoward, Lee adds.

Business jet buyers are also movingtoward greener, more eco-friendly materials,and vendors are complying by providingveneers in composite or reconstituted materi-als. Many of the wood species used in theolder veneers are difficult to find now, andbuyers are asking for materials that preventfurther damage to forests that are home toexotic, endangered wood species. “Othermore eco-friendly materials being used forcabinetry in the place of previously usedexotic veneers are painted finishes and anarray of metal laminates,” Lee adds.

▲

THIS DUNCAN-REFURBISHED FALCON 900 DEPICTS A SEATDESIGN MAKING USE OF BRIGHTER COLORS FOR ACCENTS -

IN THIS CASE, TEAL AND APPLE GREEN THROW PILLOWS.

“A potential buyer may

see worn-out seats

with new upholstery

as a superficial

upgrade and wonder

what other short cuts

the seller has taken.”


[ resolve ]

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com

]resolve[

viatorld Leader in AThe WWo tion Market Intelligence | 800.553.863 jetnet.com38 | +1.315.797.4420 |

JetNet August_Layout 1 16/07/2013 14:30 Page 1


Although neutral-colored carpet is stillthe most popular floor covering in cabins,the granite counter-tops and stone floorsused in contemporary homes are making atransition to business aircraft. Lee says,“We’re getting more requests than ever fornatural stone floors in the galley or entry asan alternative to carpet.” The stone ismounted over a substrate of aluminum,which keeps the material light so it won’tadversely affect the overall weight of the air-craft.

In addition to the flooring, make sure theappliances in the galley are clean and cur-rent. “Buyers are increasingly looking formicrowaves and coffee-makers that areroughly the same size and have similar func-tionality to those in their home kitchens,”says Spain. “Although you can’t just go to abig-box store, buy kitchen appliances andcarry them onto your aircraft, you can makeyour aircraft more attractive to potentialbuyers by updating the appliances in thegalley.”

And as with home décor, nothing affectsthe interior ambiance like lighting. Today’sLED bulbs are effective, cost-efficient sourcesof light for aircraft. LEDs provide directionallighting, meaning the light is focused in asingle direction, making a strong beam, asopposed to incandescent and fluorescentbulbs that emit light and heat in everydirection which causes the light to lose

some of its strength.LEDs contain a heat sink, so the energy

used is concentrated on producing lightrather than heat. As a consequence, LEDsenjoy a far longer lifespan than other bulbs.Incandescent bulbs, for instance, lose morethan 90% of their energy to heat production.There’s also a weight savings with LEDlights—not only do the lights themselvesweigh less than fluorescent tubes, the powersupply for LED lights also weighs less thanthat necessary for fluorescent lights.

CONFIGURATION“Before someone buys an aircraft,” saysSpain, “he or she has a configuration inmind—the number of seats and how they’resituated. We’re seeing a lot of buyers lookingfor Falcon 2000s with 10 seats. Standard fac-tory configuration has either 8 or 10 seats,but the 10-seat configurations are in demandright now. We tell our customers, though,not to rule out an otherwise perfect aircraftif seat configuration is the only issue. Theycan be reconfigured to add two more seats.”

[Unique to Duncan Aviation’s completioncenter is its custom, one-piece PassengerService Unit (PSU) panel, which is an over-lay panel for Falcon 2000 and 900 models.The design not only adds value, but updatesthe look and functionality of an older air-craft, giving it a newer, more contemporarydesign.]

CABIN MANAGEMENT SYSTEMAn up-to-date cabin management system(CMS) will greatly enhance the value of anaircraft. The CMS controls all the electricalitems in the cabin such as the reading andtable lights, overhead lights, electric divans,electric shades, temperature and entertain-ment systems in an aircraft. Today’s businessjet owners, and often their families, want thesame functionality on their aircraft that theyenjoy in their connected offices and homes.

“It’s especially important to considerCMS upgrades during a major event,” advis-es Steve Elofson, Senior Avionics/InstallationSales Rep with Duncan Aviation. The systemmay soon be obsolete if it has certain types ofanalog switches (push-button type controls,which are typically embedded in the cabinside ledges). Replacement parts to repairswitching of some analog systems arebecoming more difficult to find. Upgradingto newer, digital controls that integrate soft-ware-based switching into a touch-screenpanel that controls the entire CMS will posi-tively affect the value of the aircraft.

“For instance,” Elofson says, “mostGulfstream aircraft built between the late1980s and early 2000s have Pacific Systemsswitches. Pacific Systems changed handsnumerous times over the last decade andnow Rockwell Collins is responsible for thecontinued support of this product line.Rockwell is doing its best, however there are

“Although neutral-colored carpet is stillthe most popular floorcovering in cabins, thegranite counter-topsand stone floors usedin contemporaryhomes are making atransition to businessaircraft.”

DUNCAN AVIATION INSTALLED ITS CUSTOMPASSENGER SERVICE UNIT (PSU) IN THIS FALCON

2000. DESIGNED TO ADD VALUE, IT ALSO UPDATESTHE LOOK AND FUNCTIONALITY OF OLDER

AIRCRAFT WITH A MORE CONTEMPORARY FEEL.


simply no parts available to repair or changefunctionality in most cases. Quite often, theonly option is to replace the system - and apotential buyer will not look favorably uponan aircraft outfitted with obsolete and non-supported switches.”

Conversely, an upgraded cabin switchingsystem definitely enhances the return oninvestment. “When customers schedule forother major events such as significant air-frame inspections or interior work and we seethat the aircraft is equipped with analog-based switching, we suggest that they consid-er upgrading to the new state-of-the-art andfully supported CMS systems availabletoday,” Elofson adds.

The demand for a connected aircraft todayis high. Because smartphones, laptops andtablets are so ubiquitous, business travelerswant to have this same functionality on theiraircraft. In fact, iPads are quite popular addi-tions to cabins. All of the functionality of themounted touch-screen controls is available onan iPad through an application. iPad-basedcabin control has become very popular due tothe larger screen space, ease of use andportability.

CONNECTIVITY“In the last five years,” explains Elofson,“smartphones, with their intuitive operation,have carried over into the cabin. Even peoplewho don’t want to use a computer or laptop

are familiar with smartphones, and they wantthat level of control and ease of operation tobe available on the devices in their cabins too.Potential buyers definitely want the samelevel of entertainment and internet capabilityon their aircraft that they enjoy in their officesand homes, which makes Wi-Fi connectivity amust.

“Lack of internet connectivity negativelyaffects the resale value of an aircraft…Wealways encourage owners and sellers to con-sider the upgrade if needed. A system cangenerally be installed in two weeks, andsellers will enjoy a great return on theirinvestment.”

Internet connectivity doesn’t alwayssupport phone calls from airborne aircraftthough an internet connection. Voice OverInternet Protocol (VOIP), the data standard forinternet voice calls, uses a lot of bandwidth,which is not consistently available duringflight. Look for this ability to become moreavailable over time as systems evolve, becom-ing more efficient and as bandwidth increases.

ENTERTAIN US!DVD players and Satellite TV are still consid-ered favorable values for resale, but they’re nolonger considered must-have items, nor arethey as popular as they once were. Theseolder systems don’t support high-definition,and that’s what’s popular and in demandnow. For truly state-of-the-art entertainment,

look into an Audio Video On-Demand(AVOD) server, such as Rockwell Collins’Skybox. These AVODs let business jet passen-gers enjoy music and movies stored on-boardthe aircraft or streamed from iPads, iPods andsmartphones to the on-board high-definitionTV.

New CMS systems with this level of capa-bility are big-ticket items that are currentlyquite popular. You’ll see a substantial returnon your investment when this state-of-the arttechnology is integrated into the aircraft.

TURN TIMEUltimately, as you prepare to sell your aircraftyou will carefully and critically need to assessthe interior, making sure it contains all oftoday’s contemporary colors and conven-iences. McCammon concludes, “Business jetbuyers don’t want to wait while the interior isrefurbished; they want to buy an aircraft withan interior that’s clean, classy and up-to-date.”� Katie Dolan is a communica-tion specialist at DuncanAviation and has been withthe company for five years. Afamily-owned MRO facility,Duncan Aviation is respectedthroughout the industry for itswork ethic, quality of service,and expertise. � More from www.duncanaviation.aero ■



egretfully, the ICA acronym that Iam referring to is not an “I CanAttitude”. ICA stands forInstructions for Continued

Airworthiness and provides documentation ofrecommended methods, inspections, process-es and procedures to keep products airwor-thy. The ICA must contain information oneach item or part, as appropriate, installed onthe product and can represent a whole lot ofrepeated inspections, life limit, overhaul andfunctional testing.

The Original Equipment Manufacturer(OEM) creates the inspection program,Chapters 4 and 5, for a new aircraft’sMaintenance Manual. This MaintenanceManual is based on the commonly referred-to‘Green’ aircraft. This reference’s origin comesfrom the color of the delivery primer paintand bare minimum equipment that isinstalled at this point. This Green condition istypical of larger turbine aircraft when deliv-ered from the manufacturing plant to a com-pletion center, where all of the pilot toys areinstalled into the cockpit, and the luxury inte-rior and accessories are added to the cabin.

Each component or system that is addedrequires an ICA to assure future reliability and

safety. Each ICA goes through a series ofreviews and approvals by the appropriateRegulating Authority and is then incorporat-ed into the Maintenance Program for that par-ticular aircraft being delivered and isapproved, as long as no changes are made toany systems or components. The challenge is,these additional ICA requirements are not inthe OEM Maintenance Manual, but buried inadditional inspection requirement paperwork.This is where the ATA Chapter Codes and amaintenance tracking system explode from afew required items with a Green aircraft to amultitude of additional items from all theICAs.

During the life of the aircraft, minorchanges to avionics components and interiorsystems are made, and each of those shouldinclude some kind of an ICA inspection, func-tional check, or replacement. These are alladded to the inspection program and hopeful-ly those ICAs from the removed equipmentare deleted from the inspection program. Ifthe ICA for a removed item is not deleted,then you could have an aircraft inspectionprogram that requires more maintenance dol-lars spent on a mechanic looking for a compo-nent, or attempting to perform redundant

functional checks on a piece of equipmentthat is no longer in the aircraft.

Refurbishments of an aircraft shouldinclude not only new avionics, interior andexterior colors, and new creature comfortitems, but a full review and correction of theICAs that are contained in the inspection pro-gram. The completion of this review andappropriate corrections will have a majorimpact on future maintenance costs by elimi-nating obsolete inspections and functionalchecks, but also by combining the old systemswith the new ones and redesigning a com-bined ICA, rather than just adding anotherone to the package.

Let me share just one of the many ICAproblems that I have run into while perform-ing my duties at JSSI as an Airframe TechnicalAdvisor: Life Raft inspections and overhaulrequirements are required at specific intervals.These vary between manufacturer and modelof raft. If an old ICA is not revised or removedwhen a life raft is replaced with a differentmake or model, you will be performing therequired maintenance either too soon, whichwill be costly, or too late, which will result inan un-airworthy condition.

The ironic part about the rafts not being


Plane Sen

se on

Refurb

ishm

ents

R

Airworthy Aware:

Aircraft refurbishments

need plenty of ‘ICA’

by Steve Watkins

Plane Sense 3 August_FinanceNov 16/07/2013 12:06 Page 1

■

inspected properly is that the requirementsare on a placard attached on the outside of theraft and are easy to locate. But it is not uncom-mon to have your aircraft in the shop with ajob card to remove the raft and perform aninspection before it is due. The maintenancetechnician complies with the job card instruc-tions, wondering why the placard on the raftshows that it is not due yet but his job is toperform the maintenance as directed.

The maintenance facility will rarely per-form the required inspection in-house, so theycomply with the maintenance job card andcreate a Purchase Order for the outside shopto have the inspection/overhaul performed,as stated in the ICA that is still listed in theinspection program.

You can see where this is going… The raftarrives at the vendor that performs Life RaftInspections/Overhauls even though the plac-

ard on the raft clearly states that the raft is notdue for any work, but the Purchase Order isfor the inspection/overhaul. Sometimes youwill get lucky and a responsible technicianwill inform you that the raft is really not duefor any maintenance, but do you really wantto rely on luck to drive your aircraft mainte-nance expenses? After $3,000 for the raftinspection and hundreds of dollars in ship-ping for maintenance that was not due, theraft is returned, the job card is signed-off andthe aircraft is returned to service.

Now the question is: Was the ICA changedin the system to reflect the actual maintenanceinterval, or does this just occur all over again?All of this happens because someone did notnotice or take the time to review the ICA forthe component that is installed, and make aminor correction to the paperwork and track-ing system.

An even worse scenario than the costlymistake described above would be that anFAA Inspector meets you on the ramp, climbsinto the cabin, has your crew pull out the liferaft and there on a placard on the outside ofthe raft is a statement that reveals its inspec-tion/overhaul was due six months ago. Thetime and money spent on replying to aviation

authorities’ questions, hiring lawyers and thepossible impact on charter certificates, pilotand mechanics certificates and even the possi-ble revocation of certificates, is all very daunt-ing when it could have been prevented withjust a little extra research and a paperworkcorrection.

When you look at all of the items that haveICAs on your aircraft, you really need to havethe “I CAN ATTITUDE” of taking the timeand effort to add ICAs to your list of items toupdate and review during an aircraftrefurbishment.� Steve Watkins is TechnicalServices Manager, WesternRegion for Jet Support Services,Inc. (JSSI). Steve has been anA&P mechanic, IA and PrivatePilot for over 35 years and was aDesignated Mechanics Examinerin Wichita, KS and Long Beach,CA. He has also spent time asDirector of Maintenance and Chief Inspector for vari-ous FAR 135 and FAR 145 operations, owned his ownmaintenance shop as well as instructed at an A&Ptechnical school and is an active member of the AMTSociety. � Contact Steve at: [email protected]

“. . . but do you really want to rely on luck to

drive your aircraft maintenance expenses?”


Plane Sense 3 August_FinanceNov 17/07/2013 12:03 Page 2

viation aircraft buyers fall intoone of the following three mar-ket segments: a) First-time buy-ers; b) Replacement (Move-up,Same, Move-down); or c) Fleet

growth. The First-Time Buyer’s market seg-ment will be the main focus of this JETNET>>KNOW MORE article.

New business jet sales are driven by strongeconomic activity, corporate profitability,wealth creation, and business investment. It is important to understand that business jetmarkets tend to be bifurcated between newaircraft purchasers and pre-owned buyers.

Historically, there has been a one-year lagin the recovery of new business jet deliveriesversus pre-owned sale transactions. New andpre-owned worldwide business jet deliverycycles have certainly followed different trendsduring this recent downturn as illustrated inChart A (top right).

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.

The economic melt-down in 2008 createdhistoric levels of ‘for-sale’ business aircraftinventories at significantly lower prices. Havethese changing market conditions been astimulus for the first-time buyer to enter theBusiness Aviation market? How many first-time buyers are there? These are just two ofthe questions we will seek to answer in thisedition of JETNET >>KNOW MORE.

Across the proceeding paragraphs andtables, we will consider the following specificsregarding the first-time buyer:

• First-time buyers and the new or pre-owned aircraft decision

• First-time buyer demographics• Aircraft age and the first-time

buyer purchase.

First-Time Buyers ofBusiness Aviation Aircraft

by Michael Chase & Marj Rose


JETNET >>KNOW MORE

ACHART A - NEW AND PRE-OWNED BUSINESS JET DELIVERY

CYCLES ARE DIFFERENT...

Source: GAMA - New, JETNET - Pre-Owned Whole & Leases; Presentation and Analysis by Chase & Associates

TABLE A:

CHART B - NUMBER OF ‘FIRST TIME’ BUYERS 2000-2012

❯ Source: JETNET; Presentation and Analysis by Chase & Associates

WorldwideNew Deliveries

vs Pre-owned Sale

Transactions

NEW RECORD

Fir

st T

ime

Buy

ers

JetNet June13_PAMA interview November06 16/07/2013 16:38 Page 1

Delivering the highest quality engine care and service is our

business, and has made CorporateCare® the world leader of business

jet engine maintenance programs. A fact recognised in more than

just words. Aircraft enrolled in CorporateCare have higher asset

values, so while you are enjoying peace of mind today, you are also

investing in tomorrow. For more on CorporateCare, contact Steve

Friedrich, Vice President – Sales & Marketing, at +1 (703) 834-1700,

[email protected]. Trusted to deliver excellence

www.rolls-royce.com

A clearreflectionof valuewith CorporateCare®

Rolls Royce October 18/03/2013 17:13 Page 1

NUMBER OF FIRST-TIME BUYERSFirst-time buyers of Business Jets andBusiness Turboprops have shown remark-able growth from 2000 to 2012. The datareported by JETNET is shown in Chart B(previous page). In the year 2000, businessjets and business turboprops purchased byfirst-time buyers were at the same level(100 each) and did not really start to sepa-rate until 2005. Since that time, first-timebuyers of business jets started growingmuch quicker than those of turboprops,and reached slightly over 1,000 in 2012.

First-time buyers of business turbo-props did not keep pace with business jets.In fact this market showed decreases in2009 and then grew to 570 in 2012 - slight-ly more than half of the business jet num-bers recorded (1,003) in 2012.

Table A (top right) shows that in 2012,the majority (over 80%) of first-time buyerspurchased pre-owned business jets andbusiness turboprops.

US VS NON-USThe majority (64%) of first-time buyerscame from the United States, and 36%from non-US countries for both businessjet and business turboprop purchases.Within the US, the most first-time buyersin 2012 were located in Florida, Texas andCalifornia.

The top non-US countries for first-timebuyers were:

• Virgin Islands (British)• Canada• China (including Hong Kong)*• Mexico• Brazil*• U.K.

Numerous First Time Buyers came fromthe emerging BRIC* (Brazil, Russia, Indiaand China) countries, with China andBrazil leading the way.

AIRCRAFT AGEDuring 2012, Table B (right) shows that 56%of the first-time buyers purchased pre-owned business jets that were 15-years oldor less; 29% were 16 to 30-years old; and15% were 30-plus years old.

BUSINESS JET MODELSThe most popular business jet modelsamong the First Time Buyers were theCessna Mustang, Cessna Citation II andHawker 400A in the light and VLJ groups.In the mid-cabin group were theBombardier Challenger 300 and Challenger605 models. The Gulfstream G550 took tophonors in the ultra-long-range and largecabin group.

TABLE A:

2012Business

Jets%

BusinessTurboprops

%

New 186 19% 96 17%

Pre-owned 817 81% 474 83%

Total 1,003 100% 570 100%

First-Time Buyers

TABLE A - FIRST-TIME BUYERS: NEW vs PRE-OWNED AIRCRAFT

TABLE B

Aircraft Age Number Groups %0 to 5 160

6 to 10 141 455 56%11 to 15 154

16 to 20 81

21 to 25 64 233 29%26 to 30 88

30 Plus 129 129 15%TOTAL 817 100%

First-Time Buyers in 2012

TABLE B - FIRST-TIME BUYERS IN 2012

TABLE C

TABLE D

New Aircraft DeliveriesOEM 1st Qtr. '09 1st Qtr. '10 1st Qtr '11 1st Qtr '12 1st Qtr '13

Bombardier 54 47 42 29 39

Cessna 69 31 31 38 32

Gulfstream 31 28 24 19 29

Embraer 8 20 8 13 12

Dassault Falcon 11 17 9 15 8

Hawker Beechcraft 15 14 11 6 6

Boeing 1 2 1 2 1

Airbus 2 5 2 2 2

Total 191 164 128 124 129

TABLE C - NEW AIRCRAFT DELIVERIES, FIRST QUARTER

TABLE D - NEW AIRCRAFT DELIVERIES, SECOND QUARTER

Source: GAMA


TABLE C

TABLE D

New Aircraft DeliveriesOEM 2nd Qtr. '09 2nd Qtr. '10 2nd Qtr '11 2nd Qtr '12 2nd Qtr '13

Cessna 84 43 38 49

Bombardier 50 35 27 46

Gulfstream 26 28 22 21

Embraer 21 40 23 20

Dassault Falcon 15 28 10 19

Hawker Beechcraft 24 13 10 10

Boeing 1 1 1 4

Airbus 2 3 1 2

Total 223 191 132 171

Source: JETNET

Source: JETNET; Analysis by Chase & Associates

JETNET >>KNOW MORE


US GROSS DOMESTIC PRODUCTWhile not reported in this article, toward the end of July the US Bureau of EconomicAnalysis (BEA) is scheduled to report thefirst estimate of the US Gross DomesticProduct (GDP) for 2Q 2013. During June theBEA reported 1Q 2013 US GDP results at1.8%.

We are hopeful that 2Q 2013 results aremuch improved over 1Q results. As has beenreported in previous articles, a 3.0% orgreater level of GDP growth is the percent-age level of economic growth at whichBusiness Aviation has shown strong activityhistorically.

NEW BUSINESS JET DELIVERIES (BY QUARTER)Tables C and D (Bottom left) show the pastfive years of New Aircraft deliveries for thefirst and second quarters. As noted, the sec-ond quarter of each year has shown higherdeliveries than the first. Thus our expecta-tions are that the second quarter of 2013 willshow stronger results too. We will know forcertain shortly after this article is published,in early August.

Two specific points stemming fromTables C and D are:1. Which OEM will lead the second quarter

deliveries?2. Expect further reduction of Hawker

Beechcraft business jet deliveries.

SUMMARYIt is very good news to learn that first-timebuyers continue to grow in the BusinessAviation marketplace. Admittedly, addition-al research of first-time buyers could beundertaken to provide insights into passen-gers wishing to stop flying commercialAirliners as a result of crowded aircraft,poor service and more direct non-stop travelto non-Airline hub airports in favor of pur-chasing their first business aircraft.

The year 2013 is only half way through,and most of the economic recovery signs areencouraging.

A strong second quarter result should setthe stage as to how 2013 will fare. We willcontinue to monitor this slow, but steadyBusiness Aviation recovery and hope it con-tinues, even after the summer days of 2013become history.

❯ For more information: • Michael Chase is presi-dent of Chase & Associates,and can be contacted at1628 Snowmass Place,Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com

• Marj Rose is president ofMarketLift, Inc. and can becontacted at P.O. Box595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com

• JETNET can be contactedat 101 First Street, Utica,NY 13501; Tel: 800-400-2298; Web: www.jetnet.com orwww.avdatainc.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

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

JETNET >>KNOW MORE



Technical Condition – Aircraft Listed “ForSale”: An evaluation of 65 models and 1,384used aircraft listed “for sale”, conducted onMay 30, 2013, revealed on-going decline in theMaintenance Condition (ATC Score) of theseassets, compared to a survey one month ear-lier. While the overall decrease was slight, theAsset Insight Index (“AI2”) for in-service air-craft reached a new low point in TechnicalCondition (ATC Score) for 2013, falling 302 AI2basis points from January’s peak to 5.045.

Average Financial Condition (ATFC Score)remained virtually flat, increasing just overthree AI2 basis points to 4.769, while the aver-age aircraft’s maintenance Financial Exposure(ATFE Value) increased by more than $233k toover $1.63 Mil (see Chart A).

Technical Condition and Ask Price: Divid-ing the aircraft’s ATFE Value by its Ask Priceallows us to plot the ratio of maintenanceFinancial Exposure compared to aircraft AskPrice (see Chart B). The spread in ratios hasbeen tightening since February, with May’sfigures ranging from 4.1% (Falcon 2000LX) to239.1% (Gulfstream GIII).

The weighted average for aircraft we evalu-ated equated to 41.9%, representing the lowestfigure this year and a significant drop from the50.9% peak achieved in March. Chart C breaksdown the monthly Average ATFE Value vs.Ask Price Ratio figures by aircraft grouping(Large; Medium; Small Jets; Turboprops).

With the ratio of ATFE Value to Ask Pricedropping, one is tempted to conclude that in-service aircraft maintenance condition is im-proving – but that is not the case. Sincemaintenance Financial Exposure increased inMay, the ATFE Value vs. Price Ratio could only

decrease by virtue of an Ask Price increaseduring the same period. Viewed graphically,the blue line on Chart D represents Ask Pricesfor the aircraft models we track, plottedagainst the Average Financial Exposure Valuevs. Ask Price Ratio line shown on Chart C.

Market Outlook: By virtue of their mainte-nance condition, many aircraft are reaching theend of their economic life. They might be per-fectly good flying machines and still useful totheir current operators. However, owners ofassets whose maintenance exposure (ATFEValue) exceeds (in some cases substantially)the aircraft’s Ask Price will find it difficult tolocate a new home for their asset – other thanan entity seeking to remarket the asset in theform of spare parts. Even then, many ownersmay not realize much in the way of residualvalue, as operating units of their aircraftmake/model decrease, thereby reducingdemand for spares.

Anthony Kioussis is President ofAsset Insight, Inc., which pro-vides asset evaluation and finan-cial optimization services.Kioussis has over 35 years ofaviation industry experiencewithin Corporate & General Avia-tion, major Airlines, fixed-wing &rotary OEMs, technical services providers andfinancial services companies. He is a publishedauthor, experienced industry speaker, and activeindustry association member, serving as Secre-tary on the Board of the National Aircraft FinanceAssociation, and on the Associate Member Boardof the National Aircraft Resale Association.


Market Indicators

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

Market Indicators - August 2013

ASSET INSIGHT View

WINGX ViewWINGX’s latest monthly Business AviationMonitor, shows that there were 69,000 flightdepartures in June 2013 - a 9% increase on theprevious month. Of these, 35,520 were charterflights, equating to a 10% increase on May.Overall however, compared to June 2012, Busi-ness Aviation activity was down 4%.

All major Western and Southern European

markets lost activity YOY. The only YOY gain-ers were the Low Countries and Baltics (gain-ing private flights) and Greece (gaining charterflights). Even Europe's erstwhile growth star,Ukraine, lost activity YOY. But for Ukraineand even more Poland, this decline largely re-flects the anniversary of the European footballchampionships held in 2012.

Whilst domestic European flights dimin-ished YOY, international trips increased, re-flecting the 20% YOY increase in the use ofUltra-Long-Range aircraft. Mostly, demand forlight aircraft fell YOY, but the VLJ segment isan exception and now appears to be back on agrowth path.

/ More from www.assetinsightinc.com

Asset Insight Index YTD 2013 (Chart A)

ATFE Value vs. Ask Price Ratio (Chart B)

Average ATFE Value vs. Ask Price Ratio (Chart C)

Average ATFE vs. Price Ratio & Ask Price (Chart D)

Source: AMSTAT ( www.amstatcorp.com ;

Asset Insight, Inc. ( www.assetinsightinc.com )

MarketIndicators Aug13_Layout 1 16/07/2013 09:47 Page 1

Market Indicators - August 2013

MARKET SUMMARYHighlighted in Table A are key worldwidetrends across all aircraft market segments,comparing May 2013 to May 2012. “Fleet forSale” percentages for business jet and busi-ness turboprop market sectors were down inthe May comparisons, but increased slightlyin the helicopter markets.

Business jets are showing a slow start inthe five months of 2013 with a -7.0% decreasein pre-owned sale transactions, and are tak-ing more time to sell (62 days) than last year,with a +8.6% increase in average asking price.This is the first time this year that there hasbeen an increase in the YTD average askingprice. Business turboprops decreased -3.9% insale transactions, with a double-digit increasein asking price of +13.4%.

Both turbine and piston helicopters sawdouble-digit declines in sale transactions YTDat -22.9% and -26.1%, respectively. Turbinehelicopters recorded a double-digit decreasein average asking price, at -32.2% in the YTDcomparisons through May 2013.

Commercial Airliners are also reported byJETNET, and include the numbers for sale forboth commercial jets (including Airliners con-verted to VIP) and commercial turboprops. Itis noteworthy that the number of YTD pre-owned sale transactions for commercial Air-liners (at 890) is slightly ahead of business jets(882). However, commercial turboprop YTDsale transactions are significantly lower at238.

Chart A shows U.S. Jet Afuel price in the first quarterof 2013 reached a new recordpeak of $7.27 per gallon. Theearlier record peak ($6.83 inthe third quarter of 2008)was shorter-lived (Fuel Bub-ble #1) compared to the re-cent one (Fuel Bubble #2)that has slowly increased tothis new record level.

Market Indicators - August 2013 / More from www.bombardier.com

Bombardier is confident in the strong, long-term potential of the business aircraft in-dustry and forecasts a total of 24,000business jet deliveries from 2013 to 2032 inthe segments in which Bombardier com-petes*, which represents approximately$650 billion** in industry revenues. Bom-bardier’s Business Aircraft Market Forecastanticipates 9,800 aircraft deliveries, worth$269 billion, during the 2013 to 2022 period,and 14,200 aircraft, worth $381 billion, from2023 to 2032.

While business jet orders and deliveries

for 2013 are expected to be comparable tothose of 2012, Bombardier forecasts thatthey will begin to improve in 2014 and thatthe industry will surpass its prior deliverypeak year of 2008 by as early as 2016, withthe Large aircraft category demonstratingthe fastest growth.

North America will receive the greatestnumber of new business jet deliveries be-tween 2013 and 2032, followed by Europewhich, despite its continued economic chal-lenges, remains the second largest market.China is forecast to become the third largest

region with 1,000 deliveries from 2013 to2022, and 1,420 deliveries from 2023 to2032. Bombardier also expects key growthmarkets including Brazil, India,Russia/CIS, Mexico and Turkey to receive asignificant share during the next 20 years.

* Bombardier’s competitive segmentationincludes Light, Medium and Large categories.Excludes very light jets and large corporate airlin-ers. ** Unit values are based on B&CA magazine2013 list prices expressed in US$.

BOMBARDIER View/ More from www.jetnet.com

▼

JETNET View

Jet T/P Turbine Piston Jet T/PIn-Operation Fleet 19,104 13,897 19,248 9,436 24,659 9,596For Sale 2,535 1,040 1,198 591 581 408% of Fleet For Sale 2013 13.3% 7.5% 6.2% 6.3% 2.4% 4.3%% of Fleet For Sale 2012 13.7% 9.1% 6.2% 5.9% n/a n/aChange - % For Sale (-0.4) pt (-1.6) pt N.C. .4 pt

Full Sale Transactions 882 544 445 334 890 238Average Days on Market 414 311 391 314 339 362Avg. Asking Prices -$USD mil $4.604 $1.421 $0.973 $0.223

% Change - Sale Transactions -7.0% -3.9% -22.9% -26.1%Change - Avg. Days on Market 62 -24 -22 -67% Change - Avg. Asking Prices 8.6% 13.4% -32.2% -0.4%

Y-T-D January to May 2013 vs 2012

January to May 2013

WORLDWIDE TRENDS

May Business Aircraft Helicopters Commercial Airliners

TABLE A

CHART A


2 Market Indicators


Market Indicators 3

STAGE 3 REGS HIT 599 BIZJETS

The FAA issued a final rule prohibiting jetswith <75,000 pounds MTOW from operatingin the contiguous U.S. after December 31,2015, unless they meet Stage 3 noise levels.The Act also describes certain circumstancesunder which otherwise prohibited opera-tions will be allowed. The FAA points outthat the Act affects 457 registered owners of599 airplanes that range between 25-50 yearsin age. 403 of the registered owners (88%)have only one airplane affected by the ban;51 of the owners have 2-10; and three own-ers (all non-scheduled Airlines) have a com-bined total of 51 airplanes affected.

Some of the banned airplanes can be up-graded to Stage 3 noise levels with the in-stallation of a hushkit. Of the 17 models ofairplanes affected by this ban, hushkits hadpreviously been available for DassaultFalcon 20; the Learjet 23/24/25; and

Gulfstream II and III.Currently, the only hushkits available for

Stage 2 civil jet airplanes (according to theFAA) weighing <75,000 pounds are for theGulfstream II and Gulfstream III. Stage 3hushkits are currently available for the Gulf-stream II/III models, from both HubbardAviation Technologies (www.hubavtech.com) at a >$1 million, and Quiet TechnologyAerospace (qtaerospace.com) at $800,000.There are 217 Gulfstream IIs and IIIs thatcan potentially be hushkitted, although thecost of the hushkkit for the Gulfstream II ex-ceeds the recorded value of the airplanes.

However, it seems there is some confu-sion concerning what aircraft can, or havebeen hushkitted. Research carried out byAviation International News (AIN) revealedthe following: Hushkits are indeed availablefor GE CF700-powered Falcon 20s and the

CF700-powered Sabre 80, and these areavailable from Kalitta Turbines(www.kalittamaintenance.com), which boughtthe Noise Reduction Engineering (NRE)hushkit business from GE last year. The NREhushkit for the CF700 sells for $170,000, ac-cording to Kalitta, and plenty of kits areavailable. In addition, Butler National Cor-poration (www.butlernational.com) is near com-pleting an STC for a Learjet 20-serieshushkit, which it expects will be availablethis fall. Pricing hasn’t been set yet, accord-ing to the company.

Owners of airplanes not offered ahushkit solution are faced with three alter-natives: (1) Sell the airplanes for operationoutside of the 48 contiguous United States;(2) salvage the airplanes for parts; or (3)scrap the airplanes.

Many countries have already precededthe U.S. in either banning or legislating lim-ited operations of these airplanes. At leasteight countries already ban Stage 2 opera-tions by airplanes of any size. Excluding theUnited States, there are 50 countries thathave a total of 392 registered airplanes likethose banned in the United States. Almost 50percent of these jets are registered in Mexico.The U.S. ban on Stage 2 operations reducesthe value of these airplanes in Mexico as alarge potential destination for operators islost, and the limited worldwide market hin-ders an owner's ability to sell a banned air-plane at the pre-law retail value.


CIVIL STAGE 2 JETS <75,000lbs MTOW OOperator Category ## Owners ## Airplanes Corporation (Non-Airline) 349 413 Non-scheduled Airline 55 128 Leasing/Broker/Parts Dealer 31 35 Private Individual 16 17 Financial Institution 6 6 GGRAND TOTAL 4457 5599

Source: OAG Aviation Solutions Fleet Database as of November 14, 2012.

OFOFOPERATORSOPERATORS

SOURCE: OAG AVIATION SOLUTIONS FLEET DATABASE AS OF NOVEMBER 14, 2012.

GULFSTREAM GII

▼


WAS_SA14_205x270_FAP.pdf 1 6/13/2013 2:13:11 PM


Market Indicators 4

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

ARG/US ViewTRAQPak data shows that June 2013 flightactivity levels decreased from May to finishthe month down -3.8% overall. Avantair’sshutdown had a significant impact on theFractional Turboprop flight activitynumbers.

The results by operational category fin-ished the month on the negative side withfractional flight activity posting the biggestdrop, down -10.8%. Aircraft category resultsalso posted declines with large cabin aircrafthaving the biggest drop, down -8.1%.

Reviewing year-over-year activity (June2013 vs. June 2012), TRAQPak data indi-cates a decrease of -2.5% overall. The resultsby operational category show Part 135 activ-ity posted a year-over-year increase of+12.0%.

Looking at activity by aircraft category,the small and mid-size cabin marketsposted year-over-year gains of +4.5% and+1.5% in that order. Comparing January-June 2013 to the same period in 2012, flightactivity has seen an overall decline of -1.7%(in 2013).

JJune 2013 vs May 2013

PPart 91 PPart 135 FFractional AAll TTurboprop 0.1% -0.5% -43.0% -2.9% SSmall Cabin Jet -2.7% 0.6% -1.9% -1.4% MMid-Size Jet -4.5% -5.6% -4.4% -4.8% LLarge Cabin Jet -7.1% -9.5% -10.5% -8.1% AAll Combined -2.8% -2.6% -10.8% -3.8%

JJune 2013 vs June 2012 PPart 91 PPart 135 FFractional AAll TTurboprop -11.4% 2.6% -56.4% -10.6% SSmall Cabin Jet -3.4% 21.5% -4.8% 4.5% MMid-Size Jet -3.1% 19.4% -7.3% 1.5% LLarge Cabin Jet -2.9% 5.3% -0.7% -0.6% AAll Combined -6.5% 12.0% -15.8% -2.5%

Market Indicators - August 2013 / More from FAA's Regulations and Policies - www.faa.gov/regulations_policies

“SCRAPPAGE” OF BANNED AIRPLANESA lack of demand for the banned airplaneswill leave most owners little choice otherthan to sell the airplanes for their scrapvalue. The salvage value is likely to equalthe scrap value. The single most valuablepart on the airplane is the engines, whichafter the ban have essentially no value. Sec-ondarily, the round-dial instrumentationused in the affected fleet is largely obsoletewith a small used market.

EXCEPTIONSThe FAA clarifies that the rule does providefor the issuance of special flight authorizationsafter 2015 for affected business aircraft undercertain circumstance. Operators of these busi-ness aircraft may seek such authorization ifthe purpose of the flight is to sell, lease or usethe aircraft outside the contiguous U.S.; scrapthe airplane; modify the airplane to Stage 3noise levels; transport to a heavy mainte-nance facility; return the aircraft to a lessor;prepare to park or store the airplane; pro-vide emergency relief services; or divert theairplane into the 48 contiguous states on ac-count of weather, mechanical, fuel, air trafficcontrol or other safety reasons.

NN-REG STAGE 2 JETS <75,000lbs MTOW

Dassault Falcon 20C/CF/D/DF/DC/ECM/E/F 69 Gulfstream II 109 Gulfstream III 108 Hawker Siddeley HS.125-1/2/3/400/600 27

1 Learjet 23, 24, 25, 28 228 Lockheed L-1329 Jetstar II 13 Rockwell 1121 Jet Commander 3 Rockwell Sabre 40, 50, 60 40 Rockwell UTX/T-39 Sabreliner 1 TTotal 55

9

9 99

IAI 123

FFOREIGN-REGISTERED STAGE 2 JETS <75,000lbs MTOW

CCountry ##Airplanes %% Share* MMexico 182 46.4% RRep of South Africa 25 6.3% VVenezuela 24 6.1% IIran 17 4.3% UUnited Kingdom 16 4.1% BBrazil 14 3.5% FFrance 13 3.3% AArgentina 12 3.1%

42 Other Countries With <10 Jets Each RROW Total 392 100.0% UUS Total 599 * Totals may not

exactly add due to rounding. GGrand Total 991

9


Tianjing Show June_Layout 1 21/05/2013 12:31 Page 1


Banyan Air Service based at FortLauderdale Executive Airport recentlycompleted an extensive review of thedifferent upgrade paths and favorablediscounts being offered by some ofthe leading vendors in the aviation in-dustry. With over 1,100 aircraft operat-ing with the Magnastar system and adiscontinuation of service expiring inDecember of 2013, operators need toplan their upgrades sooner ratherthan later.

Brian Wilson, Banyan’s Director of Avionics, explained, ”The Banyanteam understands that no one likes

to down their aircraft to perform an in-stallation, so we took the time tostudy how we can reduce that down-time to a minimum and make surecustomers receive the best deal andthe largest savings offered by thevendors.”

To help stimulate operators not towait until the last second and jeopard-ize their chance of not getting an in-stallation slot, Banyan is offeringaggressive pricing for those operatorsthat will input their aircraft during the3rd quarter of 2013./ More information from www.banyanair.com

WORRIEDABOUT EXCESSIVEDOWNTIME ?BANYAN COMPLETES REVIEWOF UPGRADE PATHS AND DISCOUNTS

NEWS ROUND-UP

BizAv Round-Up 08.13

BRIAN WILSON,BANYAN

AgustaWestland recently delivered asecond GrandNew light twin helicopter to theNirma Group of India. The GrandNew is thefirst type-certified light twin to enter servicewith a new EFIS featuring Synthetic Visionand the first helicopter in this class on themarket that is fully compliant with the latestadvanced GPS-based navigation require-ments for all weather operations./ More from www.agustawestland.com

Bell Helicopter is developing a new“short, light single” (SLS) that will be poweredby a Turbomeca Arrius 2R turboshaft engine.The new five-seat entry-level aircraft is ex-pected to complete its first flight in 2014 withcertification to follow as quickly as possible. Itwill feature a high visibility, fully-flat cabin floorand is designed to achieve a speed of 125knots, range of 360-420 nautical miles, andcarry a useful load of 1,500 pounds./ More from www.bellhelicopter.com

Blackhawk received STC certification forthe PT6A-42A upgrade on the Cessna 208ACaravan that will provide the same opera-tional advantages for owners of the 208ACaravan, as for the 208B Grand Caravan./ More from www.blackhawk.aero

Bombardier received firm orders for 20Challenger 350 jets from VistaJet, a world-leading luxury aviation company and exclusiveoperator of Bombardier business aircraft. Thetransaction for the order is valued at approxi-mately US$518 million, based on 2013 list

prices. If options are exercised, the total valueof the order is approximately US$1.035 bil-lion. Deliveries for the Challenger 350 aircraftwill begin in mid-2014.

In the meantime, Bombardier has alsocelebrated delivering the 400th Challenger300, while Bombardier's Global aircraft familycelebrated a significant milestone with theentry-into-service of the 500th manufacturedGlobal business jet. The Global 6000 model,was delivered to Groupe Bollore, a corpora-tion based in France./ More from www.bombardier.com

Cirrus Aircraft’s Grand Forks facility is tobe expanded to accommodate a new auto-clave oven in preparation for production of theall-composite Vision SF50 jet. Modificationsto the facility began several months ago andthe autoclave installation is now under way./ More from www.cirrusaircraft.com

Comlux has taken delivery of the first Airbus ACJ321, the newest private jet fromthe Airbus family, making Comlux the first tohave operated every corporate Airbus A320Family version. The ACJ321 is now beingoutfitted with VVIP cabin by Comlux Amer-ica, and is due to be completed in 2014. Additional center tanks will provide ex-tended range./ More from www.comluxaviation.com

BusAviationNewsAug13_Layout 1 16/07/2013 16:15 Page 1

Dianne White. The couple bought the com-pany from Michele Stauffer, who founded it in1990. Stauffer will stay on in an advisory roleand in sales. The other staff members willcontinue in their roles too. Tim was Cessnasenior vice president of sales in the Americasand left the company in March 2012 after 14years. He most recently was with Bombardieras regional vice president of sales for thewestern U.S. for business aircraft. Dianne pre-viously served as vice president of corporatecommunications at Cessna./ More from www.kansasaircraft.com

Rock star Bruce Dickinson met with threetrue flying aces before his recent gig at Cas-tle Donnington, Derbyshire UK on June 15.Sean Allerton, Mary Doyle and Luke

Delahunty, all Ambassadors for Flying Schol-arships for Disabled People, met with thecharity’s recently-appointed Vice Patron./ More from www.fsfdp.org.uk

Rockwell Collins’ HeliSure familydelivers sensor data in real time through anintuitive user interface that features 3Dvisualization for information that pilots caneasily, quickly and effectively process. Thefirst two products of the HeliSure familyare Helicopter Synthetic Vision System(H-SVS) and Helicopter Terrain Awarenessand Warning System, which have beenselected by AgustaWestland for theAW149, AW189, AW101 and AW169platforms./ More from www.rockwellcollins.com

Embraer's Phenom 300 jet will join thefleet of China’s Erdos General Aviation Co.,Ltd. in the third quarter of 2013, marking thefirst aircraft of this model sold in the Chinamarket. Established in 2003, Erdos GeneralAviation’s 19-aircraft fleet has accumulatedmore than 30,000 flight hours./ More from www.embraerexecutivejets.com

Flaris, the Polish aircraft manufacturer, ex-hibited its VLJ prototype at the recent ParisAirshow. Named the LAR 01, this $1.5 millionfive-place, single-engine jet is targeted toachieve EASA and FAA Part 23 certificationin late 2015. The all-composite jet will featurea powerplant from either Pratt & Whitney orWilliams International, and the avionics will bea dual Garmin G600 system. Target perform-ance includes take-off distance of 820 feetfrom a grass strip; 380-knot max cruise;45,000-foot ceiling; and 1,400nm range./ More from www.flaris.pl

Flight Display Systems has introducedJetJukebox, a file server and media streamerthat connects directly to the aircraft’s wirelesscabin router. Passengers can access contentvia any personal electronic device capable ofconnecting to a wireless network. JetJukeboxwirelessly serves files and streams media topassengers./ More from www.flightdisplay.com

Flying Colours Corp. has been ap-pointed by aircraft improvement manufacturer,Raisbeck Engineering, as an Authorized Salesand Installation Centre for the entire King Airproduct line. The new status for its Ontario,Canada location enables Flying Colours tofurther expand its King Air portfolio and, alongwith its recent Beechcraft and Blackhawk Au-thorized Service Centre accreditations, its ca-pabilities are bolstered to fully completeupgrades. It can now undertake King Airmaintenance, refurbishments, modificationsand paint work in addition to full completions,all under one roof./ More from www.flyingcolourscorp.com

Kansas Aircraft Corp an Olathe-basedaircraft sales business, has been sold to long-time Wichita aircraft executives Tim and

Gulfstream recentlyopened a sales and de-sign center in London, thecompany’s first such facil-ity outside the UnitedStates. The nearly 5,500-square-foot center, locatedin the Mayfair district ofcentral London, gives in-ternational customersmore convenient accessto Gulfstream’s sales anddesign staff.

Gulfstream also hassales and design centersat company headquartersin Savannah and at its fa-cility in Dallas. As in the

Savannah and Dallas cen-ters, customers can useGulfstream’s new state-of-the-art visualization soft-ware called DesignBook,which displays a highly re-alistic image of a cabin inreal time on a touch-screen monitor or tabletcomputer screen. The ren-dering includes cabin con-figurations, colors, fabricsand furnishings.

The London sales anddesign center is staffed bysales executives and sup-port personnel, includingTrevor Esling, Gulfstream

regional senior vice presi-dent, International Salesfor Europe, Middle Eastand Africa. The facilitycomplements other Gulf-stream resources in theUnited Kingdom. Lessthan an hour away, inLuton is one of the com-pany’s three internationalservice centers. The site atLondon Luton Airport in-cludes a 75,000-square-foot hangar and a10,000-square-foot partsand materials warehouse./ More information from www.gulfstream.com

GULFSTREAM LONDON SALES & DESIGN CENTERFACILITY PROVIDES EUROPEAN, RUSSIAN & AFRICANCUSTOMERS WITH CENTRALIZED ACCESS

GULFSTREAM’S NEW LONDON DESIGN CENTER

▼


2 BizAv Round-Up



Edwin Black - following a restructuring of the sales organiza-tion at Blackhawk Modifications, Black has been named vp, domestic sales group and Bobby Patton, becomes vp of international sales.

David M. Brantner – is the new president, at Pratt & WhitneyCommercial Engines, and Matthew Bromberg, 43, president,Pratt & Whitney Aftermarket. Both report to Paul Adams, chiefoperating officer. Brantner and Bromberg succeed Todd Kallman, who announced his intent to retire from UTC.

Paul Desgrosseilliers - has been appointed general man-ager of ExecuJet Haite Aviation Services, the company’s jointventure with the Sichuan Haite Group, based in Tianjin, China.

Todd Hattaway - most recently regional sales director atBeechcraft for India, Indo-China and Malaysia, has been ap-pointed, vice president, technical services for BBA Aviation Flight Support.

Eric Kujawa - has been promoted to the position of generalmanager of West Star Aviation’s East Alton, IL location. Kujawawill take over the main leadership role at ALN and be responsiblefor overseeing all daily operations at the facility.

Reed Macdonald - has joined Flight Display Systems as chief op-erating officer. He will oversee all aspects of company operations, in-cluding oversight of research, product design, manufacturing, logistics,customer service, accounting and finance.

Jack Mulder - has been promoted to director of operations at TWCAviation. During his seven years at TWC, Mulder has served as chiefpilot, director of training and line pilot.

Larry Peet - has been named director of sales at Hangar Ten, aleading aviation services provider. In this new position, Peet will be re-sponsible for developing the innovative aircraft sales program thatplaces an emphasis on coaching rather than selling the customer.

Rodger Renaud - has been promoted to chief operating officer atWest Star Aviation. In his new position, Renaud will expand his respon-sibilities to include overseeing all aspects of operations at both theALN and Grand Junction, CO (GJT) locations.

Christopher Weinberg - has been promoted to the position ofchief information officer at FlightSafety. Since joining FlightSafety in1997, Weinberg has served in a number of roles throughout the company and has been instrumental in developing and implementingprograms designed to enhance and transform the experience andservices FlightSafety’s Customers receive.

BizAv Arrivals 3

BizAv Events 2013

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

Edwin Black

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Aug 12 - 13 Sao Paulo, Brazil / www.aea.net

BOMBARDIER SAFETY STANDDOWN Aug 12 - 13 Sao Paulo, Brazil / www.safetystanddown.com

LABACE: (LATIN AMERICAN BUSINESS AV CONF & EX) Aug 14 – 16 Sao Paulo, Brazil / www.abag.org.br

BUSINESS AVIATION IN LATIN AMERICA (BALA) Aug 15 Sao Paulo, Brazil / www.aeropodium.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Aug 27 - 28 Ottawa, Canada / www.aea.net

NEXTGEN AHEAD CONFERENCE Sep 9 - 11 Washington, D.C., USA / www.events.aviationweek.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Sep 10 - 11 Brisbane, Australia / www.aea.net

BUSINESS AIRCRAFT EUROPE (BAE) Sep 11 – 12 London Biggin Hill Airport, UK / www.miuevents.com

NBAA: BUSINESS AVIATION REGIONAL FORUM Sep 12 Chicago, IL, USA / www.nbaa.org

MEDITERRANEAN BUSINESS AVIATION SUMMIT Sep 13 Sliema, Malta / www.aeropodium.com

CERTIFICATE IN BUSINESS AVIATION MANAGEMENT Sep 17 – 20 Goodwood, UK / www.miuevents.com

JETEXPO Sep 19 – 21 Moscow, Russia / www.jetexpo.ru

HELITECH INTERNATIONAL Sep 24 – 26 ExCel, London, UK / www.helitechevents.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Sep 25 - 27 Fort Lauderdale, FL, USA / www.aea.net

AVIATION EXPO/CHINA Sep 25 – 28 Beijing, China / www.cpexhibition.com

AFBAA REGIONAL SYMPOSIUM Sep 26 – 27 Marrakech, Morocco / www.aeropodium.com

BOMBARDIER SAFETY STANDDOWN Sep 30 - Oct 3 Wichita, KS, USA / www.safetystanddown.com

MIDDLE EAST BUSINESS AVIATION CONFERENCE (MEBAC) Oct 8 Marrakesh, Morocco / www.mebaa.com

AFRICAN AIR EXPO Oct 9 - 11 Accra, Ghana / www.africanairexpo.com

EBAA REGIONAL FORUM Oct 10 – 11 Istanbul, Turkey / www.ebaa.org

AOPA AVIATION SUMMIT Oct 10 – 12 Fort Worth, TX, USA / www.aopa.org

Eric Kujawa Bobby Patton Rodger Renaud



8 0 0 - 5 3 5 - 8 7 6 7 / 5 0 3 - 8 6 1 - 2 2 8 8w w w. l e k t ro. co m / s a l e s @ l e k t ro. co m

Not just a tug.

It’s a .8700 Series

To receive your copy of World Aircraft Sales Magazine every month. Please complete this form and fax or send it to us. (Please PRINT clearly)

• Three Years $120 or g100 or £70 • Two Years $95 or g80 or £55 • One Year $70 or g60 or £40

Name Job Title:

Company Name Type of Business:

Company Address Email:

Tel No:

Postcode/Zipcode: Fax No:

State: Country: Web:

METHOD OF PAYMENTI Would like to subscribe to World Aircraft Sales Magazine for: ❏ 3 Years ❏ 2 Years ❏ 1 Year

Please charge my: ❏ VISA ❏ MASTERCARD ❏ AMERICAN EXPRESS

Name of Cardholder Expiry Date

Card Account No

Date Signature

Please return to: World Aircraft Sales Magazine, Email: [email protected]

• US Office: US Office: 1210 West 11th Street, Wichita, KS 67203-3517• European Office: Cowleaze House, 39 Cowleaze Road, Kingston upon Thames, Surrey KT2 6DZ, United Kingdom

Fax: +44 (0) 20 8255 4300 Tel: +44 (0) 20 8255 4000

Subscription Order Form

Security No.

August 2013

P123 17/07/2013 12:12 Page 1

Major price reduction!21st Century Primus EPIC glass cockpit, StageIII hush kits, one of the lowest total time GIII'son the market, beautiful refurbished interior2012, Gulfstream IV features and benefits at aGulfstream III price, worldwide transcontinentaloperations equipped, GCMP, 72 month inspectioncomplied with July 2012, excellent records.

Gulfstream III S/N 450

For details contact:

Edward Veselyphone: 713-644-5100Email: [email protected]

Specifications Subject to Verification Upon Inspection

New York Washington DC Texas Georgia

Only 2485 hours total time, 812/812 hours sincehot section, props due 2017, meticulous U.S.corporate owner/operator, Part 91 certified, dual 3tube EFIS 85B, UNS-1K+ FMS, Artex ELT, CAMP,factory maintenance program, Raisbeck winglockers, dual strakes, tasteful paint/interior rated"9", no damage history

King Air B200 S/N 1647

Welsch Aviation Aug 15/07/2013 16:55 Page 1

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

Cessna Citation UltrasAVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

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

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

J Hopkinson 2 15/07/2013 16:27 Page 1

SHOWCASE


Northern Air, Inc.Mark Serbenski

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

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

Serial Number: 550-1134Registration: N412BTAirframe TT: 4091Landings: 3319

EnginesLeft Engine 3885Right Engine 3885Both engines 0 since overhaul at Pratt

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

ExteriorOverall Snow White with Black Metallic, Silver PlatMet

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

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

2006 Citation Bravo

Northern Air N412ET December 15/07/2013 16:32 Page 1

SHOWCASE





Serial Number: RK-438Registration: N4388CAirframe TT: 2282Landings: 1855

Airframe On CAMP

Engines2282 Hours1855 Cycles484 Hours HSI both engines

Avionics• Collins Pro Line IV• Collins 3-Tube EFIS Display• Dual Collins VHF-422C Commsw/8.33 Spacing

• Dual Collins VIR-432 Navs• Collins ADF-462• Dual Collins SDU-640 RMI• Dual Collins TDR-94D Transponders• Dual Collins 5000 FMS w/GPS-4000A• Collins ALT-55 Radio Altimeter System• Collins TCAS-4000 with Change 7(TCAS II)

• Collins TWR-850 Color Radar• Honeywell Mark V EGPWS• Collins APS-4000 Autopilot• L3 FA2100 CVR

InteriorFire-blocked eight passenger finishedin Balsa Leather. Executive tables andwood veneer finished in high glassMozambique. Plating in polishedPeach Gold.

ExteriorOverall Matterhorn White with Gray,Raspberry and Charcoal stripes.

Additional EquipmentThrust ReversersAirtex C406-2 ELTOil Filter BypassFreon AC110VACCabin Audio Entertainment with XM RadioAV Visor Cabin DisplayHeated CoffeeOptional LH Forward CabinetOptional Cabin Storage Drawers

2006 Hawker 400XP

Northern Air Hawk400 Aug 15/07/2013 16:33 Page 1

SHOWCASE





• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 2408Landings: 1949

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

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 1907 / Right Engine 1899 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

2008 Learjet 40XR

Northern Air N959RP February 15/07/2013 16:35 Page 1

SHOWCASE





Serial Number: 45-298Registration: N191TDAirframe TT: 2500Landings: 1678

Northern Air Inc is pleased to offer this2006 Lear 45 to the marketplace forimmediate sale.

Features of this aircraft include:• Management Services Available• Maintenance performed through Learjet factory authorized service centers since new.

• Fully paid MSP Gold engine plan for engines and APU

• Honeywell Primus II 1000 package• Duel FMS/GPS/8.33• Duel UNS1-E• Air Show 4000

Airframe & Engines2500 hours, 1678 Landings. Engines: (2)Honeywell TFE731-20BR-1B, 3500 lbsThrust each, extended TBO, (1) APU. Fully paidMSP Gold engine plan for enginesand APU.

AvionicsHoneywell Primus II 1000 package, DuelFMS/GPS/8.33, Duel UNS1-E, AFIS,TCAS-II w/ ch7, EGPWS, 880 weather radar –upgrade, SELCAL, HF, 406 ELT.

InteriorCondition Excellent. 8 place double club, beltedlavatory, forward and aft, 10.4 monitors, 10 DiscCD, DVD player, Air Show 4000, Satellitetelephone system, lighted vanity mirror, premiumwood package, premium carpet, locking package.

ExteriorCondition Excellent.

Inspection StatusCurrent: 2400 major inspection performed inOctober 2012.

2006 Learjet 45XR

Northern Air Lear45 Aug 15/07/2013 16:39 Page 1

SHOWCASE

Serial Number: 525A-0422Registration: HB-VPBAirframe TT: 1033Landings: 1036

No damage history

EnginesWilliams International FJ-44- 3A-24on TAP ELITEFADEC Controlled• LH: S/N 216252 - 1033 TSN, 1036 CSN• RH: S/N 216177 - 1033 TSN, 1036 CSNProgram Coverage and Maintenance StatusAircraft scheduled maintenance performedexclusively by Jet Aviation Zurich since newAircraft under Cesscom (CAMP) maintenancetracking serviceAirframe under Cessna Proparts program coverageEngines under Williams International TAP ELITEcoverageAvionicsCollins Proline 21 Avionics System with 3 (8x10inc) color, active matrix liquid crystal displays• AHRS 2 Collins AHC-3000• ADC 2 Collins ADC-3000• IFIS 1 Collins IFIS 6.0• FMS 2 Collins FMS-3000 (incl. DME II)• GPS 1 Collins GPS-4000A w/12-ChannelReceiver

• RTU 2 Collins RTU-4220• NAV 2 Collins NAV-4000 and NAV-4500• ADF 1 Collins ADF• DME 1 Collins DME-4000• VHF 2 Collins VHF-4000 w/8.33KHz spacing

• XPDR 2 Collins TDR-94D Mode S• TCAS II 1 Collins TTR-4000 TCAS II• EGPWS Mark V EGPWS with RunwayAwareness and Advisory System (RAAS)

• Radar 1 Collins WXR-800• ESIS GH-3000 ESIS• ELT 1 Artex C406-N w/3 freq. ELT(121.5/243/406 MHz)

Additional Equipment• HF System HF-9000• Aircell Flitefone (2 Handsets)• Lightning Detection Sytem WX-1000E• Turbulence Weather Radar WXR-852• Cockpit Voice Recorder DK-120• Data Link• Cabin Briefer PBS250• Annunciator Voice System• Electronic Check List• Pulselight System with interface to TCAS IIInteriorConfiguration• Two (2) Cockpit, six (6) Cabin passengers seats• Four executive club chairs with two fold-outexecutive tables

• RH Fwd Refreshment Center• Dual Aft Dividers Assembly with sliding doors• One Aft Potty Belted SeatColors• Beige leather seats - Satin finished wood veneer – Australian Walnut

• Goldy Plated Hardware FinishExteriorOverall light beige with brown stripes

Asking price: Make Offer

2008 Cessna Citation Jet 2+

Tel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Albinati Citation CJ2Aug 15/07/2013 16:42 Page 1

SHOWCASE

Serial Number: 9145Registration: HB-JEXAirframe TT: 3678Landings: 1281

• 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 - 3597 TSN, 1241 CSN• RH: S/N 12406 - 3678 TSN, 1281 CSNAPU (under JSSI)Honeywell RE 220 (GX) S/N P-264Time: 2553 TSN / 3120 CSNAvionics• Communications Triple Honeywell RCZ 833E• Navigation Dual Honeywell RNZ 851• ADF Dual Honeywell P2000XP• RMU Dual Honeywell RM 855• Transponder Dual Honeywell P2000XP, Mode S• Radar Honeywell WU 880• IRS Triple Honeywell Laser Ref III• HF Dual Collins HF 9031A with Selcal• GPS Dual Honeywell HG2021 & GNSSU• FDR Honeywell SS FDR QAR• CVR Honeywell SS CVR• Triple Honeywell Flight System ManagementW/CD 820 CDU

Special Features• Aircraft under CAMP maintenance tracking

service• Aircraft under Bombardier Smart Parts Plus

coverage• Cabin Altitude Reduction for Passenger Comfort(4’500 Feet)

• Honeywell RT 950 TCAS II, Version 7.0• Honeywell Mark V Enhanced GPWS• Honeywell MCS 7000 SATCOM (6 Channel)/2Channel Iridium

• RVSM, 8.33 MHz Spacing and FM ImmunityCertified

• Heads Up Display (HUD), EVS, RAAS• BATCH 2+• Artex ELT 110-406 Emergency Locator Beacon• Teledyne Datalink SystemInterior (refurbished in February 2011)• Twelve passenger configuration and a three-

place divan 9G certified (see, floor plan) in beige leather and brown nubuck

• Forward lavatory and crew rest area• Fully equipped galley and annex• Aft private lavatory, storage closet and baggage

compartment• Cabin entertainment system with flat screenvideo monitors, satellite TV for Europe and USA,WLAN Internet, DVD and an airshow

• Electric window shades• EMTEQ system lighting retrofit• AIMS soundproofing systemExteriorWhite top, light beige bottom with gold accent stripes

Asking price: USD $25,250,000

2005 Bombardier Global Express

Tel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Albinati Global Express Aug 15/07/2013 16:43 Page 1

SHOWCASE

Serial Number: 1337Registration: N52MKAirframe TT: 4504Landings: 2573

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsHAAP and Corporate Jet Support MaintenanceProgramsStandard Honeywell SPZ 8400 Cockpit Packagew/NZ 2000 NavsTriple Honeywell HG1075 Inertial Reference UnitsDual Honeywell FMS and Single Lasertrak NavDisplayCollins Nav/Comm Package with Three Comm’s,w/Dual Collins RTU’s Collins TDR 94 Transponders with EightParameter Enhanced SurveillanceSAT AFIS Equipped with PrinterMagnastar & Honeywell SATCOM 6000, OneCockpit and Three Cabin HandsetsG-Monitor ComputerHeads-up ChecklistFlight Data Recorder2 Hour Voice Recorder

Features & EquipementAirshow Genesis Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and RemoteControlGame Port Connections and LAN ConnectionsThroughoutEight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow AvailableSix Club Seat Rosen Monitors Updated to 6500Series in March 2007

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with three separate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as an aft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables and four 5.6 inch video monitors.

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

Maintenance72 Month inspection done 2010


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1999 Gulfstream IVSP

AeroSmith Penny June 17/07/2013 12:06 Page 1

Serial Number: 63Airframe TT: 3263Landings: 2102

Engines & APUCFE738-1-1B. Engines will be enrolled on CSPat time of delivery

Engine 1 Engine 2S/N: 105247 105245TSN: 3146 3146Cycles 2026 2026TSMP 1237 1237APUGRT GTCP36-150F2M. s/n: 169TSN: 2063AvionicsCollins Pro Line 4 Avionics SystemCOM: Dual Collins VHP 422NAV: Dual Collins VIR 432A/P: Collins APS 4000XPNDR: Dual Collins TDR 94D with EnhancedMode S ADF: Dual Collins ADF 462DME: Dual Collins DME 442ADC: Dual Collins ADC 850CFMS: Dual Collins FMS 6100GPS: Dual Collins FMS 6100AFIS: Allied Signal AFISSATPHONE: Aircell Iridium ST-3100SATPHONE (3) separate handsets w/VIP Stationcordless Receiver

Flight Dynamics HGS-2000 HUDHFCOM: Dual Collins HP-9000EFIS: Collins EFIS 4000RADAR: Collins TWR 850

Additional EquipmentRVSM Capable / MNPS CapableTAWS CompliantRNP 5 & 10 Capable8.33 Spacing CompliantFM Immunity CompliantP RNAV CompliantDee Howard Thrust Reversers Dual Inverter SystemAvtex ELT C406-1 w/ Nav InterfaceTriple Baker B-1 045 Crew Audio PanelsDavtron M877 Digital Clocks (2)Audio International PA Chime SystemAllied Signal SATAFIS with PrinterSatellite Data Communications SystemCollins AHS-85E Attitude/HeadingReference SystemAeronetics BDI 302A DigitalBearing Distance Indicator InteriorElegant Elegant Eight Passenger Interior withCustom "Rounded Look" Cabinetry, Forward FourPlace Club, Aft Four Place Conference Group(table folds down for queen size bed capability)opposite a Two Place Couch (belted, not certifiedfor takeoff and landing) and One Legal JumpSeat. Forward Custom 46" Galley / Bar featuringa Dual TIA Hi-Temp Oven, Lacobucci Espresso /Cappuccino Machine, Sink with Hot and ColdWater and Storage Drawers. Aft Lavatory withVanity and SinkExteriorOverall White with Blue and Silver Stripescompleted January 2006 by Duncan Aviation -LNK

SHOWCASE


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

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

1999 Falcon 2000

P133 15/07/2013 17:00 Page 1

SHOWCASE


Serial Number: 27-7554161Registration: N regAirframe TT: 5100 Suitable for a short runway –Takeoff Ground Roll: 820 ft Landing Ground Roll 850 ftOver 50 ft obstacle: 1250 ftThe best Piper PA-23-250 Turbo Aztec E on the marketwith revised instrument panel and controls and with longerpointed nose and a single piece windshield.New hoses, wires, welding of exhaust flanges, landinggear seals, new overhaul right turbocharger, new battery,brand new factoy built in oxygen tank with O2 for 6persons rear of baggage compartement. Full Co-Pilotintruments and dual brakes . . . 180 kts at 75% power.Engines2x Lycoming TIO-540-C4B5. Engine times 610 hrsSMOH left and right side.Propeller times: 300 hrs SPOH left and right side.

AvionicsIFR certified.Aspen Pro1000 Glass panel with back up batteryGarmin GNS530 GPS (Option)Garmin GNS430 GOS, VHF, WAAS 2012Garmin GMA340 Audio panelGarmin GTX327 transponder mode SGarmin GPS496.Zaon TCAS on the glare shield.New 406 MHz ELT.Autopilot Altimatic IIIC with electric trim.Digital Engine Monitor JPI w/ fuel flow & downloaddataport.Panel power & headseat jacks in front for pilot and copilot.Ipod Audio Input in front and rear, MP3, etc.12V in rearDVDplayer etc.Iridium Sat-telephone on board.Avionics installed at Saratosa Avionics 2009 for $ 40.000

InteriorFair, seats are good, but the carpet may need to bereplaced.ExteriorPaint very good, de-icing boots excellent.OptionsMetco tip tanks hold 20 gal each and feed into theoutboard tanks by gravity (no extra switching or pumpsare required). Total fuel capacity 184 gal / 567 litres.LocationItalyRemarksIf purchase is concluded, I am asking politely for amanagement fee of 2,5 percent (negotiable).Requirements and information are welcome.

Euro 99.000,00 EU VAT is paid

1975 Piper Aztec PA-23-250 Turbo

Serial Number: LJ1285Registration: SP regAirframe TT: 3100 Well-tended King Air C90A• Pressurization increased: 8.000ft cabin at 23.000ft.• Maximum cruise boosted to 247 KTAS up 12 knots from the latest predecessor and a full 19 knots from the original Model 90.

• Payload upped so you can carry a pilot, four passengers, full fuel and 100+ pounds of baggage.

• Hydraulic landing gear. Quieter, smoother, more reliable, easier to maintain.

• Pilot cowls increase ram air efficiency by 30 %. Air intake heated constantly by engine exhaust to prevent icing.

• Fail-safe main wings spar tension member withredundant load paths and clevis fittings.

• Cockpit layout is redesigned.• Electronic-HSI, rudder boost and autofeather are standard features.

EnginesPratt Whitney PT6A-21, 3100hrsThe PT6A-21 with a TBO of 3,600 hours

InteriorGrey leather seats and interior

ExteriorWhite with blue stripes

AvionicsAvionics Collins Pro Line IICOMM dual Collins VHF-22ANAV dual Collins VIR-32GPS

ADF Collins ADF-60ADME Collins DME-42Transponders dual TDR-94CVR Loral Fairchild FA2100Radar Collins WXR-270Autopilot Collins APS-65HStormscope WX-1000+TCAS Skywatch SKY-497KAS 297 - Bendix King.Bendix/King IN-182A Color Weather Radar IndicatorBendix/King KFS598 VHF Comm ControlRemarksIf purchase is concluded, I am asking politely for amanagement fee of 2,5 percent (negotiable).Requirements and information are welcome.$ 856.000,00 excluding VAT

1991 Beechcraft King Air C90A

OWNWINGS Aircraft TradingMr. Anton Fink

Tel: +43 664 14 777 44 Email: [email protected]://www.Aircraft-Trading.AT

OwnWings AT KA Piper Aug 16/07/2013 14:39 Page 1

Empyrean Aircraft Consulting LtdContact: Andrew Butler

Tel: +34 96626 1967Cell: +44 7880 717362Email: [email protected]


Serial Number: 5624Registration: HB-JGRAirframe TT: 4,856Landings: 1,987

• Smart Parts Plus• APU enrolled on Honeywell MSP.• Enrolled on CAMP.• Fully EASA compliant.

EnginesGE CF34-3BTotal Time & Total Cycles: 4,840 Hours & 1,968.

APUHoneywell GTCP-36-100 – 4,615 Hours.

AvionicsElectronic Flight instrument and Engine Indication& Crew Alerting SystemAirborne Flight Information System (AFIS)Auto ThrottleFlight Control SystemInertial Reference Unit (IRU) and Air DataSystemWeather Radar SystemFlight Management System

Additional EquipmentRadio Sensor SystemRadio Altimeter System

Advisory SystemEnhanced Ground Proximity Warning SystemCockpit Voice RecorderMaintenance Diagnostic Computer Standby Attitude Indicator Standby Airspeed Indicator Standby Altimeter Emergency Compass Cockpit Audio Control Observer Audio ControlEmergency Locator Transmitter

InteriorCabin Layout:Fwd Cabin: Four place club.Aft Cabin: Four place berthable divan and fourplace conference / dining group with dual doubleseating. Forward Galley (equipped with oven, microwaveand brewer coffee machine)Aft Lavatory Entertainment:Two (2) DVD PlayerOne (1) CD ChangerTwo (2) Monitors (1ea installed on forward andaft cabin wall)Satcom (Iridium)

For Immediate Sale

Bombardier Challenger 604

SHOWCASE

Empyrean August13_Empyrean 15/07/2013 17:05 Page 1

SHOWCASE


Serial Number: 560-5575Registration: N75XLAirframe TT: 4,954.2 Landings: 4,574

• FRESH ENGINES• DELIVERS ON ESP GOLD

EnginesPW545B: L/H: 4954.2 HRS TSNR/H: Completion in July 2013APUHoneywell RE100XL 808.5 HRS TSN, 1789 CSNAvionicsHoneywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDRHoneywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAASDual Honeywell DM-850 DME AirCell ST-3100 Satcom PhoneDual UNS-1Esp 803 Software UniLink UL-701 COM Data Management SystemFeatures & EquipmentRVSM Artex C406-2 ELT MSG-3 maintenance as of July 20088.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde BatteryL3 FA2100 CVR Cockpit Speaker Mute Switch

Precise Pulselites HF-1050 ProvisionsAv Visor Plus, LED wing, navigation and strobe lightsInteriorSix premium grey leather executive seats arecomplimented by a two-place side facing divanopposite entry door and belted seat opposite the lav. Burl cabinetry, grey headliner, grey sidewalls,neutral lower sidewalls and grey carpeting, extendedgalley with ample storage and ice cooler. Three110-volt outlets.ExteriorMatterhorn White with Starlight Silver, Ocean Blue Metallicand Columbia Blue Pearl striping.Inspections/MaintenanceCESCOM-CAMPDOC 44 c/w May 2012

2005 Cessna Citation XLS

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 550B-0971Registration: 717GKAirframe TT: 2120 Landings: 1603• PROPARTS • CORPORATE OWNER• 2012 PARTIAL REFURBISHMENT• LOW TIMEAirframe & EnginesEngines: PW530A. L/H Engine: 2120R/H Engine: 2120APU NoneAvionicsHoneywell Primus 1000 IFCS / Silver CrownEFIS: Honeywell Primus 1000 3-TubeA/P: Honeywell Primus 1000Comms: Dual Honeywell KY196B w/8.33 Sp.

Navs: Dual Honeywell KN-53ADF: Honeywell KR-87DME: Dual Honeywell DM-441BFMS/GPS: Universal UNS-1KRadar Altimeter: Collins ALT-55BXPDR: Dual Honeywell KT-70Radar: Honeywell Primus 660 ColorTCAS: Bendix/King CAS-66A TCAS-ITAWS: Honeywell Mark VII EGPWSCVR: Fairchild A200SHF: Honeywell KHF 950ELT: Artex 406mhzFlight Phone: ST3100 Aircell w/dual handsetsFeatures/EquipmentRVSM compliant. Thrust reversersFreon Air R134. Extended aft baggage

64 Cu. Ft. Oxygen, EROS MaskPilot relief tube. Cockpit speaker audio inhibitSafeflight N1 computerInteriorEight passenger interior with seven premium tan leatherexecutive seats. 4-place center club arrangement, oneforward aft facing seat, dual aft forward facing seats, anda belted lav seat. Forward LS deluxe galley featuring highgloss wood veneer cabinetry. Tan carpeting and a B&Dcabin information display. New carpets and lower sidepanels installed 2012ExteriorSnow white w/reflex blue, diamond silver, and federalyellow stripesInspections/MaintenanceHot sections rebuilt May 2013. CESCOM. ProParts

2001 Cessna Citation Bravo Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

Mente Citation XLS/Bravo July 15/07/2013 17:08 Page 1

SHOWCASE

Serial Number: 266Airframe TT: 475

This 2008 Gulfstream G150 with less than500 hours total time since new is availablefor an outright lease or a lease with apurchase option. The cabin is fitted with theuniversal 7-place interior offering lushexecutive leather chairs, a two place couchand a fully enclosed belted lavatory. TheG150 is equipped with a state of the artCollins glass cockpit including the chartlesscockpit option, Flight Data Recorder andCollins Graphical Weather. Gulfstream offerstop notch customer service worldwide whichis the reason the G150 is the leader in themidsize jet category in addition to offeringhigh-speed performance, excellent climbcapability, roomy interior and a 2,600 nmrange. You have the option to try out thismidsize jet by leasing it for one plus yearsand can exercise the buy option if it meetsyour expectations and mission profile whichwe know it will. Contact us today before your competitorleases this outstanding aircraft.

PerformanceLong Range Cruise: Mach 0.75Mmo: Mach 0.85

Normal Cruise: Mach 0.80Range at LRC: 3,000 nm / 5,556 kmRange at Normal Cruise: 2,600 nm / 4,815 kmTakeoff Distance (MTOW, SL, ISA):

5,000 ft / 1,524 m

WeightsBasic Operating: 15,100 lbs / 6,849 kgMaximum Fuel: 10,300 lbs / 4,672 kgMaximum Landing: 21,700 lbs / 9,843 kgMaximum Payload: 2,400 lbs / 1,090 kgMaximum Payload/Full Fuel: 850 lbs / 386 kgMaximum Ramp: 26,250 lbs / 11,907 kgMaximum Takeoff: 26,100 lbs / 11,839 kgMaximum Zero Fuel: 17,500 lbs / 7,938 kg

Design StandardsEngine Type: Honeywell TFE731-40ARThrust Rating: 4,420 lbs Typical Passenger Payload: 4 passengers

InteriorTotal Interior Length: 17 ft 8 in / 5.38 mCabin Length: 17 ft 8 in / 5.38 mHeight: 5 ft 9 in / 1.75 mWidth: 5 ft 9 in / 1.75 mCabin Volume: 465 cu ft / 13.16 cu mBaggage Volume (Gross): 80 cu ft / 2.26 cu m

ExteriorHeight: 19 ft, 1 in / 5.82 mLength: 56 ft, 9 in / 17.30 mWingspan: 55 ft, 7 in / 16.94 m

2008 Gulfstream G150


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

AVAILABLE FOR LEASE

CAI 08 Gulfstream G150 Aug13 15/07/2013 17:10 Page 1

SHOWCASE


Serial Number: 8063Registration: OE-IKGAirframe TT: 2000 Engines Maintenance Tracking Program: CAMPGeneral Electric CF34-3B1. E950527. 1500.HSI and Overhaul: On ConditionGeneral Electric CF34-3B1. E950528. 1500HSI and Overhaul: On ConditionAPUHoneywell GTCP 36-150 RJ, s/n P-1311; 1168 hrsAvionicsCollins Proline 4 w/ EICAS:Dual FCC-4000 Digital Flight Control ComputersDual ADC-850 Digital Air Data ComputersDual DCU 4000 Data Concentrator UnitsDual RTU-4000 Radio Tuning units

MDC-4000 Maintenance Diagnostic ComputerCollins WXR 840 Color Weather RadarDual Collins FMS-4200 Flight Management SystemDual Collins GPS-4000A GPSDual Collins AHRSDual VHF 422C Comm System with 8.33 spacingDual VIR-432 Nav System with FM immunityDual DME 442Dual ADF 462Dual TDR-94D Mode S TranspondersDual Collins ALT-55B Radio AltimeterCollins TCAS 94 (TCAS II with Change 7)Collins HF-9000 HF with Coltech SELCALAdditional EquipmentRVSM, MNPS and RNP 5 EquippedL3 Communications SSCVR Cockpit Voice Recorder(2 hour)

L3 Communications SSFDR Digital Flight Data Recorder

Honeywell Mk V EGPWSArtex C406-2 ELTIridium ICS-200 SATCOM Communications SystemAirshow 4000 Passenger Information SystemAudio International Cabin Management SystemInteriorOriginally completed by Midcoast Aviation; March 2008.The cabin features a twelve (12) place executive interiorconfiguration. Forward cabin features four (4) club seats.The mid cabin has a four (4) place conference group onthe left with a manually operated - hi-low table, opposite isa credenza with storage as well as a 20" LCD pop-upmonitor. The aft cabin has a two (2) place divan oppositetwo club seats. The lower sidewalls are a cream coloredultraleather. The carpet is light tan.ExteriorPainted March 2008. Overall Matterhorn white, dark andlight blue accent stripes run from nose to tail.

2008 Challenger 850 Make offer

2006 Cessna Citation Sovereign Make offer

Two Corporate Owners Since New

JB Park GmbHMr Andrei Aleynikov

Sales Director

Serial Number: 0066Registration: OE-GBYAirframe TT: 4000

EnginesEngine Hours L&R 2,381Engine Cycles L&R 1,357APU Hours 1,937

AvionicsMultifunction Displays 4 Honeywell DU-1080VHF COM 2 Honeywell TR-865AVHF NAV 2 Honeywell NV-875AHF Communication 1 Honeywell KHF 1050ADF 2 Honeywell DF-850DME 2 Honeywell DM-855FD/Autopilot 2 Honeywell Primus Epic

Transponder (Enhanced Mode-S) 2 Honeywell XS-857AEGPWS 1 Honeywell EGP-100TCAS II 1 Honeywell CAS-67FMS Control Unit 2 Honeywell MC-850GPS 2 Honeywell GR-2400Radio Altimeter 1 Honeywell RT-300Weather Radar 1 Honeywell WU-880SSFDR 1 L3 Communications CVDR FA 2100SSCVR 1 L3 Communications CVDR FA 2100ELT 1 Kannad 406AFSatcom 1 Aircell ST 3100

InteriorTotal 11 certified seats including 3 seats sofa. One ownersince new. Engines are covered with JSSI program andairframe with Cessna Pro parts

Tel: +38 044 351 70 26Cell: +38 095281 1 282Fax: +38 044 351 77 67E-mail: [email protected]

Owner is interested in a quick deal!

JB Park June 16/07/2013 12:47 Page 1

Serial Number: 208B2054Registration: D-FIMIAirframe TT: 505Landings: 240

Engine Type: Pratt & Whitney PT6A-114A. TSN (appr.):505 h, TBO: 3.600 h

PropellerType: McCauley Constant Speed, Full Feathering,Reversible. TSN (appr.): 505 h. TBO: 4.000 h

AvionicsStandard Garmin G1000 System incl.following options:Garmin GWX 4 Color Digital Wx RadarTAWS- B GARMINTraffic Advisory System -KTA 870 Bendix / KingSecond GTX Garmin X-Ponder, Mod S non-DiversityJeppesen Chart View (Stars & IDP included)JEPP A/C Position

Additional Avionics:Garmin 430 NAV/COM/GPS w. WAASBendix/King KN 62 A DMEBendix/King KHF 1050 HF-TransceiverBendix/King KR 87 ADFAdditional PTT lh + rh for 3. Comm.Garmin GI 106A Indicator (Crosspointer)

InteriorRear Bench. 4-Place Intercom - crew plus twopassengers.

ExteriorMatterhorn White with Flag Red, Silver Metallicand Gloss Black painted stripes.

OptionsAir Conditioning, Oxygen System, TKS - Anti IcingSystem, Tires 29", 300 amp Starter/Gen., AeroTwin Exhaust Deflector, Teflon Coating on RHCargo Pod & Strut, Cargo-Pod.

SHOWCASE


Air Alliance GmbHAirport Siegerland

57299 Burbach / Germany

Tel: +49 (0) 2736-4428-0Fax: +49 (0) 2736-4428-25 Email: [email protected]

2008 Cessna 208B Grand Caravan

Air Alliance 16/07/2013 16:42 Page 1

THE WORLD IS COMING

17-21 NOVEMBER 2013The Dubai Airshow moves

to Dubai World Central

#DXB13

www.dubaiairshow.aero


Marketplace

Aero Air, LLCPrice: Make Offer

Year: 1995

S/N: 5191

Reg: N605T

TTAF: 6085

Location: USA

Engines: Left: S/N: 807347 - 6085 TTSN - 2797 TCSNRight: S/N: 807348 - 6085 TTSN - 2797 TCSN. APU GarretGTCP36-150: 1545 Hours On MSP. Honeywell Primus IISystem; Honeywell AFIS/VHF SATCOM; Dual HoneywellHF; Dual Collins ALT-55B Rad Alt; Dual Honeywell RCZ-833J Com Int: New in 2004: 10 place with normal four placeforward club, aft four place divan across from two placeclub, or 12 place with second four place divan installed inplace of aft two place club. Ext: New in 2004. White top withblue bottom and three silver pin strips down the side

Challenger 601-3R Tel: +1 (503) 640 3711 Email: [email protected]

www: www.aeroair.com

Aero Air, LLCPrice: Make Offer

Year:

S/N: 656

Reg: N656Z

TTAF: 2770

Location: USA

Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262.Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms.Dual Primus 850 VHF Navs. CD-850 Control ClearanceDelivery. Dual DM-850 Primus II DME. N1 Computer,mounted in panel. Instrument Panel Glare Shield Lighting.AT.02 Satellite Phone -Aircell w 2 handsets. AircellIntercom Switch. Factory Original Tastefully appointedeight passenger (plus belted lav seat) interior has a centerclub seating design with Westwood Seat Tailoring

Cessna Citation Encore Tel: +1 (503) 640 3711 Email: [email protected]


Aero Air, LLCPrice: $1,150,000US

Year:

S/N: 50

Reg: N38SK

TTAF: 9625

Location: USA

Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI1300TTSMPI 1300. MSP Gold on Both Engines.Bendix/King 5 Tube EFIS. Bendix/King ED-551A FlightDirector. Bendix/King RDR-2000 Radar. Dee Howard TR4000Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in2004. Eight passenger executive interior finished in mediumblue leather seats and aft three place divan, light grayheadliner and medium brown carpet. 2001 paint by Duncan.Overall white with AND light and dark blue stripes

Lear 31A Tel: +1 (503) 640 3711 Email: [email protected]


Whitetail AviationPrice: Make offer

Year: 2007

S/N: 333

Reg: N943RM

TTAF: 3203

Location: USA, FL

Phase D inspection due at 4717 hours or August 2018,Maintenance Tracking Program: CAMP, Avionics,Manufactured Parts & Structure Warranty until Aug 2013,LEFT ENGINE: Hours: 2945, Cycles: 1442,RIGHT ENGINE: Pratt & Whitney 305A, Hours: 3203,Cycles: 1600, APU: Sundstrand Gemini T-20G-10C3A, 1900 hours, Collins Pro Line 21 EFIS, Dual Collins FMS-5000 Flight Management System, Airshow 4000 In flightInformation System, Aero Swift Broadband Lite SATCOMSystem

Lear 60XR Tel: +1 (954) 658 4775Email: [email protected]

Government of Canada Public Works & ServicesPrice: Online Auction

Year: 1991

S/N: 550-0684

Reg: C-FJXN

TTAF: 9453

Location: Canada

Owner: Transport Canada, Available via online sealed bidauction at www.gcsurplus.ca,

Pratt & Whitney JT15D-4 Engines, Rockwell Collins Proline 21 System,

Contact Adam Clarke, [email protected]

Cessna Citation IIC550 Tel: +1 (613) 991 2935Email: [email protected]

Marketplace Aug 17/07/2013 10:05 Page 2


Leonard Hudson DrillingPrice: US $3,375,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,375,000 or consider trades for Citation CJ1, CJ2, orBell 212, 412 or 407.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg: N339MC

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Seven, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all seven.

BELL 212 (Seven Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace

Beechcraft Vertrieb & Service GmbHPrice: Please Call

Year: 2007

S/N: TBD

Reg: EU-Reg

TTAF: 3,041

Location: Europe

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, fresh HSI 08/2012!

Cessna Citation XLS Tel: +49 (0)821 7003 100/145Email: [email protected]



Marketplace

Capital Jet GroupPrice: Make Offer

Year: 2005

S/N: 258723

Reg:

TTAF: 4,183

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 48 monthinspection. Fresh Engine Core Overhauls. No Excuses,no projects. Make an offer soon

Hawker 800XPi Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466

E-mail: [email protected]

JetFlight LtdPrice: US$2.65m

Year: 1998

S/N: 60- 125

Reg: VP- CRB

TTAF: 2162

Location: United Kingdom

Landings: 2394. 8 seats. No damage history. Engines onESP Gold. Immaculately maintained by British privateowner from new. Collins Pro- line avionics. 3 Rotorbrakes/tyre pressure sensors. Phase A/B/C/D due April2014. On CAMP. Collins Pro Line 4 tube EFIS. Dual CollinsADC- 822 Air data computers. Dual Collins AHC- 85 Attitudeheading computers. Colour overall - Matterhorn white withblue trim lines re- painted March 2010. 3 Rotor BrakesTyre pressure sensors SB60- 32- 32R1

Learjet 60 Tel: +44 (0)7785 245400 Email: [email protected]

Avia Source, Inc.Price: Make offer

Year: 1995

S/N: 525-0089

Reg: N600HS

TTAF: 5,700

Location: France

This excellent Citation Jet has 5,700 hours total time, 5,760total landings and is covered under Cessna Pro Parts. Ithas Williams TAP ELITE coverage on the engines. TheHoneywell Avionics include SPZ-5000/IC-500 AP/FD, DualKY-196 COM, Dual MST-67A Transponders, RVSM, andKMH-820 TAS/EGPWS. The exterior is Overall White w/bottom dark blue – 2 lines red and grey. The interior hashigh gloss cabinetry, fwd refreshment center, club seatingwith an additional side facing seat. It has Cream Leatherand Beige Carpet.

Cessna Citation Jet Tel: +1 (626) 584 8170Email: [email protected]

Lions Air Ltd.Price: US$ 1,790,000 excl VAT

Year: 2000

S/N: 349

Reg: HB-FOQ

TTAF: 3000

Location: Switzerland

Very well equipped aircraft. Maintained by Pilatus Aircraftor there Service Centres and always flown by professionalpilots. Managed under EASA CAMO organisation. Oneowner. Located Zurich International Airport, LSZH.

Contact: Renè Schmid for more information.

Pilatus PC12/45 Tel: +41 (0)44 828 88 88Email: [email protected]

FCG LtdPrice: US$3,900,000

Year: 2004

S/N: 60-275

Reg: ESPVI

TTAF: 3286

Location: Estonia

Seller is highly motivated to sell. Features the ‘SE OptionsPackage’. JAR OPS Compliant. Transport Category. Two owners since new. Engines enrolled on ESP Gold. 8 Passengers configuration. No damage history. Maintenance: Phases A/B inspections completed in 2012,Phases C/D inspections completed in 2011,Engines: P&W305A TSN: 3286/3216, CSN: 2019/1074,APU model T20G-10C3A, TSN:1435, CSN:2940,Paint & Interior 2004.

Lear 60SE Tel: +371 67 207 800Email: [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

Marketplace

Wingtip, Inc. Aviation ConsultingPrice: Make Offer

Year: 2006

S/N: 1106

Reg: N780CA

TTAF: 1780

Location: USA

Low Time, Collins ProLine 21 Cockpit, XM Weather,Electronic Charts in the Cockpit, Aircell SatelliteTelephone, TCAS-I, TAWS-B, DVD/CD with IPOD Docking,FAR Part 135 Compliant, Fully Paid and Transferrable Pratt& Whitney ESP Gold Engine Service Plan, BeautifulCorporate interior and Exterior.

Price Reduced, Please Call

Piaggio Avanti II Tel: +1 (0)732 222 0274 Mobile: +1(0)973 768 1821

Fax: +1 (0) 732 222 2042

HFS Aviation LtdPrice: £350,000 excl. VAT

Year: 1982

S/N: 5043

Reg: G-LECA

TTAF: 13,847,25

Location: UK

Light weight VFR Utility. Good component times.

Priced reduced to £350,000 GBP +VAT.

Contact Jeremy Braben for more details.

Eurocopter AS 355F-1 Tel: +44 (0)1895 833 365Email: [email protected]

GesjetPrice: Please call

Year: 2008

S/N: TBD

Reg: EC reg

TTAF: 800

Location: Spain

Description: Private Meridian in perfect condition.

Only one owner wanting to sell or to share half time.No damage history.

Piper Meridian-PA 46T Tel: +34 (0)650 981 547Email: [email protected]

Winair GermanyPrice: Make offer

Year: 2007

S/N: TBD

Reg: TBD

TTAF: 1200

Location: Germany

JAR/EU Ops, 2007, only 1200 hrs., one owner/operator, fresh B-check. 7 seat Corporate, fully enclosed lavatory with flush toilet and sink. CollinsProline 21, TCAS, TAWS, IFIS 5000, Maps & Charts,SAT-Phone. Lease or ACMI/AMI and Trades possible, Twin Helicopter preferred.

Piaggio P180 Avanti II Tel: +49 (0)6332 97200Email: [email protected]



Next Issue copy deadline: Wednesday 14th August 2013

World Aircraft Sales (USPS 014-911), August 2013, Vol 17, Issue No 8 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulationto decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index

21st Century Jet Corporation.................................146

AeroSmith/Penny ......................................................132

AIC Title Services......................................................101

Albinati Aeronautics.........................................130-131

Aradian Aviation............................................................61

Air Alliance GmbH ....................................................139

Avjet Corporation...................................................42-43

Avpro.........................................................................11-15

Bell Aviation ............................................................50-51

Bombardier....................................................................53

Boutsen Aviation ..........................................................91

Central Business Jets...............................................147

Charlie Bravo Aviation..........................................68-69

China Helicopter Exposition ...................................119

Conklin & de Decker.................................................113

Corporate Aircraft Photography ............................123

Corporate AirSearch Int’l ...................................81,137

Corporate Concepts ...................................................37

Dassault Falcon Jet Europe .....................................2-3

Dominion Aircraft .........................................................89

Donath Aircraft Services ............................................63

Dubai Airshow............................................................140

Duncan Aviation .....................................................49,99

Eagle Aviation................................................................41

Elliott Aviation................................................................73

Empyrean Aircraft Consulting ................................135

Florida Jet ....................................................................133

Freestream Aircraft USA......................................21-23

General Aviation Services..........................................59

Guardian Jet............................................................16-19

Gulfstream Pre-Owned........................................34-35

Heliasset.com.............................................................103

Inada................................................................................31

Intellijet International ...................................................6-7

J. Mesinger Corporate Jet Sales.......................25- 27

JB Park GmbH...........................................................138

Jet Support Services (JSSI) ...................................109

JetBrokers................................................................54-55

Jetcraft Corporation ......................................46-47, BC

Jeteffect ......................................................................FC,5

JETNET ........................................................................105

John Hopkinson & Associates..........................45,125

Lektro............................................................................123

Mente Group ........................................................ 136

MIU Events ....................................................................66

Northern Air........................................................126-129

OGARAJETS .........................................................38-39

OWNWINGS Aircraft Trading...............................134

Par Avion ........................................................................72

Rolls-Royce.................................................................111

Singapore Airshow....................................................117

Southern Cross Aviation ............................................93

Tempus Jets ...................................................................57

The Jet Collection ........................................................33

True North Avionics ...................................................107

VREF Aircraft Values ................................................113

Welsch Aviation .........................................................124

Wright Brothers Aircraft Title ....................................83

EMAIL ALERTSAVBUYER.COM WEBSITEDIGITAL EDITION GLOBAL TRADE SHOWSPRINT EDITION

BRAND YOUR BUSINESS WITHIN THE RETROFIT MARKET

THROUGH THIS HIGHLY VISIBLE SERIES, PLANE SENSE.

Advertising in World Aircraft Sales is part of a smart, full-spectrum approach to marketing your company.It’s simple. It’s powerful. And it’s the industry’s only total marketing solution.

For advertising in Plane Sense features

please contact: Carla Kopenski

[email protected]

1-800-620-8801

he cyclical pattern associated withavionics retrofits are usually driv-en by economic conditions or reg-ulatory compliance, with the latteroffering a more compelling reason

to perform the upgrade. Ultimately, when

operators are forced to spend money on cer-

tain systems due to compliance, otherperipheral systems stand idle.

Take, for example, the years in which

operators were busy spending hundreds of

thousands of dollars to upgrade their aircraft

with RVSM and TAWS. Although both of

these systems improved safety awareness

94 WORLD AIRCRAFT SALES MAGAZINE – September 2012Aircraft Index see Page 4www.AvBuyer.com

Plane Sen

se on

Co

ckpit A

vion

ics

Get the Retrofit Right the First Time.

by Brian Wilson

FutureRegulations &Your Cockpit

Future Regs and Your Cockpit.

T

94

100

108

Development Never Sleeps: Panel Upgrades.

Supporting Your New Equipment.

UNIVERSAL’S 890R VISION I


September 2012

www.AvBuyer.com

WORLD

™

Business Aviation & The Boardroom: pages 52 - 81 • Plane Sense on Cockpit Avionics

proudly presents

Falcon 900EXy

Serial Number 181

See pages 28 - 29 for further details

▲

ew business tools better lend them-selves to progressive upgradingthan aircraft in general, and busi-ness aircraft in particular. Theoptions for enhancing the utility of an air-craft are just that broad and deep and theeconomics hold broad appeal with significantbenefits – especially in tight financial times.

And nowhere are the options richer thanin cockpit avionics. From replacing individ-ual radios to revamping entirely the fullbreadth of an instrument panel, there areoptions applicable to practically every model

of airplane, from pistons to propjets toturbofans.There are aircraft and times for whichoperating economics drive a replacement

decision; times where the aircraft, for exam-ple, employs powerplants that are particular-ly uneconomical to operate and a replace-ment may be the smarter option – unless anengine upgrade is available, as sometimes isthe case.

Many an older, still-viable turbine lacksall of today’s modern cockpit accoutrements,however: These offer no electronic display

100 WORLD AIRCRAFT SALES MAGAZINE – September 2012

Aircraft Index see Page 4

www.AvBuyer.com

Plane Sen

se on

Co

ckpit A

vion

ics

ADS-B, WAAS GPS, Integrated Flight Decks: It just keeps going!by Dave Higdon

Development Never Sleeps

F

TIME TO GET WITH THE TIMES ? ANUPDATE EXISTS FOR YOUR PANEL

n my early days as a mechanic, I

could easily troubleshoot and repair

all of the cockpit avionics systems. It

was a simple process. If the unit was

electrical, we would check to make sure it

had electricity. If it was vacuum, then we

would check to see if it had suction. The first

required a volt/ohm meter check on the

wire, the latter required looking at the vacu-

um gauge.If the system required a source of power,

then I would remove and replace the unit

and the system was fixed. After 40 years of

cockpit avionics changes, most of those wires

no longer exist and have been replaced with

power/data cables. Many corporate jet tech-

nicians today might not even know what a

vacuum gauge looks like.Troubleshooting and repair of today’s

cockpit systems consist of determining if the

problem is with an airframe component, or

with a sensor that provides information, or

in one of the boxes that collects and process-

es sensor information, or it could possibly be

a problem with the software program that

performs the processing.If the problem can be isolated to an air-

frame component or a sensor, then a trained

technician can repair the problem or replace

108 WORLD AIRCRAFT SALES MAGAZINE – September 2012

Aircraft Index see Page 4

www.AvBuyer.com

Plane Sen

se on C

ockpit A

vionics

Maintenance considerations for today’s

advanced cockpits.by Steve Watkins

SupportingYour NewEquipment

I

Three articles focused on Cockpit Avionics Copy required by 14th August 2013


TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration hascertified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superbpoise throughout the operating envelope and light but not oversensitive control feel. In addition, Tri-Jets have set world andnational records for distance, speed, time to climb and sustained altitude.

Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speedand altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraft’s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two.

Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered byhydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically. The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power forthe right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operatethe aircraft and land safely if a system fails.

An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets useexcessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuelefficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight andoperating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in anaircraft that burns less fuel than many heavier twin-jets.

Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

Tri-Jets Range Map

7X=5950nm900EX=4500nm900DX=4100nm

50EX=3267nm

21st Century December 2010 17/11/10 16:47 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

CITATION VII S/N 705224 Carat Gold Standard 61 Year Corporate Department History, 6200 TT,3584 Cycles, MSP Gold, Dual UNS-1C's, 880 Radar, 8 + 1 Place Interior

Mexico office

Enrique A. Ortega Lapham

TEL: +52.55.5211.1505

CELL: +52.55.3901.1055

WEB: www.cbjets.com

E-MAIL: [email protected]

GULFSTREAM V S/N 567Of fered by Original Fortune 100 Corporation, 35 year history as a FleetOperator of Gulfstream Aircraft; Immaculate Maintenance, Rolls Royce

Corporate Care Engine Program, Can Deliver w/ New Interior &Configuration

CHALLENGER 604 S/N 5577Freshly completed by Duncan Aviation for its 96-Month Inspection

and Landing Gear Overhaul, 2000 Hours TT, On Smart Parts Plusand MSP -150 APU Engine Programs, Spectacular Terence Disdale

Designed 10 Place Interior

GULFSTREAM G200 S/N 1991700 TT / 900 Landings, ESP Gold, Meets all EASA / JAR OPS

Requirements, Impressive List of Options including Aerial ViewCamera, Factory Warranties thru 09/13

2009 CHALLENGER 300 S/N 202641451 TT, Iridium SAT Phone w/ Swift Broadband Wifi, MSP GOLD, 2nd

IFIS FSU (Paperless Cockpit), Impressive list of Options includingSliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained

to Part 135 Standards

FALCON 900EXy S/N 121Single Owner, Former Falcon Demonstrator, Most Systems are Triple,

2476 Total Hours, 1140 Cycles, MSP Gold Engine Programs

FALCON 20F "500NH" SN/470 w/ FALCON 900CEngines & APU Modification

7700 TT / 4900 Landings, MSP Gold, Collins Proline II EFIS Cockpit,Dual Collins Radio Tuning Units, Dual Universal 1L's w/ WAAS, ETC

FALCON 900C S/N 194Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold Engine

Programs, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs

DesignerInterior

Also Available - Gulfstream Astra SP S/N 049 w/ 3800 Hours Total Time • Falcon 900EXy S/N 238 For Lease

♦ Celebrat ing 30 Years ♦

InitialOffering

Initial

Offerin

g Initial

Offerin

g

CBJ July_CBJ November06 18/06/2013 15:22 Page 1

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

I

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

I

FEATURED INVENTORY

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

1988 Airbus A310-304 2011 Airbus A318 Elite 2006 Challenger 604 2010 Challenger 605 2007 Challenger 850ER 2005 Citation X 2006 Citation XLS 1997 CRJ 200 2005 Falcon 2000EX EASy 1987 Falcon 900B 2001 Falcon 900EX

2007 Global 5000 2014 Global 6000 2005 Global Express 2009 Global XRS 2001 Gulfstream 200 1988 Gulfstream IV 1998 Gulfstream IVSP 2006 Hawker 850XP 2008 Hawker 900XP 2001 Lear 45 2007 Legacy 600

2003 GUlFSTREAM 550 - SN 500414 Pax Forward Galley with Forward Crew Rest Conf. Available for Viewings in Basel, Switzerland

2000 GlObAl ExpRESS - SN 9062Uncompromising Quality - Immediately Available Max-Vis EVS-1000, WSI AV-300 Weather

2008 HAWKER 900xp - SN HA-0036 392 Hours Total Time - Lowest AvailableOne Owner - Exceptional Value - Prime Condition

2007 GlObAl xRS - SN 91852,450 Hours - Fully Programmed (RRCC, SmartParts, MSP)Freshly out of Inspections at Bombardier (FLL)

Download the Jetcraft App

Scan this QR code to download to your Apple or

Android device.

2005 CHAllENGER 604 - SN 5628Attractively Priced - Immediately AvailableBased in Europe - 100% JSSI Engine Program

- Search aircraft listings- Sort listings by manufacturer- Download aircraft brochures- Read recent Jetcraft news- View Jetcraft’s upcoming event schedule- Receive notifications about new listings

WAS_7-30-13_back cover_Connections.indd 1 7/1/13 3:10 PM

world aircraft sales magazine august 2013

Documents

total time

passengers easa euops1

new paint

vhf hud aero

ex easy2003 sn

ex easy2007 sn

global marketplace

world aircraft sales