world aircraft sales magazine december 2013

The global marketplace for business aviation December 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 24 - 75

Freestream Aircraft (Bermuda) Limitedproudly presents

Boeing BBJSerial Number 29273

See pages 11 - 15 for further details

FC Freestream Dec13_FC December 06 02/12/2013 10:51

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

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

PRE-OWNED FALCON

Project1_Layout 1 25/11/2013 11:39 Page 1

1998 • s/n 062 • 2,713 hrs. total time : very low time

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

Falcon 2000

2009 • s/n 185 • 913 hrs. total time

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

Falcon 2000LX

2005 • s/n 150 • 2,433 hrs. total time

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

Falcon 900EX EASy

2007 • s/n 609 • 2,091 hrs. total time

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

Falcon 900DX

Falcon 900EX EASy

Falcon 900EX

2005 • s/n 145 • 3,000 hrs. total time

• 14 passengers with Fwd & Aft lavatories• EASA / EUOPS1 certified• Under Falcon Care• Eng & APU on MSP• Head Up Display• AeroH+ Swift 64, Satcom with

high speed data channel

2002 • s/n 109 • 7,380 hrs. total time

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

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


4 WORLD AIRCRAFT SALES MAGAZINE – December 2013

12.13Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA318 . . . . . . . . . . 50,A318 Elite. . . . . . 87, 164,A319. . . . . . . . . . . 91,A319 CJ . . . . . . . 164,A320 VIP . . . . . . 36,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 1, 11, 12, 50, 51,. . . . . . . . . . . . . . . 68, 69,BBJ II . . . . . . . . . 12,BBJ 3. . . . . . . . . . 41, 68,Super727 VIP . . 68,737-800 . . . . . . . 136,MD-87. . . . . . . . . . 155,MD-DC-8-62 VIP. 69,

BOMBARDIERGlobal 5000 . . . . 7, 18, 26, 33, 36, 49,. . . . . . . . . . . . . . . 55, 61, 164,Global 6000 . . . . 7, 164,Global Express . 18, 26, 50, 51, 53,. . . . . . . . . . . . . . . 63, 67, 151, 164,Global Express XRS.. 12, 18, 36, 40,. . . . . . . . . . . . . . . 59, 164,ChallengerCRJ 200 . . . . . . . 164,CRJ 200LR . . . . . 36,CRJ 700ER . . . . . 20,300 . . . . . . . . . . . 7, 20, 36, 40, 137,. . . . . . . . . . . . . . . 141, 161, 164,601 . . . . . . . . . . . 68,601-1A . . . . . . . . 17,601-3A . . . . . . . . 29, 50, 127,604 . . . . . . . . . . . 20, 27, 36, 67, 68,. . . . . . . . . . . . . . . 161, 164,605 . . . . . . . . . . . 7, 13, 36, 40, 91, . . . . . . . . . . . . . . . 164,650 . . . . . . . . . . . 117,850 . . . . . . . . . . . 164,850ER . . . . . . . . 164,Learjet 31A . . . . . . . . . . . 61, 67, 155,35A . . . . . . . . . . . 56, 71, 73,40 . . . . . . . . . . . . 91,40XR . . . . . . . . . . 61, 144,45 . . . . . . . . . . . . 15, 22, 140, 155,45XR . . . . . . . . . . 55, 68, 145, 164,60 . . . . . . . . . . . . 22, 31, 37, 46, 50, 51,. . . . . . . . . . . . . . . 55, 73,60SE . . . . . . . . . . 61,60XR . . . . . . . . . . 22, 67,

CESSNACitationII. . . . . . . . . . . . . . 39, 56, 60, 161,IISP . . . . . . . . . . . 60,III . . . . . . . . . . . . . 56, 60, 61,V. . . . . . . . . . . . . . 60,VI . . . . . . . . . . . . . 17,X . . . . . . . . . . . . . 21, 67, 81,

XLS . . . . . . . . . . . 20, 21, 46, 49, 56,. . . . . . . . . . . . . . . 59, 146, 158, 164,XLS+ . . . . . . . . . . 20, 31,CJ1. . . . . . . . . . . . 85,CJ1+ . . . . . . . . . . 21, 31, 49, 164,CJ2. . . . . . . . . . . . 21, 39, 60, 68, 91, . . . . . . . . . . . . . . . 117, 138,CJ2+ . . . . . . . . . . 17, 21,CJ3. . . . . . . . . . . . 21, 91, 117, 127, 157,CJ525 . . . . . . . . . 101,500 . . . . . . . . . . . 127,Bravo . . . . . . . . . 60, 85, 158,Encore . . . . . . . . 22, 85, 91, 155,Encore+ . . . . . . . 28, 60,Excel . . . . . . . . . . 49, 161,Grand Caravan . 15,Jet . . . . . . . . . . . . 157,Mustang . . . . . . . 21, 91,Sovereign. . . . . . 20, 28, 39, 46, 49, . . . . . . . . . . . . . . . 55, 68, 146,T206H StationAir .39,Ultra . . . . . . . . . . 21, 46, 152,ConquestII . . . . . . . . . . . . . . 57,

EMBRAERLegacy 500 . . . . 164,Legacy 600 . . . . 31, 68, 81, 155, 164,Lineage 1000. . . 51,

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

FALCON JET7X . . . . . . . . . . . . 19, 55, 91, 139, 161,. . . . . . . . . . . . . . . 162,20-5BR-2C . . . . . 71,20F . . . . . . . . . . . 161,50 . . . . . . . . . . . . 17, 19, 20, 29, 55, . . . . . . . . . . . . . . . 161, 162, 164,50-4 . . . . . . . . . . . 162,50EX . . . . . . . . . . 19, 27, 162,900B . . . . . . . . . . 19, 31, 33, 67, 69,. . . . . . . . . . . . . . . 91, 150, 162, 163,900C . . . . . . . . . . 56, 64, 142, 162, . . . . . . . . . . . . . . . 163,900DX . . . . . . . . . 3,900EX . . . . . . . . . 3, 14, 26, 36, 59, 117,. . . . . . . . . . . . . . . 147, 162, 163,900EX EASy . . . 3, 162, 163,900LX . . . . . . . . . 19, 40,2000 . . . . . . . . . . 3, 14, 27, 55, 60, 65,. . . . . . . . . . . . . . . 68, 164,2000EX . . . . . . . 143,2000EXEASy . . 164,2000LX . . . . . . . . 3, 26, 40, 164,2000S . . . . . . . . . 158,

GULFSTREAMIISP . . . . . . . . . . . 161,IV . . . . . . . . . . . . . 19, 29, 46, 81,IVSP . . . . . . . . . . 13, 18, 19, 27, 33, 37,. . . . . . . . . . . . . . . 51, 52, 67, 68, 73, 81,

. . . . . . . . . . . . . . . 149,V. . . . . . . . . . . . . . 18, 53, 67, 81, 163,100 . . . . . . . . . . . 49,150 . . . . . . . . . . . 18, 28, 40, 49, 52,. . . . . . . . . . . . . . . 59, 71,200 . . . . . . . . . . . 7, 26, 40, 52, 67, 163,350 . . . . . . . . . . . 13,450 . . . . . . . . . . . 7, 13, 17, 18, 33, 37, . . . . . . . . . . . . . . . 49, 53, 69, 73, 164,500 . . . . . . . . . . . 53,550 . . . . . . . . . . . 7, 40, 49, 53, 164,

HAWKER BEECHCRAFTBeechcraft Baron G58 . . . . . 22,400 . . . . . . . . . . . 60,400A . . . . . . . . . . 22, 60, 85, 161,Premier 1 . . . . . . 67, 85,Premier 1A . . . . . 29, 73,King Air300 . . . . . . . . . . . 127,350 . . . . . . . . . . . 49, 57, 91,350i . . . . . . . . . . . 28, 60, 61,B100 . . . . . . . . . . 57,B200 . . . . . . . . . . 49, 57, 85,C90 . . . . . . . . . . . 49, 60,C90B . . . . . . . . . . 31,F90 . . . . . . . . . . . 87,Hawker400XP . . . . . . . . . 49, 60, 67,4000 . . . . . . . . . . 22, 67, 73,800A . . . . . . . . . . 14, 22, 56, 59, 60,. . . . . . . . . . . . . . . 85, 156,800XP . . . . . . . . . 7, 33, 46, 49, 67, 81,. . . . . . . . . . . . . . . 161, 164,800XPi . . . . . . . . 156,850XP . . . . . . . . . 37, 49,900XP . . . . . . . . . 22, 49, 73, 91,1000A . . . . . . . . . 14,1000B . . . . . . . . . 164,

IAIAstra 1125 . . . . . 17, 63, 127,Astra SPX. . . . . . 17, 117,Westwind II . . . . 127,

PIAGGIOII. . . . . . . . . . . . . . 161,Avanti . . . . . . . . . 35,Avanti II . . . . . . . 73,Avanti P180 . . . . 164,

PILATUSPC12-45 . . . . . . . 57,

PIPERCheyenne II . . . . 91,Cheyenne IIXL . 60, 101,Meridian . . . . . . . 57, 73,Seneca V. . . . . . 91,

SABRELINER65 . . . . . . . . . . . . 60, 61,

SOCATATBM 700A . . . . . 101,TBM 700B . . . . . 61,TBM 700C2 . . . . 101,TBM 850. . . . . . . 101, 148, 157,

HELICOPTERSAGUSTAWESTLANDA109 E . . . . . . . . 15, 46,A109 E Power . . 23, 31,A109S Grand. . . 23, 159,Koala. . . . . . . . . . 49,A119 KE . . . . . . . 91,

BELL206L4 . . . . . . . . . 156,212 . . . . . . . . . . . 156,230 . . . . . . . . . . . 91,407 . . . . . . . . . . . 23, 67,407 GX . . . . . . . . 23,430 . . . . . . . . . . . 23,412EMS . . . . . . . 156,412EP . . . . . . . . . 159,

EUROCOPTERAS 350B . . . . . . . 159,AS 350 B3 . . . . . 91,AS 355 F-1 . . . . . 159,AS 355 N . . . . . . 91,AS 365 N2 . . . . . 23,AS 365 N3 . . . . . 164,BK 117C1 . . . . . . 91,EC120B . . . . . . . 158,EC 130 B4 . . . . . 31,EC 135 P1 . . . . . 23,EC 135 P2+ . . . . 49,EC 135T2 . . . . . . 23,

MCDONNELL DOUGLASMD 600N . . . . . . 49, 158,

SIKORSKYS76C+. . . . . . . . . 29, 147,S-76C++ . . . . . . 15,S-92 . . . . . . . . . . 23,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 5, 112,Aircraft Perf & Specs . . . . . 113, 117,. . . . . . . . . . . . . . . . . . . . . . . . 123,Aircraft Title/Registry . . . . 97, 103,Ground Handling . . . . . . . . 117,Photography . . . . . . . . . . . . 123,

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

AC Index Dec13 21/11/2013 13:35 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].

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8 WORLD AIRCRAFT SALES MAGAZINE – December 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]

ADVERTISINGBrittany Davies

VP Sales Cell: 303-917-0186

[email protected]

Karen Price1- 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

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PUBLISHERJohn Brennan

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

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Subscribe OnlineNow you can subscribe to

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The global marketplace for business aviationNews - Aircraft listings - Editorial

The global marketplace for business aviation

September 2013

www.AvBuyer.com

WORLD

™

Business Aviation & The Boardroom: Pages 20 - 65

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


October 2013

www.AvBuyer.com

WORLD

™


proudly presentsFalcon 7XSerial Number 57 - Registration N57BR


Performance. Integrity. Reputation.

Visit Avpro, Inc. atNBAA 2013 Static Display


November 2013

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WORLD

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Jetcraft is pleased to present the

2002 Airbus A320 VIP #1868

and the following exceptional

opportunities for your ultra-long mission

on pages 32-33:1988 Airbus A310-3042011 Airbus A318 Elite

2000 Airbus A319 CJ2005, 2006, 2007, 2012 Global 5000

2012 Global 60002003, 2005 Global Express

2005, 2007, 2009, 2010 Global XRS

2003 Gulfstream G550

Panel Nov13 20/11/2013 11:02 Page 1

Contents

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

Regular Features10 Viewpoint16 Wichita Insider96 Aviation Leadership Roundtable104 Aircraft Performance & Specifications110 JETNET >>KNOW MORE122 BizAv Round-Up 130 Market Indicators

Next Month’s IssueBusiness Aviation and the BoardroomDealer Broker 2014 Outlook

Featured Articles - Business Aviation and the Boardroom24 ‘The Ultimate Time Machines’: Robert Herjavec called business aircraft

‘the ultimate time machines’ in a recent interview with Jack Olcott. Others agree…

30 Safety Redefined: Pete Agur’s involvement with Business Aviation safety is more than professional. It’s personal. And it should be for you, too. Here’s why.

38 The True Costs of an Accident: Risk mitigation does not guarantee cost mitigation. The cost of an accident can be far more than meets the eye – so what will be your insurance strategy?

48 BizAv Ownership – Options Summary: David Wyndham provides a capstone to his preceding series on Business Aviation delivery systems.

58 A Look Ahead To 2014: As 2013 concludes, Jay Mesinger briefs Board Members on the year ahead, and the prospect for changes in the market for business aircraft.

66 Acquiring a Business Aircraft 101 (Part 2): Concluding our review of the basics of aircraft acquisition, tax planning, ownership structures and considerations of FARs are discussed.

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

Main Features76 Flight Dept. Management Skills – Leaders Are Doers: Jack Olcott

discusses the hindrances to, and the need for delegation in an effective leader of a flight department.

78 Flight Dept. Management Skills – Power of Presentation: Every leader needs to be heard and understood clearly. Jodie Brown considers the tools for effective public speaking.

80 Aircraft Comparative Analysis – Learjet 60XR: How does the performance of the Learjet 60XR stand up against the Gulfstream G150?

86 GAMA 3Q 2013 Shipment Analysis & Report: Mike Potts scrutinizes the recent airplane shipment report that offers strong evidence of a market recovery underway.

98 Nextant G90XT Profile: Nextant Aerospace announced its second remanufacturing project in Las Vegas recently. We take a closer look at the G90XT.

108 Mente Complete: A world-class team of transaction specialists, aviation designersand operational and technical consultants help individuals manage VVIP aircraft acquisitions & refurbishments.

114 RVSM Streamlining: Efforts are afoot to try and streamline the RVSM process. Ken Elliott outlines this with a particular focus on the FAAs intentions.

118 NBAA2013 OEM Watch: Rod Simpson offers a news-snippet summary of all the major airplane manufacturers from the recent NBAA Convention in Las Vegas.

Volume 17, Issue 12 – December 2013

24

66

38

Panel Nov13 20/11/2013 14:29 Page 2

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

ikely as old as the Wrights’first cross-country flight – thesaying in the subheadingrefers not to the one or twocross-country hours required

to earn a private pilot’s rating, but rather totoday’s five-to-ten hour, non-stop, cross-continent and intercontinental tripsreserved for large cabin, long rangebusiness jets.

Those who were inspired to pursue acareer flying by watching The Right Stuff,Top Gun, or The High and The Mighty,might have been well served to watch TheSpirit o f St. Louis before taking the plunge– or leap, as it may be. For just as it was for‘Lucky Lindy’, take-offs and landings nor-mally are the most exciting parts of anyflight, requiring the closest attention. Morethan 100 years of accident statistics bearthat out, as the vast majority of accidentsoccur in those two segments.

Unless you’re flying into Aspen at sun-set during a winter storm watch, or assum-ing there’s no political unrest at your desti-nation, the rest of any trip should be rou-tine, with any additional excitementreserved for passenger ground transporta-tion problems upon arrival. Once the flightdirector is programed and the autopilotengaged, the flight becomes a matter ofmonitoring gauges – er, computers – and,in the case of ultra-long flights requiring anaugmented crew, swapping pilots in flight.

In fact, cockpit automation – includingtablet computers replacing flight bags –and conversation about commercial trans-port drones, have made the old saw aboutthe flight crew of the future ‘consisting of apilot and a dog’ closer to reality than mostwould care to admit. So if this becomes evi-dent to most professional pilots within ashort time on the job, why do they stickwith it?

Well, that might best be answered withthe punchline to another old aviation anec-dote: “What? And get out of aviation?”

There is new psychological researchwhich reveals why people end up with bor-

ing jobs. A recent study: "Effort Aversion:Job Cho ice and Compensation DecisionsOverw eigh Effo rt," published last month inThe Journal o f Economic Behavior andOrganization by Duke University market-ing professor Peter Ubel and DavidComerford, an assistant professor at theUniversity of Stirling, explains.

“Effort aversion” describes why peoplechoose to put forth less effort even if itmeans less personal satisfaction. And oncethey become aware of pay differentials,people are willing to take a less fulfillingjob over a more stimulating one, if theybelieve that they won’t be properly com-pensated to do one that provides more per-sonal satisfaction. In other words, once theissue of compensation comes into play, jobsatisfaction goes out the window.

During a recent radio interview, ShankarVedantam, National Public Radio’s ScienceCorrespondent, compared the study’s find-ings to Albert Camus’ conclusions aboutthe modern worker in his Myth o fSisyphus. That made me reflect on flying asa career, and the impact that “effort aver-sion” might have on inspiring the nextgeneration of pilots.

And because aviation and aerospacehave often turned to Greek mythology toname aircraft and rockets - relying on thepositive character traits symbolized bythose gods, goddesses and heroes to helpdefine those vehicles - drawing an analogybetween a flying career and Sisyphus’ fatebecomes all the more interesting andappropriate.

Sisyphus was not a particularly endear-ing chap, either to his fellow man or to thegods – to the latter for imprisoning Deathand briefly making all men immortal. Thegods condemned him to roll a boulder up ahill, only to have it slip just as he reachedthe crest, and roll back to the bottom –where he would begin the task again, andagain, and again, for all eternity.

That is not unlike flying a scheduledcommercial air route between the same citypairs, or the routine hours upon hours

spent crewing along-range busi-ness jet, eithercruising at FL410or sitting in FBOcrew lounges wait-ing for passengers.

Now, CamuscomparedSisyphus’ fate tothe routine oftoday’s 9-5 worker,and decided that accepting the repetitiveabsurdity of their tasks would enableSisyphus’ modern counterparts to labor inpeace. And while that may have been finefor Sisyphus and Camus’ fabled worker,it’s not likely to be so true for the next gen-eration of professional pilots.

And if Ubel and Comerford are correct,the more routine and boring commercialflying becomes, without a significantlyincreased pay scale, the less attractive pro-fessional piloting becomes to those seekingchallenging work. Tedium will not attractthe next new generation of aviators to pur-sue flying as a career, no matter what thecompensation, and we will have lost a criti-cal advantage over other careers in attract-ing a new cohort of capable pilots largeenough to satisfy both commercial and cor-porate aviation staffing requirements.

Perhaps unmanned drones – or themixed crew of human and canine – areindeed the future of business and commer-cial air travel.❯ Gil Wolin draws on forty years of aviation mar-keting and management experience as a consultantto the corporate aviation industry. His aviationcareer incorporates aircraft management, charterand FBO management experience (with TAGAviation among others), and he is a frequentspeaker at aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA,and currently serves on the Advisory Board forCorporate Angel Network and GE CapitalSolutions-Corporate Aviation. He can be contacted at [email protected] orwww.wolinaviation.com

Effortless Aviation:

VIEWPOINT

L

“Hours and hours of utter boredom, punctuated by moments of sheer terror.”

by Gil Wolin

Gil WolinDec2013_Gil WolinNov06 19/11/2013 15:50 Page 1

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APU Honeywell 131-9BTTSN Hrs 3172 / Cycles 2652

InteriorMaximum 18 Passenger Interior. Forward crewrest section at aircraft entrance. Forward loungefeaturing 4 individual club seats and 2 inwardfacing material divans. Aft lounge featuring 2 (4seat) dining tables and inward facing materialdivan and credenza containing entertainmentsystem. Aft section is a master bedroom withdouble bed and en-suite bathroom / lavatory withshower. Aft Galley area. Forward cloak room andforward airstairs.

AvionicsADIRU: Honeywell P/N HG2050AC04Comm: Collins VHF-900B -- P/N 822-1047-003Nav: Collins VOR-900 -- Receiver P/N 822-0297-001

FMS: FMC P/N 171497-05-01HF: Collins HFS-900 -- P/N 822-0330-001ADF: Collins ADF-900 -- R/T PN 822-0329-001DME: Collins DME-900 -- Interrogator P/N 066-50013-0101

ILS/GPS: Collins Receiver P/N 822-1152-002ATC Transponder: Collins TPR-901 P/N 822-1338-003

RADAR: Collins WXR-700 -- R/T P/N 622-5132-632

TCAS: Collins TTR-920 -- Computer change 7P/N 622-8971-020

EGPWS: Honeywell Computer P/N 965-0976-003-204-204

CVR: P/N 2100-1020-00FDR: P/N 2100-4043-00ELT: Artex B406-4 -- P/N 453-5004HGS: Computer P/N 1500-1730-002AIRSHOW Network- Fax / SATCOM

To learn more about this exceptional BBJ,please contact our office.Tel: +1 441 505 1062 Email: [email protected]

Freestream 1 page December 21/11/2013 13:44 Page 1









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Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

2013 Boeing BBJ IIS/N: 39899. Reg: VP-BBW• Total Time: 19:45 hours / Landings: 13

• Exclusive Marc Newson Designed Interior

• 19 Passenger

• Aft VIP section featuring private bedroom/master lavatory

• Airshow/Network-Fax/Satcom/SBB

• Wi Fi/Live TV/Landscape Camera

• PATS 6-Tank Auxiliary Fuel System

Boeing BBJ S/N: 34303. Reg: VQ-BBS

• US$25,950,000

• Total Time: 34,534 / Landings: 3680

• 44 Passenger

• 1 Forward & 2 Aft Lavatories

• Range: 5200nm

• PATS 7-Tank Auxiliary Fuel System

• Recent C Check complied with June 2013

• Interior refurbishment in progress at AMAC Basel

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

Global XRS S/N: 9195. Reg: N4T• Buyer Choice: US$27,950,000 or US$29,500,000

enrolled on RRCC• 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 December 21/11/2013 13:44 Page 1









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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

Gulfstream IVSP S/N: 1385. Reg: N4818C

• US$8,495,000

• TTAF: 4266 / Landings: 2701

• APU on MSP

• Honeywell MCS-6000 SATCOM

• Securaplane 500 security system

• CVR/FDR

• Honeywell TCAS 2000

• New Paint July 2013

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

• Make Offer

• Total Time: 3645 hours / Landings 1631

• Entry into Service: Februay 2006

• 14 passenger

• Aft galley

• Airshow 4000

• Honeywell Visual Guidance System (HUD/EVS)

Challenger 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










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Boeing BBJ/28579

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

• Make Offer


• Will deliver with Engines & APU on MSP

• Avionics on Honeywell Advanced Protection Plan

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• Airshow 400/Genesis

• 14 passenger w/forward crew and aft lavatories

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

• Make Offer

• TTAF: 8498 / Landings 5281

• Engines on MSP Gold

• 2006 Paint & Interior

• Dual NZ-2000 with dual GPS

• TCASs II with Change 7

• EGPWS

• 48 Month Inspection c/w April 2013

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

• US$4,950,000

• Total Time: 6289.27 hrs / Landings: 5614

• Engines and APU on Honeywell MSP Gold

• B-RNAV/RVSM/RNP10/RNP5 Compliant

• Honeywell Mark V EGPWS

• Collins TTR 920 TCAS II

• New Paint April 2007

• Elegant 10 Passenger Fireblocked Interior

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

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










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

• Make Offer


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

Sikorsky S-76C++S/N: 760757. Reg: B-7336

• Make Offer

• Low Time

• Single Pilot IFR Equipped

• EGPWS

• CVR

• Pop-out Float

2003 Cessna Grand Caravan• US$1,340,000 or Best Offer

• Low time 1,700 hrs TTSN

• 9 executive leather seats

• Cargo pod

• Air Conditioning

• Oxygen equipped

Agusta A109E S/N: 11132. Reg: HB-ZDM• US$2,050,000• Perfect condition• Low time 1,500 hrs TTSN• Unique Ferrari red paint• Maintained by former Agusta Chief Maintenance

Engineer• LH and RH sliding doors• New windshield



uring the early 1970s, Iremember several instances inwhich single-engine airplaneswere given away to luckyflight training students who

happened to get their names drawn out ofa hat. The sponsoring organizations usedthe airplanes to lure prospective pilots intoflight schools. A Cessna 172 cost less than$25,000 and a Cessna 150 - the most com-mon flight training platform - could beacquired for less than twenty grand.

The math was pretty simple: give awaya $20,000 airplane and get several thousandstudent pilots to spend hundreds of dollarseach to take flying lessons. If 10-20% ofthose students earned their pilots’ licenses,a similar percentage of that group would,in all likelihood, become aircraft buyers.Give away one airplane and, eventually,sell hundreds. That’s how it worked.

Product liability changed all of that evenbefore it prompted the airframe manufac-turers to suspend production of their sin-gle-engine models by forcing them to jackup their prices to cover potential litigationexpenses. The Cessna 152s, 172s, PiperArrows and Archers suddenly cost more tobuy than decent houses or luxury cars...andthe rate of climb on the expense of flighttraining was a lot more rapid than that ofthe airplanes themselves.

No one was giving away new airplanes.In fact, after 1986, no one was even build-ing them. Things stayed that way until the104th Congress, which swept theRepublicans to majorities in the Congressfor the first time in 40 years, finally passedlegislation that removed the long-tail of lia-bility from every airplane ever producedby the manufacturers.

The General Aviation Revitalization Actof 1994 cut the companies’ liability on theirproducts back to 18 years. An accidentinvolving an airplane built before WorldWar II no longer had the potential to bank-rupt the company that manufactured it.Cessna, and then Piper, along with a new

company, Cirrus, began building trainingaircraft again.

The number of student pilot starts,which had eroded dramatically, showedsigns of growth again...but two things con-tinued to threaten the revival of flighttraining and the creation of a new genera-tion of airplane buyers - purchase pricescontinued to rise and inflated concernsover 100 LL fuel threatened to ground pis-ton-engine airplanes again.

FOUR-TENTHS OF ONE PERCENTThe latter issue provides the basis for virtu-ally all of the proposals, legislation, regula-tion and frustration associated with 100LLavgas. Most stakeholders acknowledge thatcivil aviation’s contribution to global CO2levels is approximately 2%. BusinessAviation (which also includes emissionsfrom Jet A-burning jets and turboprops)accounts for an estimated 2% of that total,or approximately 0.04% of globalemissions! Flatulent livestock probablyaccount for more, but environmentalgroups haven’t targeted them for extinctionyet.

At any rate, the price of airplanes, theprice of their fuel, and the price of regula-tory compliance for both continues toclimb. The results are a virtually flat popu-lation of piston engine aircraft in the USand a decline of nearly 30,000 in the num-ber of active pilots, as aging flyers leavethe workforce.

Meanwhile, the real crisis facing GeneralAviation is evident in student starts, where

an already deplet-ed number of peo-ple entering theflight trainingranks in 1996 (thefirst year after pis-ton airplane pro-duction resumed)has dropped fromaround 25,000 tounder 15,000today.

DON’T HOLD YOUR BREATH!Student starts will likely continue todescend if flight training continues to beunaffordable. And it’s not just the training,but the aircraft in which it takes place thatpose real problems for the future of theGeneral Aviation industry.

That new four-place Cessna Skyhawkthat retailed in 1996 for four times what itcost in 1976 has now gone up another250%. The MSRP on the Model 172 is nowa whopping $307,500. Cessna’s recently-announced diesel-fuel burning version ofthe Model 182 Skylane carries a $515,000price tag. It’s supposed to “solve” the100LL problem now, while the rest of theindustry plods ahead hoping to come upwith a viable alternative by 2020.

At the pace that this process has beengoing, it’s probably safe to say not to holdyour breath waiting for a fix. On the otherhand, if you do you might actually avoidinhaling any of General Aviation’s incredi-bly small carbon emissions...and all of thatlivestock pollution, too!❯ Dave is a veteran communications executive withmore than 35-years’ experience in corporate man-agement and consulting roles. Former employersinclude NBAA; AlliedSignal; Cessna; andBombardier Aerospace, and today he is Principal ofThe Franson Consulting Group, a PR and MarketingCommunications firm serving a variety of domesticand international clients, and is Executive Directorof the Wichita Aero Club. ❯ Contact Dave at [email protected]

Getting The Lead Out, Pilots In

At any rate, the price of airplanes, the price of

their fuel, and the price ofregulatory compliance for both

continues to climb.

WICHITA INSIDER

D

Growing the pilot population will require affordable aircraft in which to train. by Dave Franson

Wichita2013_Gil WolinNov06 19/11/2013 14:43 Page 1

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

Universal EHFI 640 Five Display EFIS. Dual UNS 1 FMS. 100% JSSI. Fairchild A100 CVR. Artex C406 ELT. Gross Weight Increase. RVSM Capable. Fwd & Aft 20 Inch LCD Monitors. Forward Crew Jump Seat. Gear Overhaul July 2012.

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.

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

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

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1 9 8 4 C h a l l e n g e r 6 0 1 - 1 A s /n 3 0 2 4

AIRCR A FT SALES & ACQUIS IT IO NS

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

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

2 0 0 6 C i t a t i o n C J 2 + s / n 5 2 5 A - 0 3 1 6

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

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“The Ultimate Time Machine.”Making the most of the oneinvaluable commodity.

BUSINESS AVIATION AND THE BOARDROOM


obert Herjavec owns a BombardierChallenger 604 and maintains twoMagellan Jet Cards that give him accessto charter aircraft for his business travelswhen his own aircraft is down for sched-

uled maintenance or otherwise not available.When asked why he is so committed to BusinessAviation, he related advice given to him manyyears ago.

“A friend told me,” responded Herjavec, “thatany problem that you have in life that can besolved with money is really not that big.” He con-

tinued, “The only thing in life that we have thatwe cannot get back is time. I think that the [busi-ness] aircraft is the ultimate time machine.”

A newly released booklet, ‘Top Ten: Ten greatleaders from ten great organizations share ten greatreasons to use Business Aviation’—carries essentiallythe same message. Distributed by the NationalBusiness Aviation Association at its 66th annualconvention, Top Ten contains quotes from well-known leaders in American enterprise. Eachleader offers his or her succinct reason whyBusiness Aviation works for them.

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

R

Shark Tank star Robert Herjavec called business aircraft‘the ultimate time machines’ in a recent interview withJack Olcott.

“The only thing in life

that we havethat we cannot

get back istime. I think

that the[business]

aircraft is theultimate time

machine.”- Robert Herjavec

BG 1 Dec13_FinanceSept 19/11/2013 15:07 Page 1

• Arnold Palmer—“Business Aviation has givenme an important edge. It has allowed me to bein more places in less time than the competi-tion.” (Golfer Palmer conducts worldwide business from his hometown of Latrobe, PA.)

• Fred Smith—“Business Aviation has been an integral part of FedEx’s success since the day we were founded. [Business aircraft] allow our people to move around the world in a much more efficient and productive fashion that wouldn’t have been the case had we not operated with business aircraft.” (Fred Smith conceived the business model for Federal Express when he was a student at Yale University.)

• Andrew Taylor—“Using business aircraft allows us to visit three and four cities in a single day, and that’s just not possible with any other mode of transportation.” (Mr. Taylor is Executive Chairman of Enterprise Holdings, owners of Enterprise rental cars.)

• Ellen Kullman—“Business Aviation has beena key to helping the company grow, compete and succeed in an increasingly global market-place.” (Ms. Kullman is Chair of the Board and CEO of DuPont.)

• Louis Chenevert—“Business Aviation affords our busy executives [at United Technologies Corporation] the most efficient means of transportation and provides the secure, collab-orative environment they need to be produc-tive while traveling.” (Mr. Chenevert is UTC’sChairman and CEO.)

• David Cote—“At Honeywell, we understand that Business Aviation is at the forefront of delivering a connected aircraft that enables us to be as productive in the air as we are on the ground.” (Mr. Cote is Honeywell’s Chairman and CEO.)

• Thomas Frist, Jr.—“With Business Aviationwe can do more than build a better company;we can better the human condition.” (Dr. Fristserved as a USAF flight surgeon and is a founder of HCA, Hospital Corporation of America.)

• Jimmy Hayes—“Business Aviation is an enabling tool that helps managers and employees do their job better. The plane is literally a flying office.” (Mr. Hayes is President and CEO of Cox Enterprises, the media conglomerate based in Atlanta, GA.)

• Clayton Jones—“In today’s highlycompetitive global environment, buildingstrong relationships is critical to achievingbusiness success…Business Aviation allows usto be there when it matters most.” (Mr. Jonesis Chairman of the Rockwell Collins Board of Directors.)

• Thomas Donohue—“Business Aviation is an important transportation tool for small, medium and large organizations all across theUnited States. It helps companies and commu-nities everywhere connect and compete at the speed of business.” (Mr. Donohue is Presidentand CEO of the U.S. Chamber of Commerce.)

• Warren Buffett—“Berkshire has been better off

by my having a plane available to go and do deals. We have done deals we would not havedone if we had not had a business aircraft.” (Mr. Buffett is known for making excellent business decisions.)

COMMON MESSAGEFamous business leaders share Mr. Herjavec’sthoughts about time being irreplaceable. They, too,employ business aircraft to use time efficiently.

More significantly, so do thousands of businessmen and women whose names are not well-known,and whose images do not appear on TV or the coversof news magazines. Most of Business Aviation ispracticed by small to medium-sized companies locat-ed throughout the globe. Most of the passengers onU.S. business aircraft are middle managers or techni-cians and sales personnel—over 77 percent of occu-pants on business aircraft fall into these categoriesaccording to a 2009 survey conducted by HarrisInteractive, Inc.

For many firms, the only effective means of travelfor developing new markets and servicing existingclients is via business aircraft—the ultimate timemachine.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

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

“BusinessAviation is an

enabling toolthat helps

managers and employees do

their job better.The plane is

literally a flyingoffice.”

- Jimmy Hayes


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

2008 Falcon 2000LX SN 135Airframe TT - 2125.7

$21,995,000* Excellent Pedigree. One Fortune Owner Since New* Engines on ESP Gold, APU on MSP Gold* Aircell ATG-4000 (GoGo Biz) High Speed Internet with WiFi* Dry Bay Wing Modification Accomplished* Airshow Network, XM Radio (2-Channel), DVD & iPOD Dock

Photos by FGL & Associates


2002 Global Express SN 9075Airframe TT - 5,772.6 $18,500,000* Batch 3 Avionics* APU Enrolled on Honeywell MSP* Honeywell SATCOM* Honeywell Primus 880 Color Radar* Honeywell Primus 2000 XP Avionics Suite

2002 Falcon 900EX SN 104Airframe TT - 5514 $15,995,000* Engines and APU Enrolled on MSP* Cabin SATCOM* Honeywell Primus 2000* BF Goodrich WX-1000E* Securaplane 450 Aircraft Security System* Magnastar C-2000 Flight Phone with 4 Handsets



2002 Falcon 900EX SN 110Airframe TT - 6272.2$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

2006 Gulfstream G200 SN 151Airframe TT - 1953 $8,995,000* 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



Guardian Jet 4 page December 19/11/2013 12:26 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

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



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

1996 Gulfstream GIVSP SN 1283Airframe TT - 9809.3

$7,695,000* 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



1993 Gulfstream GIVSP SN 1223Airframe TT - 8150.1$7,495,000* Honeywell SPZ-8000 Six Tube EFIS* Honeywell Avionics Enrolled in HAPP Avionics Maintenance Program* Securaplane Security System* Honeywell Primus 870 Color Radar* Iridium Satellite Phone System* Delivered with fresh Gear Overhaul




OR CALL 203-453-0800


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



2006 Gulfstream G-150 SN 202Airframe TT - 2745 $6,995,000* Engines & APU enrolled on MSP Gold* Collins ProLine 21 Avionics System* Dual Collins TDR-94D Mode S w/ Enhanced Flight ID* AIrcell GoGo Wi-Fi ATG 5000* Long Range Oxygen Bottle

2010 Citation Encore+ SN 815Airframe TT - 899

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2011 King Air 350i SN FL-778Airframe TT - 488.4$5,595,000* 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




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1988 Gulfstream G-IV SN 1067Airframe TT - 8,553$5,995,000* Honeywell Avionics Enrolled in HAPP Avionics MaintenanceProgram

* Securaplane Security System* Honeywell Primus 870 Color Radar* Painted 2011* Aircell Iridium Satellite Phone System

1982 Dassault Falcon 50 SN 127Airframe TT - 9957.4

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1999 Sikorsky S76C+ SN 760499Airframe TT - 2986$2,995,000* Honeywell SPZ 7600 System* Aircell ST3100 Iridium SATCOM* Enrolled in CALM Maintenance Tracking* Moving Map – ARGUS 7000/CE* Single Honeywell Primus 800 Weather Radar

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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



have been a Safety Geek since December 6,1968. That day was the first time I was shotdown. It was also my first flight as a heli-copter pilot in Viet Nam. We were not in

the midst of a harrowing act like extracting thewounded, or some other high risk venture. We wereinnocently flogging from one remote outpost toanother carrying people and supplies. On the next-to-the-last leg of the day, instead of following thewinding road to our destination, we cut a corner tosave time…right over the top of an enemy anti-aircraft site.

It only took one shot. We went down through thetall jungle trees. My aircraft commander’s skill,prayers and luck got us through it with only minorinjuries inflicted upon the four crew and two pas-sengers. For the next four hours we scrambledthrough the heavy undergrowth, avoiding the

enemy, as we worked our way towards friendlyterritory. After making contact with a search plane,we were hoisted out of the jungle at 9pm, surround-ed by rocket and tracer fire, into a black night lit bya huge full moon.

As the rescue ship beat its way home, I thought,“A whole year. It’s going to be like this for a wholeyear. If I’m going to survive, I’d better get reallygood at this…fast!” I had become a Safety Geek.

LIFE-LONG EVOLUTION For the next 35+ years I followed the same path to“Safety” that all aviators before me had travelled: Istudied accident and incident reports to discoverwhat not to do.

By definition, if you had no incidents or acci-dents, you were Safe. Most of us knew this wasn’treally true. We knew many pilots had merely been

Pete Agur’s involvement with Business Aviation safety is more than professional. It’s personal, as he describesbelow.

I

Safety Redefined.The Necessity of Being a Safety Geek.



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.

“It only took one shot. Wewent down

through the talljungle trees. My

aircraftcommander’s skill,prayers and luckgot us through itwith only minorinjuries inflictedupon the fourcrew and twopassengers.”

�continued on page 34


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2005 Eurocopter EC-130 B4SN 3893 2500 TT, Corpoprate Configuration. 2002 Sister Ship also available.

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1988 Falcon 900B 2007 Global 5000 2007 Gulfstream G450Serial Number: 25

Asking Price: $5,995,000

Hours: 10,010 TTAF

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Engine Program: MSP Gold

Serial Number: 9158


Hours: 1,523 TTAF

Landings: 616

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Hours: 1,748 TTAF

Landings: 758

2007 Gulfstream G450 2008 Gulfstream G450Serial Number: 4098


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Serial Number: 4107

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• 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

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1994 Gulfstream GIV-SPSerial Number: 1257


Hours: 7,893 TTAF

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• Recent engine overhauls

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2002 Hawker 800XPSerial Number: 258588


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FILE PHOTO


“...I knew wewere no longerdriving safelyby looking inthe rearview

mirror. We wereactually now

looking forwardto avoid badsituations.”

lucky, so far. But, the traditional Safety metric of“accident rate” (accidents per hundred thousandflight hours) was the best we had, until a decadeago.

About ten years ago, a group of Canadians con-nected the dots between management techniquesfor quality assurance and Safety. Transport Canadabecame the clearing house for what evolved intotoday’s Safety Management System (SMS). SMS isthe systematic, comprehensive process of managingrisks. By identifying significant and probable risks,then creating strategies and methods for mitigatingthose risks, aviation professionals on the groundand in the air are able to proactively raise the likeli-hood of the desired outcome: safe arrivals.

When I read the early articles describing SMS, Iknew we were no longer driving safely by lookingin the rearview mirror. We were actually now look-ing forward to avoid bad situations. SMS has causeda major change to the definition and metrics ofSafety. The old definition of ‘Safe’ was black andwhite: no damage and no injuries meant you wereSafe. Today ‘Safe’ has 50, or more, shades of gray.

THE PROCESS OF MANAGING SAFETYLike all quality control processes, SMS is a work inprogress. At first it focused on flight. Today weunderstand SMS should be integrated into all ele-ments of the Aviation Services business unit: poli-cies, processes, practices, capital assets, and staffperformance within the management, administra-tion, scheduling, maintaining and flying areas.

We also know SMS metrics are in their infancy.They are underdeveloped and frequently misap-plied. Even so, the proactive focus of SMS today isfar superior to the reactive view of failureavoidance.

An illustration of the difference between the oldand new definitions of Safety is a conversation I hadwith the Chief Counsel of a Fortune 100 company.Their Director of Aviation had been accused of oper-ating unsafely. The attorney wanted me to confirmthis was correct so he could make an easy case fordismissal. I could not do that. Much to his chagrin Iexplained that risks were raised inappropriately, butI would not state that the operation was ‘unsafe’.The company’s lack of metrics and documentationwould not support the allegation.

The proper metric would have described, andcaptured, an accumulation of unmitigated risks forany specific flight leg and how that measurement(i.e., the risk “score”) compared to an establishedinternal standard. If the accrued score exceeded theestablished hurdle, it would have required furthermitigation actions, including the potential delay orcancellation of the flight.

BOARD RESPONSIBILITIESAs a Board Member, it is important for you tounderstand the status of your organization’sAviation Service’s Safety program:• Is a Safety Management System in place and

routinely used?• In addition to Flight Operations, does your SMS

include Ground and Maintenance Operations (Ground Operations are the greatest source of Aviation Services insurance claims)?

• Does Flight Operations conduct a Management Review of trip legs and assign a risk score? A manager must review the trip leg with the crew when a risk score exceeds the self-dispatch approval of a crew’s flight. A review rate of 0% is not likely.

• What trip legs incur the greatest risks, and what are the tactics being used to mitigate those risks?o High risk airports like Aspen may be on

the short list. Mitigation tactics would include daylight and low-wind operations only.

o Certain passenger combinations (e.g., CEOand COO on the same flight) would be another. Mitigations could include splittingthe passenger group, using a two-captain crew and raising the weather minimums for operations.

One thing has not changed with the implementa-tion of SMS: Safety starts at the top. The goals youset and the standards you approve empower youraviation professionals to perform to the higheststandards. Leading edge implementation of SMSdefines the new definition of Safety.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 38


HAS AN SMS BEEN IMPLEMENTED IN YOUR CORPORATION? MOREOVER,DOES IT HAVE THE BOARD’S UNDERSTANDING AND SEAL OF APPROVAL?


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

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The Jet Collection December_Layout 1 19/11/2013 12:36 Page 1

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ou are completing the third leg of what hasbeen a successful business trip. As the air-plane touches down, there is a loud“thunk”. The pilot successfully maintains

control of the aircraft and brings it safely to a stop.Fortunately no one is hurt, but the deer and the air-plane suffer a different fate. A quick check by the

local mechanic confirms theaircraft sustained heavydamage and is no longerairworthy.

Even though you have agood insurance program inplace, you will

now learn the many costs of an accident that are notcovered by your policy.

As you collect your thoughts, you realize you willneed to get your business associates to their next des-tination (including yourself) and will need supple-mental lift for the next 60 days while your aircraft isbeing repaired. You recall the time you were in anauto accident; the insurance company paid for arental car while your car was beingrepaired. You assume your aviationinsurance policy might respond ina similar fashion.

THE GOOD NEWSThe insurance company will pay for the direct lossesas a result of the accident, including the damage tothe aircraft and any property damage or bodilyinjury claims. In addition, if you operate a turbine orjet powered aircraft (not for hire), your policy shouldcontain certain ancillary coverages including: ‘ExtraExpense for Replacement Aircraft’ and ‘ExtraExpense for Trip Interruption’.

Risk mitigation does not guarantee cost mitigation, cautions Stuart Hope. The cost of an accident can be far more than meets the eye – so what will be yourinsurance strategy?


Y


The True Costs of an Accident.Have you covered all the bases ?

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]

“Even thoughyou have a

good insuranceprogram inplace, you

will now learnthe many costsof an accidentthat are notcovered by

your policy.”

�continued on page 44

DON’T GET CAUGHT SHORT IN THE EVENT OF THE UNTHINKABLE HAPPENING.


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The limits and wording of these coverages varywidely and are negotiable, but for the purpose of ourexample we will assume you had the following cov-erage limits:

• Extra Expense for Replacement Aircraft: $5,000 each day/$300,000 each loss-(normally the ‘each day limit’ x the ‘benefit period in days’).

• Extra Expense for Trip Interruption: $15,000 per person (make sure this also includes the crew).

Now, let’s take a look at how the coverages applyto our accident. First on the list is getting you andyour business associates to their destination. Enter‘Trip Interruption Coverage’. This provision willreimburse you for reasonable expenses incurred totransport each employee/person from the place youraircraft was damaged to the intended final destina-tion or to the place where they originally boardedyour aircraft.

This transportation is normally accomplishedusing commercial Airlines, using another companyaircraft, or chartering another aircraft. The insurerwill also pay for lodging and food during that timeperiod.

Next, let’s address your previously scheduledtravel plans for the 60 days your aircraft will be outof service. The applicable coverage for this is ‘ExtraExpense for Replacement Aircraft’. You can leaseanother aircraft and provide your own crew, or char-ter an aircraft. Unlike your auto coverage, this onlypays the extra expense of these operations over andabove what it would have cost you to operate yourown aircraft for the same trip.

If in doubt, clear all trips with the adjuster who ishandling the claim to verify what is covered andwhat might fall outside of the coverage parameters.

THE BAD NEWSEven with the best insurance program, there are mul-tiple areas of “loss” that are simply not covered.Consider a worst case aviation accident. The aircraftis destroyed and there are multiple fatalities. Issues tobe resolved include:

• Reputational risk – damage to your company’s reputation and goodwill. Many risk managers feel reputation/goodwill is their company’s most significant asset.

• The loss of productivity while key personnel are required to deal with the FAA, NTSB, the local law enforcement, media, family counseling, depositions and court attendance. The amount of time it will take to simply “deal with” the details of the claims process/paperwork is staggering.

• Possible damage to your future insurance

program in terms of rating and insurability.• The chance the loss amount will exceed the limits

of insurance purchased. • If the aircraft is repairable, the diminution of

value caused by the loss history to the aircraft.• Loss of key personnel and staff. Often the most

important players in a company are the ones utilizing the aircraft.

CONCLUSIONIt should be apparent that the cost of an accident isfar more than meets the eye. This is a huge considera-tion! Now that you are aware, it should be crystalclear that your strategy is to go on the offensive andcontrol what is in your power to prevent.

Loss prevention is paramount. Safety initiatives,recurrent training programs for your pilots andmechanics and emergency response plans (for exam-ple) all are far less expensive than the potential dam-age of a covered claim.

As good as insurance is, it simply cannot and doesnot cover everything. There is no substitute for awell-conceived and executed Safety ManagementSystem that is effective in reducing the likelihood ofan accident.

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

“Loss prevention is paramount.

Safety initiatives,recurrent trainingprograms for your

pilots andmechanics and

emergencyresponse plans

(for example) allare far less

expensive thanthe potentialdamage of a

covered claim.”



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COMING SOON - 1991 GULFSTREAM IV

S/N 560-5716

S/N 74

2007 CITATION XLS

1996 LEARJET 60

1989 LEARJET 31ER

1989 LEARJET 31ER

S/N 258557 S/N 258376

S/N 680-0284

2009 CITATION SOVEREIGN

2001 HAWKER 800XP 1998 HAWKER 800XP

S/N 560-0470

S/N 11069

1998 CITATION ULTRA

2000 AGUSTA A109E

VERY LOW TOTAL TIMELOW HOURS SINCE OVERHAULFORWARD GALLEY W/ DUAL LAVSSTUNNING CUSTOM INTERIOR 2012

T U RF E A I N V E NE D YO RT

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O'Gara December 19/11/2013 12:40 Page 1

thrives on

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Without them it cannot

FOSTERING CONFIDENCE IN AIRCRAFT TRANSACTIONS

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Our family provides personalized service experiences where

integrity and knowledge foster confident business aircraft transactions.

Confidence is a privilege built from tireless effort, transparent commmunication,

and an unwavering dedication to your needs. OGARAJETS commits to these

principles in every transaction we complete and every decision we make.

— FRANKLIN D. ROOSEVELT

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O'Gara December 19/11/2013 12:40 Page 2

here are many tangible benefits to havingaccess to a business aircraft. These include,but are not limited to:

• Productive use of time;• Flexibility and reliability of operations;• Ability to attract and retain key personnel;• Ability to support customers in an effective

manner.

No one will deny the ability and efficiency of thebusiness aircraft to serve a company’s or entrepre-neur’s needs for transportation. How do the meth-

ods of accessing the aircraft compare? Let uscount the ways.

ON-DEMAND CHARTERCharter can be excellent when:

• You hourly needs are limited, maybe to 25 hours per year or less;

• Your hourly needs are unpredictable: 20 hours this year, maybe 10 next year, etc.;

• You need access to different types of aircraft (cabin size/range) at different times;

• You already have an aircraft, but need a second aircraft several times each year.

The main benefit of using charter is that you onlypay for the aircraft when it is in use. There are notcontracts or long-term commitments. So it works bestwhen you are unsure as to how many hours areneeded.

BLOCK CHARTER/JET CARDSTraditionally, you charter on an as-needed basis withno commitment beyond the current scheduled flight.However, if you consistently make use of charter, youmay be able to purchase hours in blocks of time for aset price. These cards are commonly sold in 25-hourunits.

Block charter and jet cards are both pre-purchasedcharter hours at a set price. The Jet Card is commonlyreferring to a formalized program whereby you pur-chase a ”card” good for a block of charter hours.Block charter is the same thing. With both, you agreeto purchase a set amount of charter from a singleprovider which may be a single company, such asMarquis NetJets, or a broker, such as Air Partner orMagellan Jets that deals with several charterproviders. While program specifics vary fromprovider-to-provider, a typical Jet Card plan:

• Provides a block of hours purchased for a set price;

• Specifies aircraft type (e.g. light jet);• Offers a single point of contact for scheduling;• Typically limits price guarantee and length of

contract to one year.

David Wyndham provides a capstone to his series onBusiness Aviation delivery systems.

�



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

continued on page 54

Accessing BusinessAircraft.A Summary of your Options.

T


www.aradian.com

2550TT. EVS & HUD. Satcom. Airframe onSmartParts. Engines on Rolls RoyceCorporate Care

2004 Global 50002700TT. Beige leather. ESP Gold. ProParts.Satcom. EU Ops

2005 Citation XLS

2013 Gulfstream 4501850TT. Beige leather. Satcom. MSP Gold

2008 Hawker 900XP

1200TT. Blue leather. Sat datalink. TAPElite. ProParts

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

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Aradian November 23/10/2013 14:25 Page 1

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AIRCRAFT FOR SALE

2000 Global Express S/N 9010 2001 BBJ S/N 32774

1999 BBJ S/N 29149 2009 Airbus A318 S/N 3985

1999 Learjet 60 S/N 172 1989 Challenger 601-3A S/N 5045

Avjet multi December_Layout 1 20/11/2013 14:50 Page 1

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2008 Lineage 1000 S/N 19000140 2001 Gulfstream GIVSP S/N 1462

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Avjet multi December_Layout 1 20/11/2013 14:51 Page 2

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GULFSTREAM G150 S/N 2742155 TT, Seven (7) Passenger Configuration

$7,250,000

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The main advantage to purchasing a block of char-ter hours or a Jet Card is securing a guaranteed pricethat does not increase during the length of the con-tract, and allowing access to a larger number of air-craft types than most small charter companies offer.

FRACTIONAL OWNERSHIPFractional ownership is attractive for the typical com-pany or business person who flies between 50 and250 hours annually. As the name implies, a numberof companies or individuals purchase shares in abusiness aircraft that is operated by an aircraft man-agement company.

It is not unusual for the management company,which provides all the personnel needed to fly, main-tain and care for the equipment, to also be the sellerof the fractional shares of the aircraft it manages.Each owner is guaranteed 50 occupied hours annual-ly for each 1/16 share that is purchased. Fractionalowners are billed for hours during which they actual-ly occupy the aircraft (occupied hours).

Ownership contracts run typically for five years.Each shareowner has access to an entire fleet of air-craft, and can trade up or down for different aircrafttypes available in the program. With fractional own-ership, you have an ownership interest in an aircraft.When used for business, that aircraft value can beused for tax depreciation. After your contract expires,you can sell your ownership interest.

WHOLE AIRCRAFTNone of the previous forms of accessing aircraftoffers the freedom, customization, service levels, con-trol and responsibility that whole aircraft ownershipprovides.

• Freedom: With whole aircraft ownership your company has the freedom to purchase the optimum aircraft to satisfy its needs.

• Customization: The outfitting of the aircraft can

be done to suit your operational and travel requirements.

• Service Levels: Your aviation department personnel are your employees.

• Control: The owner of a business aircraft has greater influence over operations than either a charter customer or a fractional owner.

JOINT OR CO-OWNERSHIPIf you do not want to pay the full costs associatedwith whole aircraft ownership, but want as much ofthe benefits and control that accrue with ownership,two alternatives are Joint Ownership and Co-Ownership. While both involve two or more entitiesowning the aircraft, they differ in terms of whoprovides crew.

Joint ownership is where one of the registeredjoint owners of an airplane employs and furnishesthe flight crew for that airplane. Each of the regis-tered joint owners pays a share of the charge speci-fied in the agreement.

Co-ownership is very similar to joint ownership -each of the owners is a registered owner of an aircraft– however, instead of one designated owner operat-ing the aircraft for all of the owners, each owner isresponsible for employing their own pilots.

If control over your company’s means of trans-portation is paramount, sole ownership of a businessaircraft is particularly attractive.

Business Aviation offers unparalleled flexibility,safety and productivity. Employed wisely, it is animportant business tool that can be an integral part ofyour company’s success. There are many ways toaccess these aircraft. Pick one, or more, that works foryou.


“BusinessAviation offersunparalleled

flexibility, safetyand

productivity.Employed

wisely, it is animportant

business toolthat can be anintegral part ofyour company’s

success.”



General Aviation December_Layout 1 18/11/2013 15:25 Page 1

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

2006 Citation XLS • 560-5631

Citation XLSCitation XLS

1985 Citation III • 650-0077

Citation 111Citation 111

1980 Citation II • 550-0116

Citation 11Citation 11

2003 Falcon 900C • 197

FalconFalcon

1984 Hawker 800A • 258008

HawkerHawker

1984 Learjet 35A • 35A-600

LearjetLearjet

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 • 441-0339

ConquestConquest

King Air B200King Air B200

1981 King Air B200 • BB-894Also Available: BB-917

2006 Meridian • 4697284

King Air B100King Air B100

1980 King Air B100 • BE-97

MeridianMeridian

2006 Pilatus PC-12/45 • 640

Pilatus PC-12/45Pilatus PC-12/45

King Air 350 / 300King Air 350 / 300

1998 King Air 350 • FL-199Also Available: FA-20 (KA 300)

As 2013 concludes, Jay Mesinger briefs Board Memberson the year ahead, and the prospect for changes in themarket for business aircraft.

A Look Ahead To 2014.Weaving together a pattern for the year ahead.

�


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


“Assessing thefacts andadding

‘guesstimates’of our own, Iwill ‘build the

four corners ofthe blanket’

that we feel willcover the majorcharacteristicsof next year.”

raditionally for the December issue ofBusiness Aviation and the Boardroom I havetied together several data points from theprevious 12 months to weave a blanket

that covers the next year. Looking at experiencesand lessons-learned helps to shape what we thinkthe future will bring. Hopefully 2014 will be thebeginning to a more vibrant aviation market.Please don’t stop reading just yet, I see somethingnew on the horizon rather than a repeat of thepast…

Over the last few months, market activityseems solidly on the rise. One measure we use atour company is the increase in first-time buyerssurfacing. When we see more new prospects, webelieve that real growth is happening.Assessing the facts

and adding “guesstimates” of our own, I will‘build the four corners of the blanket’ that we feelwill cover the major characteristics of next year.

CORNER IDENTITYThe first corner is ‘need’. There has been a solidbusiness case for years in the ‘need’ for compa-nies to use Business Aviation. My favorite sayingbears repeating, “Using a tool like a business air-craft to get out ahead of your competition and infront of your client is solid reasoning, and provesitself time and again.”

Real business is done face-to-face, not over theinternet or telephone. Realization of this factrequires an easing of Business Aviation’s optic

phenomenon that still lingers,including the

T

HOW VIBRANT WILL THE MARKET BE IN 2014 ?


BG6 Dec13_FinanceSept 19/11/2013 15:20 Page 1

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

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

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

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

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

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson 1 December 18/11/2013 14:51 Page 1

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

Asking $2,550,000.00

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

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

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

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

Asking $1,695,000.00

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

Price Reduced to $995,000.00

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

Asking $2,200,000.00

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

Asking $900,000.00

1981 Citation II, S/N 550-0295, 8505 TT, 1956/2210 SMOH, 162/425SHSI, TR’s, Freon, Aft Bag, Garmin 530/430, Phase 5 c/w 12/12,

Asking $575,000.00

Beechjet 400, S/N RJ-47

Citation CJ2, S/N 525A-0016

Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326

Citation II, S/N 550-0216

Citation III, S/N 650-0132

Falcon 2000, S/N 8

Sabreliner 65, S/N 465-45

Sabreliner 65, S/N 465-36

Cheyenne IIXL, S/N 31T-8166017

King Air 350i, S/N FL689

King Air C90, S/N LJ-869

Also Available

JetBrokers December 18/11/2013 14:56 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, 646 TT, ESIS, Collins Venue, AirCellAxxess Satcom, TCAS 2, Nine Passsenger,

Asking $5,900,000.00/ Make Offer!

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

1980 Sabre 65, S/N 465-36, 10,644 TT, Engines in JSSI, 1261/915 TSC,56/915 SMPI, Freon Air, TCAS 1, RVSM, Exc. Maintenance,

Price Reduced to $360,000.00

1987 Citation III, S/N 650-0132, 7857 TT, Engines in MSP Gold, PATSIn-Flight APU, Dual UNS-1D+, Doc 8 c/w 12/12, Universal MFD, NewPaint 4/13, Make Offer!

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

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

Asking $29,250,000.00

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

Asking $3,995,000.00

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

Asking $3,695,000.00

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

JetBrokers December 18/11/2013 14:58 Page 2



bad press and conversations that plagued theindustry starting in 2009. Today I am happy to saythat more people are losing that stigma andregaining their confidence in being known as thecompany that uses business aircraft to grow rev-enues and make business happen.

The second corner to this new blanket is theidea that ‘supply of business aircraft remains highand prices remain low’. I wish I could say thatprices are rising and that people are willing topay more for business aircraft, but that is nottoday’s reality. In fact, if sellers were to misreadthe market and raise prices, they would immedi-ately stop today’s increased activity.

Potential buyers are showing renewed interestbecause of the values reflected by today’s attrac-tive pricing; a market dynamic that could be lostif sellers become over-confident. There is toomuch supply globally to come close to the placewhere demand will outpace supply and causeprices to rise. Such a market might not occur for12-18 months.

Before prices will rise they will have to stopgoing down. We have seen 25 consecutive quar-ters of reporting that prices have trended lower.There must be a flattening of prices for severalquarters before we see any price increase thatwould be sustainable.

The third corner of our blanket is shaped bythe cost of ‘regulatory compliance’. New technolo-gies for global navigation and air traffic controlare being mandated in one degree or anotherdepending on the operational environment of theaircraft. Safety technology also is a consideration.

European requirements will impact everybrand of aircraft that will be flown internationallystarting in 2014. The cost of compliance is dramat-ic and will be another factor in segmenting olderaircraft whose owners will be forced to make seri-ous financial decisions about upgrading their air-craft. Be well-informed about the cost of outfittingan aircraft for international operations beforecommitting to a purchase.

The fourth corner relates to ‘financing’ the pur-chase of a business aircraft. Although bankers saymoney is available, obtaining funds in 2014 willstill be problematic. The vast majority of banksand lending institutions remain reluctant to pro-vide loans for older aircraft.

This lack of financing will require buyers topurchase with cash or rely on non-aircraft creditfacilities. Lack of asset-based financing, whichwas relatively commonplace before 2008, willkeep many interested parties out of the market.Potential buyers in 2014 may not be able to use

available lines of credit to buy aircraft and alsohave the credit or cash needed to run their com-pany. While I see confidence being restored slow-ly, caution is still the economic position for mostprudent business owners and stockholders.

SUMMARYLet’s spread this blanket over 2014 and see whatwe have woven. In general, the market will bemore active with more buyers—particularly first-time buyers. That characteristic means realgrowth for our industry. Growth means more avi-ation-related jobs will be created; more aviation-related services will be sold; and the relationshipbetween supply and demand will begin to shift.

Due to the regulatory changes in Internationalflying there will be real and large costs associatedwith continued operations. Increase in activitywill be tied directly to consumer and businessconfidence, so growth in 2014 will be measured.But growth is growth, and I am happy to reportthat 2014 should be a “G” year.

Take it slow, watch it carefully, make sure theblanket does not come unraveled, and have aHappy and Prosperous New Year!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 66

Compare aircraft performance using our


“ In general,the marketwill be moreactive withmore buyers—particularlyfirst-timebuyers. Thatcharacteristicmeans realgrowth forour industry.”

BG6 Dec13_FinanceSept 20/11/2013 09:20 Page 2

2000 Bombardier Global ExpressSerial Number: 9002

Exceptional Pre-Owned Aircraft For Sale

1989 Astra 1125Serial Number: 035

FEATURES INCLUDE:

FEATURES INCLUDE:

CONTACT:

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

Tempus December_Layout 1 18/11/2013 15:01 Page 1

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

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

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

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

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

Donath Aircraft [email protected]

Visit DonathAircraft.com

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

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

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

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

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

Donath Aircraft [email protected]

Visit DonathAircraft.com

Price Reduced - $9,995,000!

In this concluding article on the basics of aircraft acquisition,attorney Keith Swirsky discusses tax planning, ownershipstructures and considerations of Federal Aviation Regulations.



Acquiring ABusiness Aircraft 101(Part 2)

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

�

nce the purchase agreement for acquiringa business aircraft is executed, the inspec-tion should commence. An inspectiontimetable takes one to four weeks,

depending on the age and condition of the aircraft,the level of inspection to be performed, and the dis-crepancies discovered during the course of theinspection.

While the inspection is ongoing, most partieswill engage aviation counsel to provide advice andplanning related to federal income and excise tax,state sales tax and use taxes. While the tax planningprocess can be undertaken during the conduct ofthe inspection, at that juncture some planningopportunities will no longer be available since theydirectly pertain to state sales and use tax (e.g., the

ability to identify anaircraft that

would havequalified

for an occasional sales and use tax exemption).Additionally, the most common acquisition struc-

ture created prior to engaging aviation counsel, isfor the buyer or its consultant to assume the aircraftwill be acquired by a newly formed special purposeentity. When determining whether to set up a newLLC, or any other corporate entity to accept title tothe aircraft, federal aviation regulations (FARs) playa role insofar as the so-called “flight departmentcompany rule” prohibits the operation of an aircraftunder FAR Part 91 by such special purpose entity.

AVOIDING THE FLIGHT DEPARTMENTCOMPANY TRAPWhile it is acceptable to take title through a specialpurpose entity, further structuring is necessary inorder to ensure compliance with FAR Part 91. Thisplanning needs to be done in the early stages of theacquisition process, and in coordination with thefederal income and excise tax, and state sales anduse tax planning.

FAR Part 91 allows an owner tooperate an aircraft not for

hire as an industrialaid or as a

vehicle

O

“While the tax planning processcan be undertaken during the

conduct of the inspection, at thatjuncture some planning

opportunities will no longer beavailable since they directly

pertain to state sales and use tax...”


BG 7 Dec 13_FinanceSept 19/11/2013 15:26 Page 1

Year Model Serial No.

1999 Challenger 604 5421

1997 Citation X 750-0016

1999 Citation X 750-0101

2008 Citation X 750-0283

1988 Falcon 900B 30

2003 Global Express 9085

2001 Gulfstream G200 015

2000 Gulfstream GIV/SP 1433

1998 Gulfstream GV 545

2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

2002 Hawker 800XP 258562

2010 Hawker 4000 RC-55

2002 Learjet 31A 239

2007 Learjet 60XR 320

2002 Premier I RB-50

1997 Bell 407 53121

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Jeteffect Inventory December 19/11/2013 17:28 Page 1

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

Falcon 2000■ Highly desired ten passenger configuration■ Upgraded entertainment system with six individual monitors■ Ultra Mid-Class cabin with over 3,000 mile range■ For Sale or Lease – Some Trades Considered –

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

commercial certificate

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

2005 Lear 45XR – New to the market■ Exceptionally maintained – Always hangered■ Enrolled in Smart Parts for airframe■ Engines and APU enrolled in Honeywell MSP■ Nine passenger seating configuration

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

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

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

Citation CJ2. Coming Soon - Boeing 747-8 and Global Express

Corporate Concepts 1 December 20/11/2013 14:53 Page 1

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

Immediately Available – Large Cabin Aircraft

■ Immediately Available

■ Seven Long Range tanks

■ Low Cabin Altitude

■ Alternative Navigation

■ Immediate Completion Slots Available

■ Attractively Priced – Call for Details

Green BBJ

■ Satellite phone and Swift Broadband

■ Fourteen passenger interior

■ Enhanced Vision system

■ Enrolled on Corporate Care, MSP and HAPP plans

■ Forward and Aft Lavatories

■ New Price $23,495,000

Gulfstream G-450

■ 26 passenger VIP configuration

■ Complete new interior and exterior refurbishment in 2007

■ Updated avionics and cabin entertainment systems

■ Low time aircraft - Delivered with fresh inspections

■ Attractively Priced at $3,595,000

McDonnell Douglas DC-8-62 VIP

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

commercial certificate■ Thirteen passenger configuration with forward and aft

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

Considered – Financing Avialable - Motivated Owner

Falcon 900B

Please contact us or visit www.flycci.com for more informationon these or our other aircraft

All Offers Considered

Corporate Concepts 2 December 21/11/2013 12:13 Page 1

for personal transportation and enjoyment. Nofunds can be exchanged in return for transportationunless the operator is certified for commercialflights in accordance with FAR Part 135. Failure toabide by this requirement is not tolerated by theFederal Aviation Administration. Under all circum-stances, it is absolutely necessary to conductdetailed planning related to the structure of yourflight operation prior to title transfer at closing.

AIRCRAFT MANAGEMENT BY AN EXTERNAL COMPANYIn addition, during the early stages of the acquisi-tion process, a first-time buyer, and perhaps a sea-soned aircraft owner, will need to determinewhether the aircraft will be managed in-house or byan external management company. Aviation counselshould be familiar with numerous managementcompanies, as well as commercially competitiveterms, and should be involved in selecting anexternal management company.

A minimum of two weeks is necessary to selectthe management company, and it can take up totwo additional weeks to finalize all related

documentation.If the aircraft will be added to the aircraft man-

agement company’s air carrier operating certificateand flown in Part 135 commercial operations, it isalso ideal to involve the management company inthe inspection process for the purpose of identifyingall equipment requirements and to conform the air-craft for purposes of Part 135 operations.

A careful balance among all of the planningobjectives is necessary to address the aircraftowner’s tolerance for risk and aggressiveness and toprioritize objectives. Skilled aviation and tax counselcan support all of these planning and implementa-tion areas.

Note: This article should not be construed as legaladvice or legal opinion on any specific facts or circum-stances. The reader is urged to consult legal counsel orother advisors concerning his/her own situation andspecific legal questions.


“Failure to abideby this

requirement is not tolerated by

the FederalAviation

Administration.Under all

circumstances, it is absolutelynecessary to

conduct detailedplanning relatedto the structure of your flight

operation prior to title transfer

at closing.”



The world’s finest Business Jets, Turboprops & Helicopters

For Sale at www.AvBuyer.com

BG 7 Dec 13_FinanceSept 19/11/2013 15:27 Page 2

Comprehensive Services

1977 Falcon 20-5BR-2C S/N: N 366 - Reg: N100AQTTAF: 8816 - MSP - Honeywell 150 APU -300/300 CZI/MPI - MSP GOLD - AftBaggage - External Lav Mod - Singlepoint refueling - TCAS II & EGPWS - 15Year Gear c/w MCI, C, 2C & Insp02/2011 c/w ‘Z’, ‘A’, 2A & 2A+ & FeederTank 02/2013Make Offer

S/N: 272 - Reg: N399SCTTAF: 2448 - Universal 7 PassengerInterior plus Belted Lavatory -Microwave and Seat Storage Drawers -XM Radio - Wood Veneer Handrails -Honeywell Laseref V IRS - Dual IFIS -Dual Cursor Control Device - XMCockpit Weather Graphics - CollinsElectronic Checklist - Engines & APUon Honeywell MSPMake Offer

2008 Gulfstream G-150

S/N: 620 - Reg: N500CQMSP - Universal Synthetic Vision 14 Tube Universal EFIS - TCAS I - TAWSDual Universal UNS 1 FMS w/UniversalMFD-640 Raisbeck Aft Locker &Raisbeck ZR Lite Avcon Ventral Fins -Honeywell DEEC 3rd VHF-22A Comm -Exec Door - Freon AC - Aux Heat Argus7000 CE Moving Map - WX-500Stormscope

1986 Lear 35A

Dominion December 19/11/2013 12:43 Page 1

he latest GAMA figures for this aircraftsegment confirms the ongoing populari-ty of turboprop singles and twins. Thefirst nine months of 2013 shows deliver-ies of turboprop singles at 341 units - a

9.3% increase over the same period for 2012. Twin-engine turboprops show an even greater percentageuptick of 42.4% with 84 units delivered in the ninemonths ending September 2013 compared to 59units for the same period in 2012.

A full report and analysis of all GAMA Shipmentdeliveries for the first nine months of 2013 can befound within this issue of World Aircraft SalesMagazine.

POWERFUL ATTRIBUTESWhile exceptions exist anywhere, turboprop air-planes generally offer a common set of attractiveattributes. The engines are responsible for most. Forexample, Turboprop engines benefit today from pro-peller designs far more sophisticated than only adecade ago. The results are lower maintenancecosts, longer overhaul cycles, improved climb andcruise performance, and in turn this contributes toreduced 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. Anotheradvantage is the single-pilot operational simplicityengineered into even the multi-engine turboprops.

The only exceptions to the sum total of thesebenefits exist among the unpressurized models thatare available, and form a small, important anddynamic segment of the turboprop market.

Essentially, today’s turboprops offer a broadrange of turbine performance, propeller cost-effec-tiveness (some with at, or near Light Jet cruise per-formance capabilities) with cabin and cockpit accou-trements that rival the best of the jet strata.

TURBOPROP PRICE GUIDEThe following Turboprop Retail Price Guide representscurrent average values published in The AircraftBluebook – Price Digest. The study spans model yearsfrom 1994 through Fall 2013 (20-year period). Valuesreported are in US$ millions, with each reporting pointrepresenting the current average retail value publishedin the Bluebook by its corresponding calendar year. Forexample, the Pilatus PC-12 NG reported in the Fall 2013edition of the Bluebook show $2.8 million for a 2008model, $3.1 million for a 2009 model and so forth.Aircraft are listed alphabetically.

Aircraft Specifications Data for the models featuredhere can be found in the Conklin & de Decker sectionof this issue beginning at Page 104.

It seems that Turboprops, more often than not, enjoy bettertimes than the jet and piston aircraft market segments.Perhaps that has something to do with owner-flying. Thetop-selling turboprops tend to be aircraft that arecontinually popular among pilots who fly for their ownbusinesses.

T

Turboprops Deliver InAll Respects.

�



“ Whileexceptions exist

anywhere,turbopropairplanes

generally offera common setof attractive

attributes. Theengines areresponsible for most.”


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

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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 - all models considered • 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

ALSO AVAILABLE 1993 Lear 35A, SN 674 7900 TT / 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear

inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage, complete records1991 Lear 35A, SN 665 8450 TT, 5850 TC, engines on JSSI, TR’s, Cargo Door, Raisbeck Aft Locker, GNS-XLS

FMS, KGP-860 EGPWS, RVSM, no damage, complete records

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

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

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

2011 Hawker 4000 • s/n RC-59

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

2012 Hawker 900XP • s/n HA-198

Only 750 TT • 640 TC • Engines on TAP Elite • New Paint and Interior 2011 • One Owner since new • No damage • Replacement aircraft in service

• All offers considered

2009 Premier 1A • s/n RB-261 • N199BP

3075.7TT • Engines enrolled on ESP Silver Program • New Paint 2013 • Upgraded Brakes • Excellent Pedigree

• Aircraft delivered w Fresh A-C Inspections

1994 Learjet 60 • s/n 27 • N878RG

Only 930 TT • 680 TC • Pro Line 21 • No damage • JAR OPS equipped • Replacement aircraft already in service

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

1460 TT • 150 SHOT • Avidyne Entegra Avionics package w IHAS 8000 package • Several factory options • No damage • Replacement aircraft in service

• Motivated owner

2008 Piper Meridian • s/n 4697331 • N546MA

11-13 southern cross.indd 1 11/13/13 10:47 AM



TURBOPROPS AVERAGE RETAIL PRICE GUIDE FALL 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 X 2.407

CESSNA 208B SUP C/MASTER X 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 7.195 6.3 5.5 5.1 4.6 3.8 3.5 3.2 2.8 2.7

PILATUS PC-12NG 4.465 3.9 3.5 3.3 3.1 2.8

PILATUS PC-12 2.6 2.5 2.4 2.3 2.2

PIPER MERIDIAN-PA46 2.176 1.8 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 Dec13_PerfspecDecember06 19/11/2013 15:32 Page 1



What your money buys today

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

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

MODEL

YEAR OF MANUFACTURE$

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 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 BEECH KING AIR C90B

0.925 0.875 0.850 0.825 0.800 0.775 BEECH KING AIR C90SE

CESSNA GRAND CARAVAN X

CESSNA 208B SUP C/MASTER X

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

2.6 2.5 2.4 2.3 2.2 2.1 2.0 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

Retail Price Guide Dec13_PerfspecDecember06 19/11/2013 17:13 Page 2

eaders pride themselves ingetting the job done, anddone well. They have confi-dence in themselves. Whenthey assess what they did to

be noticed by their superiors and giventheir position of responsibility, they lookto past accomplishments—possibly tothose times when they came across as thehero of the department. Thus it is under-standable why many achievers have greatdifficulty in ‘delegation’.

However, to be a true leader of yourcompany’s flight department, you must beable to delegate tasks. The person whorefuses to involve others in a meaningfulway fails to obtain the best results from

the people he or she is expected to lead.Furthermore, the person who avoids dele-gation limits his or her growth in the com-pany. Remember, teams win ballgames.What your team needs is a leader, not aLone Ranger.

Achievers often have difficulty delegat-ing tasks to others for three primary rea-sons, outlined as follows.

MISCONCEPTIONSWould-be leaders who have difficulty del-egating often feel that the task under con-sideration will not be done with sufficientquality to meet his or her standards. Noone can, they reason, do the work as wellas they can. In fact, if someone else does

the work, the delegator will probably haveto redo the job, so why waste the time del-egating? If you want the job done well, doit yourself - so goes the reasoning.

Another excuse for avoiding delegationargues that it takes too much time toexplain how to accomplish the delegatedtask. How often have you heard, orthought, that the energy needed to teachsomeone exactly how the work should beaccomplished far exceeds the effort to justcomplete the job yourself?

A third, yet not often expressed, mis-conception is that the delegator will lose“Atta boy” credits, or suffer a worse fate,because the person who is delegated thetask will do it better than the person


FLIGHT DEPARTMENT MANAGEMENT SKILLS

Leaders Are Doers:The Art & Practice of Delegation.

L

by Jack Olcott

Flight Dept Mng1A_FinanceSept 19/11/2013 13:40 Page 1


assigning the task. In essence, the delega-tor is concerned that the delegated personwill reveal that the leader was in someway inadequate. Don’t take the risk thatsomeone else will do a better job. Don’tdelegate, some argue.

People may not openly articulate thesemisconceptions or even internalize suchrationalization. But teachers of manage-ment make a strong case that these threeareas affect people who avoid delegation.

BENEFITS OF DELEGATIONDelegation makes time available for theleader. There are too many tasks to becompleted during the day and far toomany distractions to do everything your-self. A potential leader who spends all hisor her time doing tasks that others canaccomplish fails to fulfill the role of beinga good manager.

Delegation is an effective motivator.Assigning tasks to others builds confidence. Itshows your colleagues that you have faith intheir ability to participate in a meaningfulway and that you value their knowledge andskill. When results are reviewed, those whoparticipated have a true measure ofaccomplishment.

People rise to the levels that their leadersanticipate. Also, delegation yields surprising-ly good results. A fresh approach often is justwhat is needed to move a program forward.Assigning a task to an individual or selectteam can be very effective.

TECHNIQUES OF DELEGATIONDelegation is not surrender. Nor is it the casu-al assignment of some task to a person or agroup of individuals. Delegation starts with athoughtful evaluation of the objective soughtand the work to be accomplished to achievethe desired result. It helps to make a list ofthe task elements to be tackled.

From that starting point, assess the per-sonnel who you might select to complete theassignment. Then make the assignment.Delegation requires that you choose wisely,which in many ways is the essence of beingan effective leader—making good decisions.

State clearly what needs to be accom-plished, not how to do the job. Let your dele-gate or team decide how to achieve thedesired results. Give those to whom you dele-gated the task the tools to be successful, andthe emotional support to proceed confidently.Leaders are comfortable providing suchinput.

Monitor the delegate’s progress, preferablyin an organized fashion in accordance with apre-determined schedule. This lets the dele-gate know what to expect and the delegatorwhen to provide additional leadership.

OVERALL CONSIDERATIONSDelegation is extending temporary authorityto individuals or teams for a specific task. It isnot a handover or abrogation of overallauthority beyond the task at hand. Nor is del-egation a way of transferring responsibility orassigning blame when the desired results fallwoefully short of expectations. The leaderwho delegates retains the ultimate responsi-bility for the result to be accomplished.Authority can be delegated; responsibilityremains with the leader.

Delegation enables a department toachieve greater productivity for the company.The essence of being a leader is creating anenvironment where others will be successfuland tasks that serve the overall objectives ofthe enterprise can be accomplishedsuccessfully.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to:[email protected] ■

Flight Dept Mng1A_FinanceSept 19/11/2013 13:42 Page 2

cott remained in his seat at theconference table. It was timefor his presentation but insteadof standing and facing hisaudience as did the preceding

speakers, he sat with lowered head andbegan to read his notes aloud.

His colleagues noticed the rising color inhis face, the beads of sweat on his brow. Hisvoice was low as he read the notes. The audi-ence strained to hear him. Finally, an exas-perated member of the audience spoke up,“Scotty, we’re all friends here. We want tohear what you have to say. No spears andarrows are coming your way.”

Psychological studies report that next tothe fear of death, fear of public speakingranks second.

Fear of ridicule, lack-of-control, condem-nation, the inability to answer certain ques-tions, making an error, insecurity and loss ofself-esteem are all possible elements of thisfear. If one does not have self-confidence inspeaking before a group, a special kind ofcourage is needed.

Corporations and businesses often callupon their managers and department headsto speak before a group. Whether one speaksto a flight department, an executive board, ora potential customer, perfecting the presenta-tion will build one's confidence and credibili-ty and instill in the listener the point, orpoints to be made.

As the opening anecdote illustrates, some



The Power ofPresentation

Equipping for public speaking.

S

by Jodie Brown

Flight Dept Mng2 Dec_FinanceSept 19/11/2013 15:40 Page 1

people are intimidated—even petrified—byhaving to speak before others. To do so sub-mits oneself to judgment and possibly harshcriticism. But planning, practice, experience,and some basic guidelines can build confi-dence and avoid embarrassment.• Practice in front of a mirror. What are

“they” seeing? Do you hold your handsin the fig-leaf pose? Do you rock from side to side? Are your mannerisms distracting?

• Own your space. Find your position in the room and get comfortable with it. Be organized. Know your slide-deck and charts. If you must refer to the screen, do so at an angle. People want to see your eyes, not the back of your head.

• Speak with your audience, don’t talk atthem. Meet and greet ahead of time so you can engage them during your talk. Learn and use names. This helps createa comfort zone for everyone. In front ofa large group, scan the faces and meet their eyes during the talk.

• Ask questions. Wait for the answer – especially in a room full of introverts disinclined to talk. Learn how to listen to what’s being said and what’s not.

• If your audience gets restless or disen-gaged, pause. Stop speaking. A break in the sound of your voice will attract their attention. But follow up with something arresting or interesting.

Professional speakers prepare a favorite phrase or two they can pull out at times like this, such as “It’s hard to compete with Angry Birds.”

• Stories and anecdotes that reflect the interest of the audience act as an icebreaker. They refocus a group’s atten-tion from previous activities and direct their energy to you. They establish your credibility and help the audience connect with you. And stories can serve as an objective reference for future discussion.

• Make your points quickly. Do your research. Craft your presentation to address their interests.

• Anticipate questions. Time, resources (cost and labor), and job scope are the main points of discussion. “We know about the deadline of this project, so let’s talk about the parameters we’re facing and then discuss the timeframe.”

• Address biases, prejudices and assumptions, the hidden bombs, direct-ly. “Let’s keep this at a strategic level because of the time allotted, and if any of you want to delve into financial details or technical capabilities, let’s arrange a follow-up meeting."

• Because many people compete for resources and recognition at work, it’s often difficult to be generous with one another. The more challenging your message, the more preparation you

need. People will use cynicism to dis-play superior knowledge or experience.Change is also threatening. When on the receiving end of sarcasm, use the interruption to move forward. “Let’s focus our attention and energy on the future, not on the failures of the past."

Scott at last rose from the table, walkedto the front of the room, straightened hisposture, looked out over his audience, tooka breath and said in a strong voice: "I wantto begin by quoting something WinstonChurchill said. ‘A good speech should be like awoman's skirt: long enough to cover the sub-ject and short enough to create interest.’

❯ Jodie Brown, is thefounder and presidentof Summit Solutions—the only BusinessAviation companydevoted to both execu-tive recruiting and lead-ership & managementdevelopment. With over20 years’ BusinessAviation experience andmore than 25 years of leadership and teaching expe-rience Ms. Brown is consultant and executive coachto C-Suite executives, owners and directors of avia-tion companies and flight departments.

More from www.summit-solutions.com


THERE’S MORE THAN THE PROJECTION OF YOUR VOICE THAT CAN EFFECTIVELY COMMUNICATE TO OTHERS.

■


Flight Dept Mng2 Dec_FinanceSept 19/11/2013 15:41 Page 2

n this month’s AircraftComparative Analysis, we pro-vide information on a pair ofnew and pre-owned businessjets in the $14.7- to $15.7-mil-

lion range for the purpose of valuing the new and pre-owned Bombardier Learjet 60XR.We’ll consider the productivity parameters –including payload, range, speed and cabinsize - and cover current and future marketvalues.

The field compared to the Learjet 60XR inthis study includes the Gulfstream G150. Boththe Learjet 60XR and G150 were launched in2005 and are still in production today.

BRIEF HISTORYThe original Learjet 60 was announced inOctober 1990 as the replacement for the mid-size Model 55C, from which it is derived. Aproof of concept airframe flew for the firsttime in October 1990 powered by one GarrettTFE331-3A and one PW305 engine. The first

Learjet 60 made its first flight from Mid-Continent Airport, Wichita, in June 1991, andcertification and early deliveries started at theend of 1992. By mid-1991, Learjet also claimedto have sold the first full-year's production tocustomers across seven countries.

The Learjet 60, a mid-size cabin, medium-range business jet aircraft is the largest of theLearjet family and incorporated new fuel-effi-cient engines, a wider, stretched fuselage, aglass cockpit, steer-by-wire nose wheel, and ahigher MTOW (optional). Thrust reversersand single-point refueling are also standardequipment, and the aircraft features a full gal-ley, together with an aft toilet.

Production of the Learjet 60 ended in 2007after 316 aircraft had been built. The Learjet60XR is the current model in production fromBombardier, which launched this new variantin 2005. The Learjet 60XR has an upgradedcabin, Rockwell Collins Pro Line 21 advancedavionics suite and three disc steel wheelbrakes.

MARKET SHAREChart A (below) represents the in-operationaircraft Market Share as of November 2013for the Learjet 60XR (53%) and the G150(47%) There are currently 213 total aircraftin operation for these two models combined.

by Michael Chase


❯

I

Bombardier Learjet 60XR

AIRCRAFT COMPARATIVE ANALYSISBOMBARDIER LEARJET 60XR

53.0%47.0%

Learjet 60XR G150

CHART A - IN-OPERATION MARKET SHARE - NOV ’13

SOURCE: JETNET

GULFSTREAM G150

AirCompAnalysisDec13_ACAn 19/11/2013 16:58 Page 1

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

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

2001Gulfstream IV-SP s/n 1445APU on MSP, GTCP 36-150 APU, Aircell Wi-Fi Internet,ASC 487 Stage 4 Noise Standards c/w 10/2012, ASC-469Water Line Heater Upgrade 10/2009, Part 135 equipped

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

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

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

2005 Embraer Legacy 600 s/n 145-0933Engines & APU 100% JSSI, 8-yr “C” check 8/2013, Paint 1/2012, interior 9/2011, Steep Approach Kit (London City),Has operated Commercial EU-OPS 1

2001 Hawker 800XP s/n 258509Engines on MSP Gold, APU on MSP, 12, 24, 48/144 Mo. insp. &5000 Landing/12 year landing gear O/H insp. & Structural X-rays c/w 3/2013, New paint and partial interior 6/2010

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

Price $2,395,000

Whether you are looking to buy or sell, it pays tohave a trusted advisor to help navigate the complexprocesses of aircraft ownership. Through over $10billion in aircraft transactions, Leading Edge hasearned a reputation for developing and executingsolutions that make the best sense for its clients.

Contact us:USA [email protected]

Price $5,100,000

Price $3,095,000

Price $8,450,000

LEAS Single December_LEAS 19/11/2013 17:29 Page 1


PAYLOAD AND RANGEThe data contained in Table A (left) issourced from Conklin & de Decker. As wehave mentioned in past articles, a potentialoperator should focus on payload capabilityas a key factor. The Learjet 60XR ‘Availablepayload with Maximum Fuel’ at 944 poundsis greater than that offered by the G150(850 pounds).

CABIN VOLUMEThe Cabin Volumes illustrated within ChartB (left) are provided courtesy of Conklin &de Decker. The Learjet 60XR cabin volume at453 cubic feet is less than the G150 (465 cuft) by 2.6%.

POWERPLANT DETAILSAs mentioned previously, the Learjet 60 hastwo PW305A engines. The power of eachengine is 4,600 pounds of thrust. The G150 ispowered by a pair of Honeywell power-plants offering 4,420 pounds thrust each.Table B (left), sourced from the Aircraft CostCalculator (ACC), shows the fuel usage byeach aircraft model in this field of study. TheBombardier Learjet 60XR - at 198 gallons perhour (GPH) - uses three gallons per hour(1.5%) more fuel than the G150 (195 GPH).

Using data published in the May 2013B&CA Planning and Purchasing Handbookand the August 2013 B&CA OperationsPlanning Guide we will compare our aircraft.The nationwide average Jet A fuel cost in theAugust 2013 edition was $6.08 per gallon atpress time, so for the sake of comparisonwe’ll chart the numbers as published.Note: Fuel price used from this source doesnot represent an average price for the year.

COST PER MILE COMPARISONThe “Cost per Mile” comparison (Chart C,left) depicts the Learjet 60XR against its com-petition using direct costs of flying a 1,000nmmission with 800 pounds (four passengers)payload. The Learjet 60XR, with long-rangecruise at an average 423 knots shows thelowest cost per mile at $3.64 per nauticalmile. That is 1.6% less to operate than theG150 at $3.70 per nm.

TOTAL VARIABLE COSTCOMPARISONThe “Total Variable costs” - as illustrated inChart D (top, right) - is defined as the Costof Fuel, Maintenance Labor Expense,Scheduled Parts Cost, and MiscellaneousTrip Expenses. The total variable cost forthe Learjet 60XR at $1,594 per hour isslightly higher (by 2%) than the GulfstreamG150 at $1,562 per hour.

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

23,500

26,100

7,910

10,300

Max Payload Range(nm)

Data courtesy of Conklin & de Decker, Orleans, M.A. USA; Operations Planning Guide B&CA

Model

Learjet 60XR

G150

2,104

2,400

944

850

2,398

3,130

1,742

2,335


US $ per nautical mile

$3.60

$3.64

$3.64 $3.68

G150

$3.72

$3.70

Learjet 60XR

TABLE A - PAYLOAD & RANGE

CHART C - COST PER MILE*

Gulfstream G150 195

Model Fuel Usage(GPH)

Learjet 60XR 198

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

Cubic Feet

G150

445 455 460 465

Learjet 60XR

450 470

453

465

CHART B - CABIN VOLUME

TABLE B - FUEL USAGE

SOURCE: CONKLIN & DE DECKER

* 1,000 NM, 800LBS PAYLOAD MISSION COSTS



❯


PRODUCTIVITY COMPARISONSThe points in Chart E (middle, right) centeron the same aircraft. Pricing used in thevertical axis is as published in Vref. Theproductivity index requires further discus-sion in that the factors used can be some-what arbitrary.

Productivity can be defined (and it ishere) as the multiple of three factors.1. Range with full payload and available

fuel;2. The average speed flown to achieve that

range;3. The cabin volume available for

passengers and amenities.

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

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Learjet 60XR is extremely competitiveagainst the G150 with a lower cost per mileand higher available payload with full fuel.

In other areas (cabin volume and vari-able operating cost) the G150 nudges theLearjet 60XR, however, considering that aLearjet 60XR costs approximately $1millionless than the G150, operators should weighup their mission requirements preciselywhen picking which option is the best forthem.

In Table C (right) are the equippedprices from B&CA for each aircraft. Thenumber of aircraft in-operation, percentage“For Sale” and the number “Sold” over thepast 12 months are from JETNET. Asshown, the Learjet 60XR has the highestfleet percentage “For Sale” (17.9% - buyer’smarket) compared to the G150 (11.9% -buyer’s market). Over the past 12 monthsthe Learjet 60XR shows the largest numberof Full Sales Transactions of the two modelsat 29 versus 23.

ASK PRICE FROM AFTTChart F (right), sourced from the Multi-dimensional Economic Evaluators (MEE) (www.meevaluators.com), shows a scatter chartof Asking Price vs Airframe Total Time(AFTT) for the Learjet 60XR. The currentpre-owned market for the Learjet 60XRshows that there are 20 aircraft For Sale.

US $ per hour

Learjet 60XR $1,594

G150

$1,000

$1,562

$1,200 $1,400 $1,600 $1,800

CHART D - VARIABLE COST

Index

Pri

ce

(M

illio

ns)

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

0.2$0.0

$12.0

G150

Learjet 60XR

$14.0

$16.0

$18.0

$20.0

0.3 0.4 0.5 0.6 0.7 0.8

CHART E - PRODUCTIVITY

TABLE C - COMPARISON TABLE

Model

Long RangeCruise Speed

CabinVolume(cu ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Learjet 60XR

G150

423

430

B&CAEqpd

Price $

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

* Full Sales Transactions in the past 12 months: Source: JETNET

Sold*

453

465

1,742

2,335

112

101

17.9%

11.9%

29

23

$14.7

$15.7

CHART F - ASK PRICE FROM AFTT

SOURCE: MEE, INC




However, 14 out of the 20 are ‘MakeOffer’ with six showing asking prices. ChartF plots these average asking prices againstthe AFTT. This Equation reveals that from aBaseline Value of $7.434m, owners give up$900 in Value/Hour of AFTT (for thismodel).

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

Table E shows an example of using theMACRS schedule for a new BombardierLearjet 60XR in private (Part 91) and charter(Part 135) operations over five- and seven-year periods assuming a Vref retail valueof $14.7 million.

LOCATION BY CONTINENTTable F (right), meanwhile, offers a break-down of the location by continent for theWholly-Owned Learjet 60XR. North Americais home to the majority of the fleet, with 52%of the 103 wholly-owned Learjet 60XR air-craft, followed by Europe at 17%. Currently,one Learjet 60XR aircraft is in shared-owner-ship and there are eight in fractional-owner-ship 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.Using JETNET/AvData information, thereare currently 20 pre-owned Learjet 60XR air-craft “For Sale”. The Learjet 60XR fares wellalongside its competition, so those operatorsin the market should find the precedingcomparison of value. Our expectations arethat the Learjet 60XR will continue to dowell in the pre-owned market movingforward.

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

THE WORLD’S FINEST

BUSINESS JETS, TURBOPROPS & HELICOPTERSFOR SALE AT

www.AvBuyer.com

SOURCE: JETNET

TABLE D - DEPRECIATION

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

7 8.93%8 4.46%

Following is the MACRS schedule for

PART 91:

Following is the MACRS schedule for

PART 135:

Source: NBAA

TABLE E - MACRS SCHEDULE FOR LEARJET 60XR

Full Retail Price - Millions $14.7Year 1 2 3 4 5 6Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% 5.8%Depreciation $2.9 $4.7 $2.8 $1.7 $1.7 $0.9Depreciation Value $11.8 $7.1 $4.3 $2.6 $0.9 $0Cumulative Depreciation $2.9 $7.6 $10.4 $12.1 $13.8 $14.7

Full Retail Price - Millions $14.7Year 1 2 3 4 5 6 7 8Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% 8.9% 8.9% 4.5%Depreciation $2.1 $3.6 $2.6 $1.8 $1.3 $1.3 $1.3 $0.7Depreciation Value $12.6 $9.0 $6.4 $4.6 $3.3 $2.0 $0.7 $0.0Cumulative Depreciation $2.1 $5.7 $8.3 $10.1 $11.4 $12.7 $14.0 $14.7

New Bombardier Learjet 60XR - Private (Part 91)

New Bombardier Learjet 60XR - Charter (Part 135)

Source ACC – www.aircraftcostcalculator.com

TABLE F - LOCATION

Australia/Oceania

Learjet 60XR 2 17 0 18 53 13 103Fleet Percenta 2% 16% 0% 17% 52% 13% 100%

Bombardier Learjet 60XR By Continent – September 2013 (Wholly Owned)

Make/Model Africa Asia EuropeNorth

AmericaSouth

AmericaTotal


Elliott Aviation December_Layout 1 18/11/2013 15:11 Page 1

ery. Over the past three quarters, billings haveshown average increase of 27.5 percent (31.7percent in the first quarter, 26.4 percent in thesecond quarter and 24.5 percent in the quarterjust completed). In raw numbers, thatamounts to an additional $3 billion spent onbusiness aircraft purchases this year – howmuch more evidence of recovery do youneed?

JET MARKET SPECIFICSLooking at the specifics of the jet market, wesee a confused situation where some segmentsare clearly in recovery while others are stilldeeply recessed. Two of the eight jet manufac-turers – Embraer and Gulfstream – had betterresults than last year, both for the nine-monthperiod as well as the quarter just past. Onemanufacturer, Bombardier, is ahead on a year-to-date basis but its third quarter numberswere well behind last year’s, while another,Dassault, did better this quarter than it did ayear ago but is lagging in year-to-date results,although only by two units.

The remainder, including Airbus,Beechcraft, Boeing, and Cessna are trailingtheir nine-month totals from a year ago. Thebottom line in the jet market is that customersare favoring larger-cabin longer-range prod-ucts, and the companies with these models intheir product lines are seeing improved sales.The companies not represented in these seg-ments are not.

The leading jet OEM at the nine-monthmark in 2013 is Bombardier with 120 deliver-ies shipped. That’s a single unit ahead of thepace they set in leading the jet market a yearago (119). For the quarter, however,Bombardier was well behind its 2012 pace,with 36 deliveries this year, compared with 44


he General AviationManufacturers Association(GAMA) released its third-quarter shipment report onOctober 31 and the numbers

confirm that a recovery is finally underway inour industry - although the rising tide is notyet lifting all of the ‘boats’. Total shipmentsare up 6.6 percent and billings rose by aremarkable 24.5 percent, marking the thirdstraight quarter that billings have shown adouble-digit gain.

Every category except one (business jets) isup strongly, building on gains that have beenaccumulating throughout this year. Pistonsales, which have traditionally signaled mar-ket recovery in our industry, continued theirupward trend in the past quarter, by 7.9 per-cent. Single-engine turboprop sales grew by9.3 percent, while multi-engine turboprops areup a remarkable 42.4 percent – by far thestrongest segment in terms of gains over lastyear. Disappointingly, jet sales lagged slightly,falling 2.1 percent from a year ago, althoughsome segments of the jet market are showinggains.

Even GAMA, which has been cautiousabout how it has referred to the gains we’vebeen seeing all year, has finally labeled thecurrent upturn ‘a recovery.’ In announcingthis quarter’s results, GAMA President andCEO said industry enthusiasm evident atGAMA’s national convention in mid-October“reflects the industry’s continued recoveryfrom recession,” although he noted, withgood reason, that “the industry still faces chal-lenges, particularly in the small and mid-sizejet markets.”

The improvement in billings offers what Ibelieve to be the strongest evidence of recov- ❯

in 3Q 2012. Inseeking to gainunderstanding it isinstructive to lookclosely atBombardier’sbroad productline. Its largestseller is its large-cabin long-rangeGlobal 5000/6000series with 45units this year (upfrom 35 in 2012), again of 28.6 percent. Next is the super mid-size Challenger 300 model with 42 deliveriesthis year (35 in 2012), a 20 percent increase.

Contrast these with Bombardier’s Learjet40XR/45XR series. In the first nine months of2012 Bombardier delivered 13 of these mod-els; in 2013 just one: that’s a reduction of 92.3percent. Bombardier’s record in the marketover the past two years closely mirrors the jetmarket’s overall performance, with the uppersegments growing and the low end still inrecession…

Second place in jet deliveries (year-to-date)goes to Gulfstream, with 103 units.Gulfstream’s results offer strong evidence ofrecovery. 2013 results are up 80.7 percent froma year ago when Gulfstream delivered 57 air-craft. The OEM’s third quarter results wereeven stronger with 38 units – up more than123.5 percent from the 17 it reported in thesame period last year. On just a quarterlybasis, Gulfstream was the leader for jet sales,edging out Bombardier by two units, 38 to 36.

Gulfstream was also the leader in jetbillings for the first nine months with a totalof nearly $5.3 billion compared with

GAMA ThirdQuarter 2013Shipment AnalysisT

by Mike Potts

GAMA THIRD QUARTER 2013 SHIPMENT ANALYSIS

GAMA DEC13_GAMA DEC05 19/11/2013 14:24 Page 1

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


Bombardier’s $4.48 billion. A year agoGulfstream’s billings totaled $2.73 billionwhile Bombardier’s led the industry with$3.928 billion. Collectively Gulfstream’s andBombardier’s combined billings are up bymore than 46.8 percent over last year.

Third place in jet deliveries so far goes toCessna, with 77 units - including 25 in thethird quarter. A year ago Cessna was the lead-ing jet manufacturer, with 128 units for theyear-to-date and 41 for the third quarter.Cessna’s performance compared with a yearago, however, reflects the weakness in thelight end of the jet market. The fact thatCessna’s Citation 560 XLS+ model has outsoldits entry-level Citation Mustang by 18 units to13 so far this year emphasizes the point – themiddle and upper ends of the jet market aresharply outperforming the lower end.

Embraer is in fourth place in jet deliveriesso far this year with 66 units, including 25 inthe third quarter – matching Cessna’s 3Qtotal. Both of Embraer’s totals are ahead ofwhat it reported a year ago, when it had 46units for the nine-month period and 13 for thequarter. That’s a gain of 43.46 percent year-to-date and 92.3 percent for the quarter.

Dassault is fifth in jet deliveries with 41units for the year, narrowly trailing the 43 itreported for the same period a year ago. Forthe quarter, however, Dassault is ahead of lastyear by 33.34 percent (12 units, up from ninelast year). If Dassault has a comparable gainin the fourth quarter it will finish ahead of lastyear in total jet deliveries. Dassault is actuallyin third place for jet billings, with $1.9 billionfor the first nine months – a position it is vir-tually certain to retain by year-end.

Beechcraft, newly emerged from bankrupt-cy is sixth, thanks to the six units it deliveredfrom inventory in the first quarter of this year.A year ago Beech delivered 23 aircraft in thefirst nine months of the year including sevenin the third quarter. Of course, the company isno longer producing new business jets and itsonly activity in the business jet market todayinvolves rebuilding older models of itsBeechjet series. If we were to discount theBeechcraft numbers from the totals comparingthis year’s jet market with last year’s, the 2013jet total would be reduced by seven units (to414), and the 2012 total would be reduced by23 (to 407 units). With these adjusted num-bers, the jet market’s performance turns fromslightly negative (-2.1 percent) to slightly posi-tive (1.7 percent).

Boeing and Airbus round out the jet mar-ket in seventh and eighth place respectively.Boeing delivered two units in the past quarterto bring its year-to-date total to five, downfrom eight at this time last year. Its quarterlytotal matched last year’s. Airbus reported nodeliveries for the quarter, down from two lastyear, and holding its year-to-date total to

three, down from six in 2012. This year repre-sents the first time since the recession began in2008 that the airliner-based business jet cate-gory served by Boeing and Airbus hasdeclined.

PROPJET MARKET SPECIFICSEven as it fades from the jet market,Beechcraft is leading a surge in the businessturboprop market, which, like the jet market,shows mixed results. Four of the nine compa-nies traditionally reporting business turbo-prop deliveries to GAMA listed gains over lastyear on a year-to-date basis (Beechcraft,Cessna, Quest and Socata); three are down(Pilatus, Piper and Pacific Aero), and one iseven (Extra) – while one did not report(Piaggio).

Looking at just the third quarter, four tur-boprop manufacturers were up, two weredown, one was even and two did not report.Taken at face value, these results don’t arguestrongly for a recovery in process. A closerlook, however, shows the turboprop marketleaders experiencing strong gains, while thecompanies with negative results would tip tothe positive side with only a few moredeliveries.

GAMA no longer lists a combined figurefor turboprop deliveries as it previously did,instead dividing the turboprops into single-engine and multi-engine categories. Furtherblurring the business turboprop market pic-ture is the inclusion of agricultural airplanesfrom Air Tractor and Thrush. For the purposeof this report, we discount the agricultural air-planes, although including them produces aninteresting statistic – for the first time since1994, the number of turboprop deliveriesreported by GAMA for the year-to-date (425)exceeds the number of jet deliveries (421).Never mind that 165 of the 425 are agricultur-al units.

The combined total of traditional businessturboprops is a more relevant measure of the

market’s health, and it reflects a recoveringmarket with 260 units delivered in the firstnine months of 2013, up 15.56 percent fromthe 225 delivered in 2012. Those are numbersyou would expect in a recovery.

Beechcraft is this year’s sole contributor tomulti-engine turboprops, which is the fastestgrowing segment listed in the current deliveryreport at 42 percent. Beechcraft reported 26units in this category in the past quarter,bringing the total to 84 for the year. In 2012the category had 24 for the quarter and 57 forthe year, including one for the quarter andtwo for the year from Piaggio.

In the single-engine turboprop categoryCessna is the leading manufacturer with 73deliveries reported year-to-date including 28in the third quarter. This compares with 65and 25 respectively (increases of 12.3 and 7.7percent) that Cessna reported last year.

Pilatus is next in single-engine businessturboprops with 32 units for the year-to-dateand 14 for the quarter, compared with 37 and17 last year. That’s a -11.1 percent shortfall forthe year and -17.65 percent for the quarter.Socata is in third place in single-engine turbo-prop deliveries with strong gains this year.For the year so far Socata has 28 deliveriescompared with 23 a year ago (+21.7 percent)and 11 for the quarter (+57 percent over 3Q2012).

Piper was next, with an almost even per-formance compared to last year – eight unitsin both 3Q periods and 22 units for the yearso far this year (versus 23 last year). Questshowed good gains, although its numberswere small with 17 aircraft delivered so farthis year (versus nine last year) - an improve-ment of 88.8 percent. Quests 3Q numberswere even better, with eight units comparedto three a year ago (+166.7 percent).

Filling in the remainder of the turbopropmarket were Extra (one unit YTD in 2012 and2013), and Pacific Aero, which, like Piaggiodid not report third quarter results to GAMA. ❯

TOP-END JETS ARE SELLING WELL




PISTON MARKET SPECIFICSPiston results are mostly interesting for theirupward trend, which adds further support tothe evidence of recovery. With 667 total unitsyear-to-date, the market is 7.9 percent aheadof last year, continuing a trend that began inthe first quarter of this year. The dominantpiston manufacturer in the market today isCirrus, with 195 units year-to-date, up 15.38percent from 169 last year. Up until last year,Cirrus and Cessna had been locked in a closebattle for single-engine piston dominance -but this year Cirrus has opened a 55-unit gapover Cessna’s year-to-date total of 140, andseems almost certain to finish the year in thelead.

Diamond occupies its traditional thirdplace in piston singles with 89 units - downslightly from the 96 it had at this point lastyear. Closing in on Diamond, however, isPiper, with 78 units so far - and an outsidechance to capture third place in piston deliver-ies with a very strong year-end. Piper is aheadof last year’s 67 deliveries by 16.4 percent.

Below these market leaders are clustered agroup of three piston OEMs with totals in the20s, including Beechcraft (26, up from 10);Extra (22, up from 10), and AmericanChampion (20, up from 18). Below these areGippsland (11, down from 12), Cubcrafters(nine, up from just one), Waco (even at six)and Maule (five, down from eight).

In the piston twin category Piper leads (27units, up from 26 last year), followed by

Beechcraft (23, up from eight) and Diamond(16, down from 19).

SUMMARYSo where are we likely to finish the year?Historically about 33 percent of business air-craft sales come in the fourth quarter, butrecently that percentage has been trendingupward. Last year both the jet and turbopropmarkets surged more than 36 percent in thefourth quarter. Even that wasn’t enough tokeep the jet market from falling below the700-unit level last year, down to 672 (theworst jet market performance since 2004).

With last year looking at lot like this year, Ithink the jet market will come in somewherebetween 660 and 680 units. If we break the 700level, that can be counted as another strongsignal of recovery, although the soft lower endof the jet market looks to me like structural

change in market preference for bigger jetsand we may have to take solace in lowernumbers with higher billings.

Turboprops appear to be hot right now,and I expect GAMA’s numbers to total 620 to635 by year-end. Of these, about 380 will betraditional business turboprop products whilethe balance will be agricultural. Piston deliv-eries should finish around 980 units, withanything over 1,000 being a strong sign of fur-ther recovery. Even if the piston deliveriesshould fall short, this would probably not be asign that the recovery is faltering, as long asthe turboprop and jet numbers remain strong.

On the evidence, I think we are in themidst of a business aircraft recovery thatshould develop nicely over the next five toseven years.View GAMA’s 3Q 2013 Shipment Report in full overleaf. ❯


SINGLE-ENGINE PISTON 166 241 194 601

MULTI-ENGINE PISTON 16 32 18 66

TOTAL PISTON 182 273 212 667SINGLE-ENGINE TURBOPROPS 102 116 123 341

MULTI-ENGINE TURBOPROPS 34 24 26 84

TOTAL TURBOPROP AIRPLANES 136 140 149 425

BUSINESS JETS 129 154 138 421

TOTAL TURBINE AIRPLANES 265 294 287 846

GRAND TOTAL 447 567 499 1,513

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

SINGLE-ENGINE PISTON 124 208 147 479

MULTI-ENGINE PISTON 12 24 14 50

TOTAL PISTON 136 232 161 529SINGLE-ENGINE TURBOPROPS 88 91 98 277

MULTI-ENGINE TURBOPROPS 34 24 26 84

TOTAL TURBOPROP AIRPLANES 122 115 124 361

BUSINESS JETS 71 68 68 207

TOTAL TURBINE AIRPLANES 193 183 192 568

GRAND TOTAL 329 415 353 1,097

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


Boutsen December_Layout 1 18/11/2013 16:13 Page 1


Third Quarter AirplaneShipment Report 2013MAKE & MODEL Q1 Q2 Q3 YTD

GAMA THIRD QUARTER 2013 SHIPMENT REPORT

GRAND TOTAL CIVIL SHIPMENTS 6 486 608 531 1,625

GRAND TOTAL AIRPLANE BILLINGS $4,695,759,951 $5,722,749,486 $4,969,506,669 $15,388,016,105

AIRBUS 7

ACJ318 1 0 0 1

ACJ319 1 0 0 1

ACJ320 0 0 0 0

ACJ321 0 1 0 1

ACJ330 0 0 0 0

TOTAL UNITS 2 1 0 3

TOTAL BILLINGS7 $151,000,000 $110,000,000 $0 $261,000,000

AIR TRACTOR

AT-401B 0 0 0 0

AT-402A 0 0 0 0

AT-402B 11 8 7 26

AT-502A 1 1 0 2

AT-502B 21 19 17 57

AT-504 0 0 1 1

AT-602 4 6 2 12

AT-802 4 2 0 6

AT-802A 14 5 9 28

TOTAL UNITS 55 41 36 132

TOTAL BILLINGS $24,108,208 $18,575,795 $15,017,432 $57,701,435

AMERICAN CHAMPION AIRCRAFT

7EC CHAMP 0 0 0 0

7ECA AURORA 0 0 0 0

7GCAA ADVENTURER 0 0 0 0

7GCBC CITABRIA EXPLORER 1 0 0 1

8GCBC SCOUT 1 4 1 6

8KCAB SUPER DECATHLON 1 5 1 7

8KCAB XTREME DECATHLON 1 0 5 6


TOTAL BILLINGS $703,600 $1,563,100 $1,396,300 $3,663,000

BEECHCRAFT CORPORATION 8

BONANZA G36 9 9 8 26

BARON G58 7 12 4 23

KING AIR C90GTx 5 5 6 16

KING AIR 250 13 7 5 25

KING AIR 350i/ER 16 12 15 43

HAWKER 4000 6 0 0 6


TOTAL BILLINGS $368,336,100 $172,410,800 $174,394,800 $715,141,700

BOEING BUSINESS JETS 7

BBJ 1 1 2 4


MAKE & MODEL Q1 Q2 Q3 YTD

❯


BOEING (CONTINUED)BBJ 2 0 1 0 1

BBJ 3 0 0 0 0

B747-8 0 0 0 0

TOTAL UNITS 1 2 2 5

TOTAL BILLINGS 7 $55,000,000 $120,500,000 $110,000,000 $285,500,000

BOMBARDIER

LEARJET 40XR / 45XR 1 0 0 1

LEARJET 60XR 2 4 2 8

CHALLENGER 300 14 16 12 42

CHALLENGER 605 5 11 8 24

GLOBAL 5000 / 6000 17 14 14 45

CL850 / 870 / 890 0 0 0 0


TOTAL BILLINGS $1,516,800,000 $1,586,800,000 $1,376,500,000 $4,480,100,000

CESSNA AIRCRAFT COMPANY 5,6

172R SKYHAWK 0 0 0 0

172S SKYHAWK SP 16 31 19 66

182T SKYLANE 4 7 2 13

T182T TURBO SKYLANE 11 15 0 26

206H STATIONAIR 3 0 0 3

T206H TURBO STATIONAIR 3 12 10 25

400 CORVALIS TTx 0 1 6 7

208 CARAVAN 675 2 1 4 7

208B GRAND CARAVAN 16 26 24 66

510 CITATION MUSTANG 2 5 6 13

525A CITATION CJ2+ 5 1 3 9

525B CITATION CJ3 2 3 4 9

525C CITATION CJ4 11 4 8 23

560 CITATION XLS+ 7 7 4 18

680 CITATION SOVEREIGN 5 0 0 5

750 CITATION X 0 0 0 0


TOTAL BILLINGS $402,766,920 $270,084,520 $286,115,280 $958,966,720

CIRRUS AIRCRAFT

CIRRUS SR20 11 14 3 28

CIRRUS SR22 14 27 39 80

CIRRUS SR22T 26 38 23 87


TOTAL BILLINGS $31,161,244 $50,576,878 $43,741,137 $125,479,258

CUBCRAFTERS 6

CC11-100 SPORT CUB S2 0 1 0 1

CC11-160 CARBON CUB SS 14 14 10 38

CC18-180 TOP CUB 4 3 2 9


TOTAL BILLINGS $3,609,386 $2,965,173 $2,345,249 $8,919,808

DASSAULT FALCON JET 5

FALCON 900LX 2 3 1 6

FALCON 2000LX 2 2 2 6

FALCON 2000S 0 1 2 3

FALCON 7X 4 15 7 26


TOTAL BILLINGS $358,600,000 $1,009,200,000 $538,900,000 $1,906,700,000




MAKE & MODEL Q1 Q2 Q3 YTDGAMA THIRD QUARTER 2013 SHIPMENT REPORT

DIAMOND AIRCRAFT 6

HK-36 0 0 0 0

DV20 0 0 0 0

DA20-C1 3 3 4 10

DA40 (ALL) 27 19 33 79

DA42 (ALL) 4 8 4 16


TOTAL BILLINGS $12,752,000 $12,371,600 $15,090,600 $40,214,200

EMBRAER 5

PHENOM 100 5 11 6 22

PHENOM 300 3 12 15 30

LEGACY 650 4 3 4 11

LINEAGE 1000 / E190 HEAD OF STATE 0 1 0 1

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


TOTAL BILLINGS $161,865,000 $368,340,000 $271,005,000 $801,210,000

EXTRA AIRCRAFT

EA300 7 8 7 22

EA500 1 0 0 1


TOTAL BILLINGS $4,420,000 $3,120,000 $2,730,000 $10,270,000

FLIGHT DESIGN GmbH 6

ASTM CT SERIES 25 26 22 73


TOTAL BILLINGS $1,765,444 $1,878,456 $1,589,462 $5,233,362

GIPPSAERO PTY LTD. 5

GA8 AIRVAN 5 3 3 11


TOTAL BILLINGS $3,634,800 $2,180,880 $2,180,880 $7,996,560

GULFSTREAM AEROSPACE CORP. 5, 9

GULFSTREAM 150 / 280 4 6 6 16

GULFSTREAM 450 / 550 / 650 25 30 32 87


TOTAL BILLINGS $1,507,900,000 $1,830,900,000 $1,958,100,000 $5,296,900,000

LIBERTY AEROSPACE

XL2 0 0 0 0

TOTAL UNITS 0 0 0 0

TOTAL BILLINGS $0 $0 $0 $0

MAULE AIR, INC.

M-7-260C 1 1 3 5

TOTAL UNITS 1 1 3 5

TOTAL BILLINGS $190,978 $190,978 $542,631 $924,587

MOONEY AIRCRAFT

M20R OVATION 0 0 0 0

M20TN ACCLAIM 0 0 0 0

TOTAL UNITS 0 0 0 0


PACIFIC AEROSPACE LTD

PAC 750XL 1 2 N/A 3

TOTAL UNITS 1 2 0 3

TOTAL BILLINGS $1,940,000 $3,463,000 $0 $5,403,000

PIAGGIO AERO 10

P.180 AVANTI II N/A N/A N/A 0


MAKE & MODEL Q1 Q2 Q3 YTD



TOTAL UNITS 0 0 0 0


PILATUS

PC-6 0 0 0 0

PC-12 7 11 14 32


TOTAL BILLINGS $31,255,000 $49,115,000 $62,510,000 $142,880,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0 2 2

PA-28-181 ARCHER III 0 23 9 32

PA-28R-201 ARROW 0 0 0 0

PA-34-220T SENECA V 1 6 2 9

PA-44-180 SEMINOLE 4 6 8 18

PA-46-350P MALIBU MIRAGE 12 12 9 33

PA-46R-350T MATRIX 4 4 3 11

PA-46-500TP MERIDIAN 6 8 8 22


TOTAL BILLINGS $29,723,271 $47,095,306 $37,172,898 $113,991,475

QUEST AIRCRAFT COMPANY

KODIAK 100 2 7 8 17


TOTAL BILLINGS $3,550,000 $12,425,000 $14,200,000 $30,175,000

SOCATA

TBM 850 5 12 11 28


TOTAL BILLINGS $17,340,000 $41,600,000 $38,190,000 $97,130,000

THRUSH AIRCRAFT, INC.

S2R-T34 5 4 4 13

S2RHG-T65 1 0 0 1

S2R-T660 0 0 0 0

S2R-G10 0 1 0 1

S2R-H80 1 3 14 18


TOTAL BILLINGS $6,214,000 $6,583,000 $16,710,000 $29,507,000

WACO AIRCRAFT COMPANY

2T-1A-2 0 1 0 1

YMF-5D 2 1 2 5

TOTAL UNITS 2 2 2 6

TOTAL BILLINGS $1,124,000 $810,000 $1,075,000 $3,009,000

GRAND TOTAL AIRPLANE BILLINGS $4,695,759,951 $5,722,749,486 $4,969,506,669 $15,388,016,105NOTES: 1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer. 3. An airplane is considered to be manufactured in the United States when produced under an FAA production certificate. 4. Military airplane shipments are not included in shipment table totals. 5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2013. 6. Cessna Aircraft Company C162 SkyCatcher (SLSA) and Diamond Aircraft HK36 Motor Glider and Flight Design ASTM CT series models are included in civil make-model shipment total, but not summary tables. This change is

intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. 7. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings.8. The listing in this report of Beechcraft Corporation for the period ending March 31, 2013 includes Hawker Beechcraft Corporation deliveries through February 15.9. Gulfstream deliveries will be recognized at the time of completion ("outfitted") starting 2012 to better align with shipment recognition with other OEMs. The 2011 report has been updated and prior years data will be amended. 10. Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. ■

PIAGGIO AERO (CONTINUED)

COMPARE AIRCRAFT PERFORMANCE USING OUR



ver the years as the sands shift Ihave written about this topic. Intimes of very limited supply,buyers who have finally foundwhat they are looking for want

to bring certainty into the acquisition process.Out of fear of a seller finding a higher price,the buyer may be willing to have their depositbecome non-refundable at contract signingtied to very fair and equitable delivery condi-tions that are negotiated during the contractphase.

In times of supply-rich markets where sell-ers find themselves with much more elongat-ed selling cycles and buyers have a hugeamount of supply to choose from, the sellerwho may have finally risen to the top of thepack strictly based on price may work to get a“Hard” deal so that the buyer cannot continueto fish in the hope of an even better deal priorto closing.

The idea of certainty in a transaction is nota bad concept. However, it can be very com-plicated for both sides to agree. It is almost anart, not a science. The idea of a deposit becom-ing ‘non-refundable’ at contract signing,before the pre-purchase inspection has evenstarted – let alone completed, can be veryuncomfortable for a buyer.

In what would be considered a “Soft” dealthe deposit is put into escrow at the signing ofthe LOI. The buyer and seller then beginworking on the contract and typically all ofthe deposit language is worked out andmemorialized in that document. In the Softdeal the contract signing does not really havean impact on the refundability of the deposit.What triggers the non-refundablility of thedeposit would be a conditional technicalacceptance that occurs within a few days fol-lowing the presentation by the inspectingfacility of the report of findings from theinspection. (This report has several sectionsdealing with the condition of the aircraft; thefunctionality of its systems; the records andthe AD and SB status.) Combined, the buyerand the seller understand the aircraft and canthen build the acceptance based on requiredcorrection of items to match the deliveryconditions in the contract.

I mentioned ‘conditional’ because although

the buyer is telling the seller, “If you fix theseitems I will buy the aircraft”, the acceptancecomes prior to the items being fixed and theaircraft being returned to service. Not only aremechanical and records work due in order tomake the aircraft meet the conditions, but freeand clear title must be evidenced at closing tocomplete the delivery conditions.

The reality to a seller of a Soft deal is thatthe aircraft is off-market for what could be aslong as six weeks with the buyer still able tocontractually reject the aircraft at their solediscretion – possibly for no reason to do withthe condition of the aircraft or its records.Naturally, a seller could feel the buyer has allthe rights and the seller shoulders all the risk.

In older aircraft that are not necessarilyunique, it tends to be very difficult to get abuyer to agree to a non-refundable deposit atcontract signing, no matter how clear therequired delivery conditions are. It is typicallya unique quality about the aircraft or a strongmarket condition in one direction or the otherthat would enable that. Either there is somuch supply that the seller has dramaticallylowered their price (and as I mentioned aboveseeks certainty in securing the buyer) or themarket is very strong with little-to-no supply– in which case the buyer wants to secure theseller to prevent them being enticed with abetter offer prior to closing.

This scenario could be further complicatedif the buyer puts a large non-refundabledeposit down and is thus engaged in buyingthe airplane. The seller is obliged to make theaircraft comply with the delivery condition,but the buyer requires the seller to put a sub-

stantial amount ofdeposit down toensure that theyare committed tocomplete thetransaction. Thebuyer could rea-son that they haveall the risk, where-as little is in placeto force the sellerto comply withthe delivery condi-tions and fix cer-tain items to comply with the contract.

Often in this set of circumstances someamount of corresponding deposit may be putup by the seller; and at the very least a sellermay be forced to agree to repay a buyer allcosts associated with the movement of the air-craft, cost of the inspection, and even reim-burse reasonable attorney fees. This will setsome standard of cost and keep a seller fromconsidering not completing the transactiondue to the cost to comply with the correctiveaction, as called out by the inspection.

My best advice in the area of the depositand the deal structure is to work as a buyingand selling team and try to understand themotivation of the other side. I assure you thatsomewhere in that conversation clear mindswill prevail and a deal will get done. Bothsides want certainty and neither side shouldhave an imbalance of risk.

This market will get back on its feet, and agood demand/supply balance will once againemerge.❯ Jay Mesinger is the CEO and Founder of MesingerJet Sales. Jay serves on the Jet Aviation Customerand Airbus Corporate Jets Business AviationAdvisory Boards (BAAB). Jay is also a member ofEBAA and the Colorado Airport BusinessAssociation (CABA). If you would like to join in onconversations relating to trends in BusinessAviation, share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. Formore information visit www.jetsales.com.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to: [email protected]


Deal Structure: Hard or Soft ?

THE AVIATION LEADERSHIP ROUNDTABLE

O My best advice in the areaof the deposit and the dealstructure is to work as a

buying and selling team andtry to understand the

motivation of the other side.

JMesinger DEC13_JMesingerNov06 19/11/2013 13:37 Page 1

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hen it comes to playing cardsclose to the chest, the BusinessAviation community can be atough table to deal into. Cross-connections between airframe

makers, powerplant producers and avionicsvendors make for a grapevine broad, diverseand complex in how it interlinks across mul-tiple projects. So arriving at the NationalBusiness Aviation Association's 66th annualmeeting and convention always carries withit expectations of rumor fulfillment alternat-ing with the occasional surprise.

And one of the more successful players atthe table managed to arrive with scant aware-ness of its plans in the public domain: Toannounce the launch of a second re-manufac-turing project. There were more than a few

people surprised at the announcement byentrepreneur Kenn Ricci's Nextant Aerospacethat the pioneering Nextant 400XTi is gettinga sibling in the re-manufacturing productline.

But that wasn’t the biggest part of the sur-prise… The biggest brow-raiser was that thenew project is a modernized, re-enginedBeechcraft King Air C90-series airframewhich Nextant has dubbed the G90XT.

There was no surprise, however, that theG90XT will depart from the original C90 asthe Nextant 400XTi departs from its Beechjet400 roots. Like Nextant's choice of theBeechjet 400 for the 400XTi program, theselection of the King Air C90-series builds ona variety of factors, as explained by SeanMcGeough, Nextant's president since March,

and himself a veteran of the company thatoriginated the King Air 50 years ago.

NUMBERS, STCs &OPPORTUNITIESRumors, as always, circulated aboutNextant's next project, and produced conflict-ing predictions about the target airframe.Some strongly suggested that Nextant wouldfocus on one of the smaller medium jets withnumbers equal to the 400-500 Beechjet 400units underpinning the 400XTi.

Others steered their expectations toward apropjet with potential to go much farther –something with numbers large enough tosupport such a program for years longer andhundreds more units. These voices felt that aBeechcraft King Air model offered the great-


NEXTANT G90XT PROFILE

W

Nextant ups remanufactured market ante. by Dave Higdon

Introducing The G90XT

NEXTANT_Gil WolinNov06 19/11/2013 14:09 Page 1

est potential – particularly given the manyengine and avionics options already STC'dfor the airframes.

And a handful turned their headingdirectly to the King Air 90 series - the first,the oldest, the most-numerous and the modelwith the largest pool of late-model airframes,with more than 1,500 built under a commonprefix and suffix, C90B. Since Beech AircraftCorp., circa 1992, introduced the follow-on tothe C90A, variations of the C90B have contin-ued to roll off the lines through today'sC90GTx.

“If we capture the same 20-30 percent ofthe available airframes for the G90XT, justthink about how many aircraft that will be,”noted McGeough. “That will be good for usand our partners in the program.”

Those partners are well placed, andtogether they expect to remake the venerableC90B airframe over from radome to tailcone,modernizing everything in between.

MEET NEXTANT'S NEW G90XTThe G90XT offers an avionics makeover in amodernized cockpit fronting a fuselage witha more advanced, quieter cabin; greater com-fort; and efficiency improvements to an air-frame completely stripped and repaired - andif needed, coated for corrosion resistance andfitted with modern lights, cabin systems and(key to this airplane) a new powerplant.

“We're partnering with GE and excited tobe using the new H80 engine,” McGeoughelaborated. “The beauty of our approach isthat we're building on an existing airframe

Those partners

are well placed,

and together they

expect to remake

the venerable C90B

airframe over from

radome to tailcone,

modernizing

everything in

between.


❯

already eligible for many of the improve-ments because of existing STCs(Supplemental Type Certificates) for variouscomponents.”

The GE H80 evolved out of the Czech-built Walter 601 engine, which became a GEprogram after the U.S. engine-maker com-pleted its acquisition of Walter Engines andits designs in mid-2008. With GE engineers inEvendale, Ohio, working with Walter's 601engine engineers, a new powerplant emergedboasting new metallurgy for the compressorand power turbine sections; dramaticallyimproved aerodynamics; and improvementsin fuel handling and weight.

The resultant H80 won approval first inEurope and then in the U.S., and a launchcustomer in Thrush Aircraft's 510G

GE’s H80 EVOLVED FROM THE WALTER601 ENGINE

GREATER COMFORT IS AMONG NEXTANT’S GOALS



agricultural-application aircraft. Early in 2013New Smyrna Air Center delivered its firstKing Air fitted with a pair of 800-shp H80engines and new five-bladed V510 Avia propsunder its own STC. Prior efforts had wonSTCs to fit the Walter 601s to King Air air-frames – but with limited success in the mar-ket.

“Having GE on board as our partner andsupplier brings the engine to a new level thatwe believe will make a big difference withcustomers,” McGeough said.

The H80 brings several advantages overthe PT6 turboprops that are largely synony-mous with the King Air. They weigh less;they're more aerodynamic; they boast signifi-cantly lower specific fuel consumption levels;and they require reduced maintenance due inpart to their different designs and the differ-ence in the engines' hot sections. (For exam-ple, GE's H80 engine needs no periodic fuel-nozzle cleaning thanks to a unique slinger-ring design for introducing fuel into the com-bustion chamber. Additionally, the enginerequires no hot section inspections whilegoing 3,600 flight-hours and 6,600 cyclesbetween overhauls.)

More importantly to the owner/pilotswho make up the bulk of the 90-series KingAir owners, they can look forward to signifi-cantly improved performance in hot-day,high-elevation take-offs, along with signifi-cantly improved high-altitude cruise speeds,according to both GE and Nextant.

“GE re-engineering the Walter was key tous,” McGeough revealed. “We wanted some-thing that would represent a key improve-ment in performance.

“With the GE we're looking forward toimproved performance and empty weight,”McGeough said. “The G90XT will be quieter,faster, and with lower direct-operating costsand longer range.”

That last improvement grows out of bothhigher cruise speed and higher cruising alti-tude combined with the reduced specific fuelconsumption seen in the GE H80 engine.

G1000 LANDS ANOTHER PANELAnother improvement already availablethrough STC is the Garmin G1000 integratedflight deck, and as Nextant's second partnerGarmin will supply a three-screen version tai-lored to the Nextant G90XT.

“There are already a significant number ofKing Airs flying with the G1000 panel and wefelt it was the best choice in terms of perform-ance, capabilities and costs,” McGeoughexplained to World Aircraft Sales Magazine.“And like the engine, it was important to usto partner with a company already familiarwith the airframe, and with the STC for thesystem.”

Available on a range of owner-flown air-

craft the G1000 package provides dualPrimary Flight Displays (PFD), a large singleMultifunction Display (MFD), dual VHFradios and WAAS GPS receivers, digitalautopilot, digital radar and integrated engine-data monitoring. Garmin also offers a signifi-cant training package to new owners to helpthem with the transition to the all-glassenvironment.

LESSONS LEARNED IN THE 400XTiThe GE-powered Nextant G90XT incorpo-rates the many lessons and advances Nextantdrew from its initial foray into remanufactur-


❯

There are already asignificant number of KingAirs flying with the G1000

panel and we felt it was the best choice in terms of performance, capabilities and costs.

- Sean McGeough

GARMIN’S G1000 PANEL WILL DOMINATE THE G90XT COCKPIT


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CAI_WAS_DEC13_Layout 1 11/13/13 4:36 PM Page 1


ing an aircraft. In fact, the interior shouldbenefit as the second application of theadvanced interior system Nextant developedand launched earlier this year in the 400XT –making it into the 400XTi.

Using new, lighter, more effective insula-tion a new composite-shell interior combinedwith new interior engineering, Nextantremade the 400XT’s interior to boast a 9dBreduction in interior sound levels whileadding three inches at the shoulder level and2.5 inches in headroom. Look for some simi-lar treatments to upgrade the King Air interms of sound and comfort levels.

But Nextant ultimately plans to leave thenature of the interior up to the owner,McGeough emphasized. “Customers willdecide how they want the cabin finished. Weplan to offer VIP configurations, as well as aninterior with high-density seating for thosewho need it. And the G90XT will be an idealplatform for a host of special missions, just asKing Airs have been for years.”

COMING SOON...AND THEN?“We're within a year of delivering the firstG90XT,” McGeough outlined. With theengine, avionics and airframe advancesalready identified – including the newwinglets that will contribute to the turbo-prop's high-altitude capabilities and shorterrunway performance, that’s eminently possi-ble. The goal is, of course, to sell as many aspossible, but the company does have a targetit hopes to achieve; to remanufacture at least20 percent of the 1,500-plus eligible C90-seriesairframes.

Nextant set a goal of 20 to 30 percent ofthe existing Beechjet 400 market and with anorder for 50 received at NBAA the programmoved above 20 percent in total sales.“Twenty-30 percent of the King Air C90 mar-ket would be great,” McGeough noted. “Thatwould be more than 300 airplanes – and we(Nextant and our two partners) really believewe'll do even better than we're doing withthe 400s.”

According to conversations with Nextantstaff, the initial details of the G90XT were dis-cussed at EBACE back in May, with all threepartners participating and making the com-mitment to move ahead. “We'd been workingon identifying the program target and thedetails for about a year,” McGeough revealed.

The three partners' conversations inGeneva weren't limited to signing on to theG90XT project alone however - conversationsalso turned toward a follow-on program.Exactly what airframe, what equipment andwhen remain undecided for now. McGeoughstressed that Nextant is focused on buildingthe 400XTi and completing flight tests of theG90XT so it can proceed into production –next to the 400XTi line in Cleveland, Ohio.

He was also unhesitating in declining todiscuss Nextant's third program. “We want toget the G90XT firmly on its feet, establishedand running well before we tackle anotherproject,” he said.

That aforementioned rumor mill and itsgrapevine network speculate that the nextNextant will indeed offer a step-up from the400XTi – just as the G90XT is positioned toprovide a high-value option from which tur-boprop owners can step up to the 400XTi.Whatever it is, Nextant will shoot for provid-ing a value equation unmatchable by anyother option for that airframe.

“Value is what makes Nextant as success-ful as it's become in a relatively short time,”McGeough concluded. “You never want totamper with what works.”More from www.nextantaerospace.com


The goal is, of course, to sell as many as possible,

but the company doeshave a target it hopes toachieve; to remanufacture

at least 20 percent of the 1,500-plus eligibleC90-series airframes.

THE H80 IS EXPECTED TO BRING MANY ADVANTAGES OVER THE OLD POWERPLANT


AIC Title October_Layout 1 23/10/2013 11:05 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

JANUARY ISSUE: Large Cabin Jets

FEBRUARY ISSUE: Medium Jets

MARCH ISSUE: Light & Entry Level Jets

APRIL ISSUE: Turboprops

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroDec13_AC Specs Intronov06 19/11/2013 15:52 Page 1

❯

$1,297.93

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,270.59

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1152

3888

4002

1953

474

274

274

204

2

PT6A-135A

BEEC

HCRA

FT K

ING

AIR

C90G

Tx

$1,132.42

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

640

940

4519

3692

2010

495

250

234

195

2

PT6A-21

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$1,277.97

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A

$1,162.12

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

940

4519

3692

2000

554

250

234

195

2

PT6A-21

$1,318.60

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

739

1174

4519

4007

1953

474

270

270

206

2

PT6A-135A

$1,413.45

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1580

5300

4417

2448

745

290

283

226

2

PT6A-42

BEEC

HCRA

FT K

ING

AIR

B200

BEEC

HCRA

FT K

ING

AIR

C90G

TiBE

ECHC

RAFT

KIN

G AI

R C9

0SE

BLAC

KHAW

K KI

NG A

IR C

90 X

P135

A

BEEC

HCRA

FT K

ING

AIR

C90B

BEEC

HCRA

FT K

ING

AIR

C90G

T

TURBOPROPS

BEEC

HCRA

FT K

ING

AIR

B200

GT

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

$1,555.30

4.8

4.5

16.7

303

4.3

2.25

55

-

2

6

12500

12500

8760

3645

185

2240

960

1650

3640

4437

2450

745

305

298

226

2

PT6A-52


AircraftPer&SpecDec13_PerfspecDecember06 19/11/2013 15:56 Page 1

$1,584.02

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1550

3300

4140

2700

622

320

310

234

2

PT6A-60A

$1,580.44

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

10000

3611

1489

2500

1440

1550

3300

4143

2700

622

320

310

234

2

PT6A-60A

BEEC

HCRA

FT K

ING

AIR

350i

AIRCRAFT SPECIFICATIONS

$1,574.92

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8980

3645

-35

2020

636

1575

3925

4625

2437

682

292

282

232

2

PT6A-52


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,598.56

4.8

4.5

19.5

355

4.3

2.23

55

-

2

8

16500

15675

10585

5192

823

2415

1635

2365

5105

4770

2400

337

303

265

238

2

PT6A-60A

$664.65

4.5

5.3

12.75

254

4.19

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

835

2055

2508

1234

-

186

175

147

1

PT6A-114A

$740.52

4.5

5.3

16.75

340

4.2

4.07

32

-

1

9

8807

8500

5305

2247

1290

3195

494

739

2742

2800

1331

-

194

187

162

1

PT6A-140

$672.75

4.5

5.3

16.75

340

4.2

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

789

2420

2625

975

-

184

182

156

1

PT6A-114A

CESS

NA 2

08B

GRAN

D CA

RAVA

N

BEEC

HCRA

FT K

ING

AIR

350i

ERCE

SSNA

208

CAR

AVAN

CESS

NA 2

08B

GRAN

D CA

RAVA

N EX

BEEC

HCRA

FT K

ING

AIR

250

BEEC

HCRA

FT K

ING

AIR

350

BLAC

KHAW

K XP

42A


$926.01

4.5

5.3

16.75

340

4.2

4.08

33

112

1

9

9062

9000

5300

2224

1573

3200

627

734

2195

2625

1214

-

198

186

159

1

PT6A-42A

TURBOPROPS



$944.94

4.1

4

10

120

3.9

3.5

30

5.9

1

5

7394

7024

4589

1910

931

1443

1102

1214

3100

3750

2005

-

320

316

255

1

PT6A-66D

$1,693.19

5.8

6.1

14.9

375

4.4

2

16

44.15

2

6

11550

10945

8000

2802

798

1800

980

1440

3100

4550

2950

756

390

354

310

2

PT6A-66

PIAGG

IO A

VANT

I P18

0

$803.54

4.1

4

10

120

3.9

3.5

30

5.9

1

5

7394

7024

4889

1887

654

1143

1000

1200

3100

3750

1570

-

292

290

255

1

PT6A-64


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,520.87

5.8

6.1

17.5

375

4.4

2

16

44.15

2

6

12100

11500

8500

2802

848

1300

752

1364

3500

4417

2600

680

363

346

314

2

PT6A-66B

$946.16

4.75

5

16.9

326

4.5

2

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1660

2450

2783

1680

-

261

261

209

1

PT6A-67B

$948.05

4.83

5

16.92

330

4.42

2

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1635

2450

2783

1920

-

280

268

209

1

PT6A-67P

$636.57

3.9

4.2

12.3

120

3.8

2

20

-

1

5

5092

4850

3663

1140

331

1187

489

1091

2000

1950

1556

-

267

262

225

1

PT6A-42A

PIPER

MER

IDIA

N PA

46T

P

PIAGG

IO A

VANT

I P18

0 II

PILAT

US P

C-12

PILAT

US P

C-12

NG

DAHE

R-SO

CATA

TBM

700

C2DA

HER-

SOCA

TA TB

M 8

50

QUES

T AIR

CRAF

T KOD

IAK


$639.10

4.5

4.8

15.5

248

4.1

4.1

38

-

1

5

7255

6690

3975

2110

1220

2515

524

845

1720

1933

1338

-

180

154

133

1

PT6A-34

TURBOPROPS

■




ny soul who executed a majorconstruction project can attest tothe seemingly endless stream ofdetails needing a decision. Thecomplexities compound when

the project is a makeover of a building fromthe bare wall studs and uncovered flooringunderlay. For many, faced with the options,the smartest decision is to hire a contractor,decorator or some other professional chargedwith applying the owner's choices and execut-ing the project's final reality to match theowner's vision.

The equivalent exists in private aviationevery time an owner decides to buy a VVIPaircraft or give a makeover to its own jet.

Mente Group, a Dallas-based aviation con-sulting and brokerage firm, recentlyannounced at the National Business AviationAssociation’s annual conference in Las Vegasthat it has assembled a world-class team ofmarket and transaction specialists, aviationdesigners and operational and technical con-sultants to form “Mente Complete”; designedto help individuals manage VVIP aircraftacquisitions and refurbishments.

As a result of the repeated contacts of itspartners through their roles in preceding jobs

that involved business aircraft refurbishmentand rework (as well as full-up identification,location and acquisition of pre-owned aircraftand disposal), these aviation experts ultimate-ly decided to do their own ‘makeover’,becoming the all-encompassing general con-tractor for large-cabin, VIP airliners.

Instead of tapping independent talent tomanage the client’s demands, the MenteComplete team bring their own proven skillsand knowledge in their various disciplines ofaircraft refurbishment and full-fuselagemakeovers, matching their clients with theproviders they know can fulfill the highest ofexpectations.

“We generally deal with high-net-worthindividuals and their families,” explainedMente Complete partner Don Hammer. “Theycan be demanding - sometimes exasperatinglyso – so you have to know how to tell themwhen they can have something and whenthey can't, and how to execute in a way thatkeeps them happy. We know who can handlethat kind of work in every area.” Accordingto Hammer, “We have the expertise and expe-rience to work with any operator on any air-craft or project, and Mente Complete is wherewe bring together all our strengths in the

service of a single client project.”Indeed, covering every area of the process

is a Mente Complete specialty.

MENTE COMPLETE ROOTSMente Group, the company offering therecently announced Mente Complete service,was formed four years back, primarily as abusiness jet consultancy and aircraft broker-age, specializing in mid-sized business jets toVIP airliners, explained Mente Group partnerBrian Proctor. Mente Group excels in offeringits clients a plethora of services throughoutthe aircraft ownership lifecycle. The mainfocus is helping those interested in maximiz-ing their ownership experience, though riskmitigation and preservation of capital.

Mente Complete brings together a uniqueand highly specialized team of experts with aspecific history in working with the complexworld of VVIP airliners. “My background isin engineering,” Hammer added, “so I help‘keep it real’ for what can be executed, whileCheryl Strack [partner] handles the interiorand exterior design and finish choices.”

Jeff Bosque rounds out the four partnersthat make up the Mente Complete serviceoffering, and he, along with Proctor, specialize

Mente Complete:

THE MENTE GROUP

AA single source for VIP aircraft solutions. by Dave Higdon

THE FOUR PARTNERS OF MENTE COMPLETE:BRIAN PROCTOR (INSET) AND - LEFT TO RIGHT - JEFF BOSQUE, CHERYL STRACK AND DON HAMMER.

The Mente Group_Bradley 19/11/2013 14:55 Page 1


in the finding, buying and selling assets relat-ed to the VVIP airliner project. Bosque is a for-mer president of Associated Air Center, one ofthe most respected interior completion com-panies in the industry, and Proctor a formerpresident of Leading Edge Aviation.Meanwhile Strack is an established VVIP-air-craft interior designer and Hammer is the for-mer director of maintenance for DresserIndustries. Collectively, the four lay claim tomore than $5 billion in business aircraft trans-actions (covering about 500 delivered aircraft);more than 100 interior design projects; andmore than $1 billion in completion projects(including 200 completion management jobs).

“Between us we've bought, sold and refur-bished billions in business aircraft, but did sofor the clients of our past respective compa-nies,” Proctor explained. “Now we're focusingon taking what we do directly to the client tohelp them locate, purchase, design, completeand deliver their choice of aircraft.”

DIVERSE EXPERTISE;SINGLE, COORDINATED SHOP“With our individual strengths combined wecan offer clients of Mente Complete exactlywhat the name says,” Hammer stressed.“We've got strengths in all the areas – fromidentifying candidates to designing the interi-or in-house, then managing the process frombeginning to end right through to the accept-ance flight and delivery.”

Proctor related how Mente Complete grewout of the realization of a true need in the

high-end, airliner world of private aircraft.“There were no one-stop shops for operatorswho wanted to acquire and refurbish largesingle and multi-aisle VIP aircraft. And therewere people who needed that option.”

Under the group's Mente Complete pro-gram the four partners apply their specializedknowledge working as a team to provide acoordinated effort and thus provide integrat-ed, individualized assistance to purchasers ofVIP aircraft. “While one of us may take leadon a project, we each work with the client per-sonally to iron out the details in our specificstrength areas,” explained Strack.

That means Strack works with the clientson all the details of the interior and exteriorfinish; everything inside from floor finish toseat-belt treatments, choice of lighting, cabinentertainment and in-flight office accou-trements – as well as comfort considerationssuch as seats, couches, beds and conferencetables. “You name it,” she added.

Hammer works with the maintenance andinstallation shops, the completion providers,and others to coordinate the work itself.Proctor and Bosque both contribute theirexpertise in identifying, locating and acquir-ing candidate aircraft; in the disposal of anyexisting aircraft; and serve as the point of con-tact for many of the projects as they progress.

Mente Complete ensures clients seeking aVVIP aircraft receive integrated assistance inevery aspect of the process – from the pur-chase through the design, the completion andpainting, and finally delivery of a pre-owned

large-body jet.The Mente Complete process begins by

identifying the clients' needs, wants andexpectations. “You have to know what theywant if you expect to fulfill their needs,”Hammer observed. Once those details are set-tled, Mente Complete works to locate the bestcandidate aircraft and handle the acquisitionfrom the pre-purchase inspection throughdelivery of the newly purchased asset.

“From there we shift to making the air-plane over into what the client wants,”Proctor explained. That means going beyondthe particulars of the acquisition and into theselection of an appropriate, capable comple-tion provider to handle refurbishment andany MRO work needed.

“We handle negotiating the contract; wevet the refurbishment centers; design the newinterior; and we provide on-site supervision atthe completion center or maintenance facili-ty,” Hammer continued.

Proctor concluded, “We become the clientof the shops we select for each project andoversee everything on behalf of our client. Webecome the one-stop-shop for getting theclient the airplane they want.”❯ www.mentegroup.com

THE MENTE GROUP

BEYOND MENTE COMPLETE

While the company's new Mente Completefor full-on management of a large jet acqui-sition, refurbishment or makeover programmay be its top-of-the-mark service, MenteGroup offers a host of other services, rangingfrom serving as the retained agent for buyersand sellers of all types of aircraft (includinghelicopters, turboprops and business jetsfrom the light-end-up); fleet planning;appraisals; pre-purchase technical appraisals;flight-department audits; outsourced aircraftmanagement; even crew and personnelrecruitment.

Mente Group was formed four years agoin Dallas to create a one stop shop for buyersand sellers of private jet aircraft to providebusiness consulting, transaction planning andexecution, technical and operational assis-tance. Mente Group clients receive world-class advice helping them navigate the com-plex process of aircraft ownership.

Above it all, the Mente Group providesexpert-level brokerage services for ownersfrom across the spectrum. The companyshowed off two jets at the 2013 NBAAConvention in Las Vegas – a Falcon 2000 anda Citation Sovereign - both in mint conditionwith fresh updates and ready to go to work.

MENTE GROUP EXHIBITED A FALCON 2000 & CITATION SOVEREIGN IN LAS VEGAS

The Mente Group_Bradley 19/11/2013 14:56 Page 2

n this month’s JETNET>>KNOW MORE article wewill present the nine monthsyear-to-date market trends forNew and Pre-Owned Business

Aircraft, comparing 2013 to 2012 as well asinvestigate a new term that we will refer toas ‘Decoupling’.

We have stated numerous times in pre-vious JETNET >>KNOW MORE articlesthat New aircraft orders are based on thesuccessful sale of existing Pre-Owned air-craft. ‘Decoupling’ may suggest that own-ers are simply holding on to their existingaircraft when purchasing a New aircraft -or rather than ‘coupling’ a New aircraftpurchase with a Pre-Owned trade-in, theycould be purchasing and using other meansto offload their existing aircraft… or per-haps both.

In other words, we question whetherowners are choosing to continue flyingtheir aircraft beyond their “normal”upgrade cycle until market prices improve.Or perhaps they are purchasing the newaircraft and trading it in with an OEM, orsigning an exclusive agreement with a bro-ker with the expectation of a sale.

If these original owners are keepingtheir business jets longer since the down-turn began in 2008, perhaps it would helpexplain why the Pre-Owned business jets‘For Sale’ inventory has remained at such ahigh level for over four years. The preced-ing are just a few of the questions that wewill address in this edition of JETNET>>KNOW MORE.

MARKET VALUESThe market value of business jets is one ofthe key drivers for Decoupling.Unfortunately, the rapid decline in businessjet market values has not recovered, and for

Decoupling & Nine-Months2013 Business Jet Market Trends

by Michael Chase & Marj Rose


those owners that purchased aircraft duringthe pre-2008 market-peak time period,that has resulted in a major economicdisappointment.

For those that have purchased a Newaircraft post-2008, they probably have doneso with cash (as the majority of buyers dotoday as reported in US FAA Financial doc-uments). For other sellers that have held onto their Pre-Owned business jets hopingthat the ‘GREAT’ recovery (in market valueterms) is just around the corner – well,they’ve been waiting for four years now,and they’re still waiting…

Another dynamic of the current marketis the bifurcation of large-cabin jets that areperforming stronger than the mid- andsmall-cabin jet markets. Demand and pric-ing is more favorable in the large-cabinmarket, therefore the Decoupling may bemore pronounced in the mid- and small-cabin markets.

Additional dynamics at play couldinclude the Original EquipmentManufacturers (OEM) trade-in policies. As

their individual order backlogs evaporated,they became more risk-adverse, thusaccepting fewer trade-ins, and possiblyoffering less-than-favorable trade-in values.And what impact has the bankruptcy andsubsequent exit from the business jet mar-ket of Hawker Beechcraft had? Thesedynamics have certainly resulted in a “waitand see” mentality for the fence-sitters. Ofcourse, there has been an increase in the“first-time buyers” that did not previouslyown an aircraft to sell.

We can assume that many of the ques-tions listed above all have played their partin this very slow and lengthy business jetmarket recovery for the past five years inone way or another.

NEW BUSINESS JET DELIVERIESNew business jet deliveries by OEMs overthe past five years are reflected in Table A(above). For the first nine months of 2013New business jet deliveries are down -1.9%compared to the first nine months of 2012.New business jet deliveries by OEM reflect

JETNET >>KNOW MORE

I TABLE A

Source: GAMA

OEM 2009 2010 2011 2012 2013 Change

Bombardier 140 107 115 119 120 1 0.8%Gulfstream 74 79 72 57 103 46 80.7%Cessna 221 100 116 128 77 -51 -39.8%Embraer 57 84 49 46 66 20 43.5%Dassault Falcon 51 67 35 43 41 -2 -4.7%Hawker Beechcraft 65 37 30 23 6 -17 -73.9%Boeing 3 6 5 7 5 -2 -28.6%Airbus 5 11 5 6 3 -3 -50.0%

Total 616 491 427 429 421 -8 -1.9%

1st 9 Months 2013/2012New Business Jet Deliveries

JetNet Dec13_PAMA interview November06 19/11/2013 14:38 Page 1


that the Top Three (Bombardier, Gulfstreamand Cessna) have all changed positionssince 2009, with Bombardier now leadingthe pack.

Gulfstream has seen increased deliveriesof New G280 and G650 models, and thesecurrently lead the industry in terms of thelargest number of change and percentagefor 2013 compared to 2012. Conversely,Cessna deliveries are down by almost -40%compared to 2012 - owing at least in partto new model introductions that have beendelayed. Also of interest is the change inposition between Dassault Falcon andEmbraer that we believe is a result of

Hawker Beechcraft’s business jet produc-tion stoppage.

Overall, New business jet deliveries arelower today compared to 2009 and 2010,with the past three years showing nearlythe same level of deliveries across the firstnine months.

PRE-OWNED FULL SALETRANSACTIONSPre-Owned business jet deliveries (byOEM) over the past five years are reflectedin Table B (above). Results from the firstnine months of 2013 are down -3.1% com-pared to the same period in 2012. As report-

CHART A - AVERAGE LENGTH OF OWNERSHIP - BUSINESS JETS

JETNET >>KNOW MORE

The Average Length of Ownership has grown since 2005 for both New and Pre-owned Ownership across ALL Makes and Models from

3.6 to 4.8 years for NEW and from 2.1 to 3.2 years for PRE-OWNED.

ed, 2012 was a record year for Pre-Ownedbusiness jet full retail sale transactions andthe first nine-months of 2013 is only slight-ly off that pace.

The largest declines in Pre-Owned saletransactions are from Bombardier Learjetand Dassault Falcon models, when the firstnine months results for 2013 are comparedto the same period for 2012. These resultsare indicative of the prevailing weaknesstoday in the Small and Mid-cabin jet sec-tors. [Note: Cessna models have shown asmall improvement in the first-nine monthsin 2013 compared to 2012, whereas DassaultPre-Owned sale transactions have fallen offin the YTD results in just this past quarter.]

AVERAGE LENGTH OF JET OWNERSHIPThe average length of business jet owner-ship has shown growth from 2005 to 2013across all makes and models as reflected inChart A (bottom left). We believe ownershave held on to their aircraft because of thedifficult economic times that started towardthe end of 2008.

Several knock-on effects have caused thegrowth in average length of ownership,including the difficulty in securing newfinancing; the loss of value retention in theaircraft; high ‘For Sale’ inventory levels;more average days on the market; and(positively) better reliability and maintain-ability of business jets. Business jet usage(flight hours) have declined since 2008, too,mostly because business activity in generalhas been stagnant.

RESIDUAL VALUE ANALYSISIn years prior to the Great Recession, theindustry used 3-4 percent per year deprecia-tion schedule to gauge future values for busi-ness jets. An aircraft lifespan is established bythe manufacturer and measured not in yearsbut in pressurization cycles. Each time an air-craft is pressurized during flight, its fuselageand wings are stressed.

Has the residual value depreciation sched-ule changed today? One recent analysis sug-gested that there is now a much greater per-centage depreciation per year. The economicuseful life is the period of time over which anaircraft is (or is expected to be) physically andeconomically feasible to operate in its intend-ed role. Periodic maintenance and repair willusually be required.

There is evidence that aircraft with greatercapability (e.g. range, speed and cabinvolume), along with the new generation ofavionics tend to retain value better. Those air-craft that do not possess these greater capabil-ities tend to lose their value retention. ❯

Source: JETNET

OEM 2009 2010 2011 2012 2013 Change %

Cessna 371 427 553 584 589 5 0.9%

LEARJET 155 194 190 228 180 -48 -21.1%CHALLENGER 61 83 101 105 123 18 17.1%

GLOBAL 13 21 40 29 27 -2 -6.9%

Bombardier - Total 229 298 331 362 330 -32 -8.8%

Hawker Beechcraft 157 209 255 249 254 5 2.0%

Gulfstream 104 159 153 192 186 -6 -3.1%

Dassault Falcon 127 133 135 173 147 -26 -15.0%

Embraer 11 23 28 40 46 6 15.0%

Eclipse 17 21 28 26 21 -5 -19.2%

Westwind 19 25 23 25 33 8 32.0%

Astra 5 9 12 14 13 -1 -7.1%

Sabreliner 15 16 21 10 11 1 10.0%

Boeing 1 15 3 6 7 1 16.7%

Airbus 2 1 6 3 1 -2 -66.7%

Other 5 15 14 15 10 -5 -33.3%

Total 1,063 1,351 1,562 1,700 1,648 -52 -3.1%

Pre-owned Full Retail Sale Transactions2013/20121st 9 Months

Year

s

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TABLE B


JETNET >>KNOW MORE

SUMMARYHistorically, the business jet market has been- and will continue to be - stimulated by newaircraft introductions. The strong upturn inthe market in 1996 was accomplished by sev-eral key factors, including a strong economy,new aircraft deliveries and fractionalownership.

With each new aircraft model built there isa bump-and-run delivery cycle that occurs.The bump comes with first deliveries of anew model and is generated by the marketexcitement for the new model and what it hasto offer. This in turn creates a backlog oforders which tapers off over time (the run), as

the manufacturer then ramps-up productionto fill that new demand.

As announced over the past several annualNBAA events, there are 16 new or derivativebusiness jet aircraft models that have come to,or will soon arrive on the market in the near-term. This fact, in our opinion, will help stim-ulate recovery and provide needed growthagain in the business jet marketplace. Ofcourse, the World and US GDP growth mustbe stronger, and lower jet fuel prices could donothing but help. The missing ingredient isconfidence from aircraft buyers. They hold thekey to picking up the pace in both the Pre-Owned and New business jet markets.

❯ 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]



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JetNet December_Layout 1 19/11/2013 16:27 Page 1


RVSM STREAMLINING

Streamlining FAA’s RVSM Process:

educed Vertical SeparationMinimums (RVSM) has beenaround a while and migrated itsway across the world within thedifferent operation sectors.

There are differences, and as with all of avia-tion’s requirements and mandates, variants ininterpretation and even confusion. For thepurposes of this article we will focus on recentFAA changes with the understanding that sim-ilar concerns and corresponding reviews areunderway across the globe.

Recent FAA changes were born out of a lotof operator frustration. In the US at least, theNBAA has been doing a stellar job in promot-ing the interests of Business Aviation in thisarea. At the recent NBAA Annual Conventionin Las Vegas a panel of FAA and industryexperts reviewed the current US RVSMstatus.

In late December last year the FAA issued

new Letter of Authorization (LOA) guidancefor Part 91 operators. The update is housedwithin its Flight Standards InformationManagement System (FSIMS), a repository ofupdates and changes in flight standards. AnLOA applies to Part 91 operations while othertypes such as Part 91K, 135 and 121 use OpSpecs. Most business aircraft operate underPart 91 for RVSM and other purposes.

More recently however the FAA outlinedits streamlining intentions on RVSM thatwould include US and international appli-cants. RVSM works by all aircraft flying with-in its airspace being technically compliantand current on authorization to operate.

THE CONCERNSThere are two major concerns being addressed- one being the interpretation of regulations,and the other the time an application orrenewal process takes (specifically RVSM

LOAs). Working through the NBAA and itsWeb-Based Operations Safety System the FAAwas able to receive significant industry feed-back and formed an FAA-Industry workinggroup (PARC) that in effect became the ‘ActionTeam’. The Action Team had three major areasto work since mid-2012:• Review existing regulations and related

guidance.• Evaluate various options to improve the

RVSM authorization process, and develop recommended enhancements to the process.

• Create a summary report providing rationale and reasons behind the Action Team’s recommendations.

Although an official report was submit-ted and reviewed by May 2013, finalapproval is still pending due to well-publi-cized US Government issues.

R

Authority Listens to Industry and Outlines its Intentions.by Ken Elliott

RVSM Dec13_Gil WolinNov06 19/11/2013 13:53 Page 1

The big industry push was for the FAAto stop treating each LOA application like afirst-time event (for example, being treatedas though the applicant were a new opera-tor with a new aircraft type, new mainte-nance program and untrained pilots) allresulting in a lengthy approval process. Thisfull-up authorization was taking place evenwhen there was only a tail number change!

Additionally there was confusion in theapplication requirements through lack ofclarity in the guidance material. Resultingchanges are to take place in a substantialrewrite of FAA Order 8900.1, andspecifically:• Volume 4 (Aircraft Equipment &

Operational Authorizations).• Chapter 10 (Evaluate Operator‘s

Application to Conduct Flight in Reduced Vertical Separation Minimum Airspace).

RVSM STREAMLINING

❯

There are however basic requirements that willnot change:• Operators must have authorization to

operate in RVSM Airspace.• Aircraft must comply with FAR

requirements.• There must be an FAA-approved

maintenance program.• Pilot knowledge must be acknowledged

and approved.• New guidance will apply only to new or

amended authorizations, not to existing LOAs.

Via a decision matrix the FAA will onlyfocus on certain areas for initial review, whilethe authorization is to be broken into elements.• A compliant aircraft can either be by

manufacturers’ TC, or SB/SL/STC (after-market change approvals).

• Maintenance programs are normally initiated from Instructions for Continued Airworthiness (ICAs) approved for each system by aircraft type. The maintenance program can include CAMP if all the elements are included.

• Pilots need to be able to demonstrate knowledge of procedures, requirements and policies. For pilots beyond Part 91, including Part 91K, initial and recurrent training is required.

REGARDING THE OPERATORWith respect to the operator an applicant forRVSM must determine the responsible opera-tor to be designated (and it may be multiple insome cases). The owner-operator needs to beregistered, not a management company orowner-trustee. Multiple operators of the sameaircraft or fleet must be independently LOA-approved to operate in RVSM airspace. Anoperator must have a ‘responsible person’ whomust be very knowledgeable regarding RVSM,with legal authority to sign on behalf of theoperator. An operator may also have a sepa-rate appointed ‘point of contact’ who althoughnot authorized to sign on behalf of the opera-tor, must be familiar with RVSM.

There are additional requirements andmonitoring such as:• Appropriate use of Minimum Equipment

List (MEL).• Crew notification of RVSM status.• A monitoring plan that includes: intervals

of two years/1,000 hours (whichever is longer), that may establish six months post-authorization, and successful monitoring will transfer to new owner/operators.

With respect to the new way of doingbusiness:• Under Group I: An operator may request

an LOA amendment without any element

changes streamlining the RVSM status change process.

• Under Group II: There is consideration as to why only some RVSM Authorization Elements are changing.

• Under Group III: A totally new applicationis required, and therefore an operator starts from scratch.

So in effect operators receive credit for pre-viously approved and unchanged elements oftheir existing RVSM programs, streamliningthe RVSM status change process.

MONITORINGFor the monitoring initial and recurrent flighttest portion of the requirement, the followingfour Aircraft Geometric Height MeasurementElement (AGHME) Constellations are avail-able. They are located in Atlantic City, NJ;Cleveland, OH; Wichita, KS; and Phoenix, AZwith additional AGHME sites expected tocome online later.

After completing an application that can belocated on the NBAA website, all the operatorhas to do is flight plan a route through anAGHME coverage area at FL290-410 and fol-low the appropriate procedures. The actualflight is automatically recorded by the FAA. Ifflying over an AGHME coverage area is notpractical, operators can also contract with anFAA-approved company to conduct a moni-toring flight with a portable GPS-basedMonitoring Unit (GMU) on board theoperator’s aircraft.Note: With respect to monitoring, world-

wide there are a number of regional or stateagencies for checking RVSM accuracy. A goodlist may be found on the Eurocontrol website; https://www.eurocontrol.int/states-designated-rmas.For overall European RVSM guidanceEASA/JAA Temporary Guidance Leaflet(TGL) No. 6 “Guidance Material on the approvalof aircraft and operators for flight in airspace aboveflight level 290 where a 300 m (1,000 ft) verticalseparation minimum is applied” is useful.

Upon visiting the FAA RVSM website (www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/documentation/) some basic actions required for RVSM are theuse of the Job Aid and RVSM approval check-list. The website offers a wealth of useful infor-mation and the Job Aid spells it all out intabulated format aligned to its elements.Additionally, it’s FAQs area has been recentlyupdated to reflect some of the new and intend-ed changes. Apart from DRVSM, the FAA alsoprovides links and excellent guidance as toRVSM certification in Caribbean, SouthAmerica, Europe, WATRS, NAT, Pacific andthe Middle East.

Returning to the NBAA, its website http://www.nbaa.org/ops/cns/ offers a wealth ofoperator-specific information for members.



Here can be found RVSM news and relevantevents, WATRS, NAT, Canada, Europe, Russia,Africa and Indian Ocean region RVSM status.There is also a host of useful links, so togetherwith the FAA web resources you will have avery powerful tool-kit to answer the manyquestions that arise.

OTHER CONSIDERATIONSWhile tracking and staying current on thechanges to RVSM applications and renewals,operators should also note that when workingyour RVSM applications and renewals theTCAS II (required based on aircraft pax-weight) on board your aircraft must be RVSMcompliant as a MOPS, Change 7.0 and now 7.1software status system. Check with your localavionics facility for its compliance status if youare unsure.

Another consideration with respect toRVSM is when operators transition into ADS-B Out. ADS-B involves changes to the aircrafttransponders and these are an integral part ofyour overall ‘RVSM system’. The RVSM sys-tem is aircraft-certified to very stringent limits,and formal documentation centered on theSupplemental Type Certificate (STC) or air-craft manufacturer’s TC and will includeICAs. Make sure that any changes beingundertaken to upgrade to ADS-B involve athorough check of any impact to the existingRVSM certification and ongoing compliance.

In summary, the FAA has listened to indus-try and with the help of the NBAA, FAA-industry committees, stakeholders and opera-tors, has come up with streamlining thatpaced with resolution of Government shutdowns and sequestrations will gradually pro-vide significant improvements reducing timeand effort for all concerned.

Operators need to be aware of theresources available to them and ensure theyremain current in FAA DRVSM as well asRVSM requirements throughout the variousglobal regions in which they conduct theiroperations.❯ 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-vision operations provides a deep-er insight into one of the pillars of NextGen. Kenhas served the aviation industry on three continentsfrom light GA to large corporate aircraft. His cur-rent employer Jetcraft is a leading aircraft broker-age company with worldwide presence. ❯ More from www.jetcraft.com, email: [email protected]


RVSM STREAMLINING

RVSM Status Americas - Europe North Atlantic 27 March 1997 FL 330-

370 October 1998 FL 310-

390 24 January 2002 FL 290-

410 West Atlantic Rt Syst (WATRS) 1 November 2001 FL 310-

390 24 January 2002 FL 290-

410 Europe Tactical (UK, Ireland, Germany, Austria) April 2001 FL 290-

410 Europe-wide 24 January 2002 FL 290-

410 South Atlantic 24 January 2002 FL 290-

410 Canada Northern Domestic 18 April 2002 FL 290-

410 Canada Southern Domestic 20 January 2005 FL 290-

410 Domestic US 20 January 2005 FL 290-

410 Caribbean/Central/South America 20 January 2005 Consult

AIPs

RVSM Status Asia/Pacific Pacific 24 February 2000 FL 290-390 *FL 410 is available for non-RVSM approved flights Tactical Use FL 400-410 Australia November 2001 FL 290-410 Western Pacific/South China Sea 21 February 2002 Consult AIPs

Mid East November 2003 Consult AIPs

Asia-Europe/South of Himalayas November 2003 Consult AIPs

RVSM Status Eurasia

Eurasia 17 November 2011

Consult AIPS

Russian Federation 17 November 2011

FL 290-410

Afghanistan 17 November 2012

FL 290-410

Kazakhstan 17 November 2011

FL 290-410

Kyrgyzstan 17 November 2012

FL 290-410

Mongolia 17 November 2011

FL 290-410

Tajikistan 17 November 2011

FL 290-410

Uzbekistan 17 November 2011

FL 290-410



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P117 20/11/2013 09:49 Page 1


NBAA2013 OEM WATCH

The annual NBAA Convention, held in LasVegas from 20th to 23rd October, 2013, gave anideal opportunity for World Aircraft SalesMagazine to update plans and news from theleading Business Aviation manufacturers.

Airbus: Is now delivering its ACJ seriesequipped with its new Sharklet wingletswhich give up to +4% in fuel efficiency. TheOEM also introduced the new ROW/ROP sys-tem which gives runway overrun warningand enhanced braking ability - with the addedbenefit of reduced insurance premiums. Thefirst ACJ318 to be available for the US VVIPcharter market has been delivered to JetAviation Flight Services of Van Nuys.More from www.airbus.com

Beechcraft: Deliveries for the year-to-date are47% up on 2012. At Las Vegas, the companydelivered the first of a record-breaking orderfor the King Air 350i to personal aircraft own-ership operator, Wheels Up. Wheels Up hasordered 105 aircraft, 35 of which will be deliv-ered in the next 18 months, initially for use inits US network and managed by the US sub-sidiary of the UK-based Gama Group.

Beechcraft also confirmed it is consideringa single-engined turboprop in the Pilatus PC-12 class and expects to develop the Baron G58and Bonanza G36 with new engines - proba-bly diesels or turboprops. Finally, Beechcraftexpects to complete the sale of rights to thePremier I and Hawker 4000 by the end of 2013but it seems unlikely that production of eithermodel will be restarted. More from www.beechcraft.com

Boeing: Has delivered 186 BBJs to date, ofwhich 163 are in service. The company hasintroduced the BBJ MAX (incorporatingAviation Partners’ Split Scimitar Winglets)which will increase the range of the BBJ2 andBBJ3 by over 800 nautical miles. Meanwhile,the first BBJ787 will be delivered by the end of2013, and the first BBJ747-8 will enter servicein the second quarter of next year. More from www.boeing.com/commercial/bbj

Bombardier: Works toward certification of itsChallenger 350 which is a companion to the300 with new windows, winglets, higherthrust engines and 3,200nm range. Also underdevelopment are the Global 7000 and 8000.Bombardier rolled out the first Learjet 85 inWichita in mid-October, and it will fly beforeyear-end and should be certificated by the endof 2014. Fractional operator, Flexjet confirmedat NBAA that it is to increase its order forLearjet 85s to 60 aircraft with a further 150options. Bombardier also delivered the firstLearjet 75 - the replacement for the Learjet 45. More from www.bombardier.com

BUSINESS AIRCRAFT UPDATEBy Rod Simpson

FIRST KING AIR 350i FOR WHEELS UP ▲ ▼ BBJ NEW WINGLETS

▼ CITATION LATITUDE WING MATE

❯

NBAA_BizAv 19/11/2013 14:48 Page 1

APRIL 15 , 16 , 17 , 2014

WWW.ABACE.AERO

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI —

MAKE PLANS TO BE THERE


Cessna: Is moving ahead with its two newbusiness jets - the Citation Latitude andLongitude. The fuselage and wing of theLatitude prototype were mated in Octoberahead of a first flight in the first quarter of2014. Certification of the Citation M2 is immi-nent and Cessna expect this $4.395 millionlight jet with Garmin G3000 avionics to be anattractive upgrade for Mustang owners. Thefirst production New Citation X flew in Julyand Cessna is also about to deliver the first ofits upgraded Citation Sovereigns. Finally,Cessna declared at NBAA “there is no futurefor the Cessna Skycatcher”. More from www.cessna.com

Daher–Socata: Showcased a 2013 TBM 850Elite Model with an eye-catching exterior fin-ish at the show. The special treatment consistedof a bare metal finish across most of the air-frame, complemented by grey metal paint onthe fuselage bottom and for the compositeparts, along with a matte black tail. Adding tothe TBM 850 Elite’s look was its full black onyxcabin interior with carbon fiber fittings. Thisspecially-treated TBM 850 was 100 lbs. lighterthan a standard production airplane. More from www.tbm850.com

Dassault: The major convention announce-ment came from Dassault, who unveiled thenew Falcon 5X (previously the SMS). Thistwin-turbofan business jet is slightly largerthan Dassault’s flagship Falcon 7X tri-jet with awider cabin than other aircraft in this class.The Falcon 5X has a 5,200 nm range (850 nmlonger than the Gulfstream 450) and the brandnew airframe - which has a skylight over thegalley - has a high performance wing withthree leading edge slats and a curved trailingedge. It will be powered by Safran-SNECMASilvercrest engines and the prototype is due tofly in the first quarter of 2015 with first deliver-ies in the first half of 2017. More from www.dassaultfalcon.com

Eclipse Aerospace: Delivered the first newproduction Eclipse 550 to new owner Fred L.Phillips at Las Vegas. Initial production is twoaircraft a month and a further six aircraft aredue for delivery in 2013, priced at $2,895,000.Improvements over the earlier Eclipse 500include a synthetic vision system.More from www.eclipse.aero

Embraer: Showed its new Lineage 1000Ewhich is a re-engineered version of the Lineage1000 with an increase in range of 200nm (to4,600nm), thanks to a weight reduction pro-gramme which involved deletion of an unusedforward door structure and twelve unusedwindow frames. Weight has also been saved inthe new interior furnishing and the cockpit hasan optional HUD (Head-Up Display) andEmbraer’s enhanced vision system.Meanwhile, the Phenom 100 will now have

NBAA2013 OEM WATCH

▼ EMBRAER’S LINEAGE 1000E SHOWCASED

DASSAULT’S FALCON 5X ▲ ▼ FIRST NEW-PRODUCTION ECLIPSE 550 DELIVERED

NBAA_BizAv 19/11/2013 14:49 Page 2


■

new inboard wing spoilers to improve land-ing, and film star Jackie Chan is to be theChinese launch customer for the Legacy 500,supplementing his existing Legacy 650. More from www.embraerexecutivejets.com

Gulfstream: Still seemed to be fighting withCessna over whether the G650 or the CitationX is the fastest commercial jet. Although theG650 recently set a westbound Round-the-World record of 41 hours, 7 minutes (an aver-age of 568.5 mph), the FAA recently settled thedispute in Cessna’s favor. More from www.gulfstream.com

Honda Aircraft: Is at last making progresswith the HA-420 HondaJet and flew the fourthflying prototype on 16th May. The HF120engine is expected to be certificated by the endof 2013 and certification and first deliveries ofthe HA-420 will take place by the end of 2014.Six production aircraft are on the Greensboro,North Carolina assembly line. Honda hasestablished financing for customers throughits American Honda Finance Corporation.More from hondajet.honda.com

Nextant Aerospace: Announced its new proj-ect at Las Vegas. The remanufactured versionof the Beechcraft King Air C90 turboprop, tobe known as the G90XT can be read about indetail on Page 98 of this issue. Nextant, mean-time, has delivered 38 of its Nextant 400XTiremanufactured Hawker 400XPs to date andhas won a $202 million order to convert the50-strong fleet of Hawker 400XPs operated byTravel Management Company, a charter oper-ator in Elkhart, Indiana, to Nextant 400XTistandard. More from www.nextantaerospace.com

Piaggio Aero: Sold ten P.180 Avanti II turbo-props (including eight options) to the ChineseOEM Sparkle Roll Investment Holdings, withfirst delivery scheduled for March, 2014. TheAvantis will have additional fuel capacity togive a range of 1,720nm with reserves. More from www.piaggioaero.com

Pilatus Aircraft: Displayed the mock-up of itsnew PC-24 twin-engined jet at NBAA. ThePC-24, first unveiled at EBACE, will fly latenext year with first deliveries in 2017.More from www.pilatus-aircraft.com

Syberjet Aircraft: The latest owner of EdSwearingen’s SJ30 light jet, says it is movingproduction of the new 4-6 passenger SyberjetSJ30 from San Antonio, Texas, to Cedar City,Utah. The company expects to have certifica-tion of all necessary upgrades, including aHoneywell Apex based avionics suite, com-pleted by the end of 2014 with delivery of thefirst new aircraft (actually the ninth SJ30 built)taking place shortly thereafter. More from www.sj30jet.com

NBAA2013 OEM WATCH

JACKIE CHAN IS LAUNCH CUSTOMER FOR THE LEGACY 500 IN CHINA ▲ ▼ WESTBOUND ROUND-THE-WORLD RECORD FOR G650

▼ SPARKLE ROLL SNAPS UP AVANTIS

NBAA_BizAv 19/11/2013 17:07 Page 3


▼

Avpro, in the USA andHeli Asset in Europe -two of the industry’sleading internationalbusiness jet and execu-tive helicopter sales bro-kerages respectively -will create a new divisionwithin Avpro to focus onhelicopter sales and ac-quisitions. This combina-tion creates the world’s

leading independent heli-copter sales and acquisi-tion service.

Don Bass, AvproManaging Director, com-mented, “The helicoptermarket resembles thefixed-wing market manyyears ago. It is highlyfragmented and in needof consistently highstandards.

“We are therefore ex-tremely pleased to part-ner with a successfulhelicopter brokerage firmthat shares our philoso-phy for professionalismand prides itself on itsattention to detail.”

/ More information fromwww.avprojets.com or www.heliasset.com

NEWS ROUND-UP

BizAv Round-Up 12.13Air BP unveiled its first ever loyalty productfor the General Aviation (GA) market. Thenew Sterling Reward Prepaid Visa Card, oper-ated in conjunction with Citibank Worldwide,is the first direct cashback reward card of-fered to the GA market and will enable AirBP’s Sterling Card holders to earn moneyback on fuel purchases. In the first instancethe product will only be available to US-basedAir BP Sterling Card Holders who can applyimmediately for the card online./ More from www.airbpsterlingreward.com

Air Culinaire, a leading In-flight cateringprovider, and a Universal Weather & Aviation,Inc. Company, has expanded its presence inthe UK by adding an owned-and-operatedkitchen at London Biggin Hill Airport. Air Culi-naire expects to also open an additionalkitchen in the London area imminently, whichwill bring the total number of owned-and-op-erated kitchens in its worldwide network to19, including three in the UK./ More from www.airculinaireworldwide.com

Aircell announced Gogo Vision, an on-de-mand in-flight entertainment (IFE) and infor-mation service for the Business Aviationmarket. The first service of its kind, Gogo Vi-sion offers a complete, always-rotating libraryof the latest movies and TV episodes alongwith news, flight progress information anddestination weather. Rather than being a"bring your own" approach, Gogo Vision con-tent is stored in an on-board server andstreamed directly to tablets and laptops. Thelibrary of content aboard the aircraft can berefreshed as often as the aircraft ownerchooses. Gogo Vision is expected to beavailable next month./ More from www.aircell.com

Bombardier Aerospace is determinedto lead the way in reducing operating costsfor its operators with the introduction ofevolved maintenance intervals for the Learjet40/45, Challenger 300/604/605 and Globalaircraft. Under the aircrafts’ respective main-tenance programs, maintenance intervals forhourly tasks and monthly checks are evolvingby as much as 50 per cent or more./ More from www.bombardier.com

Comlux The Aviation Groupannounced that Comlux America (its comple-tion and maintenance center based in Indi-anapolis USA) is expanding its work scope toinclude widebody Airbus ACJ330, ACJ340,

ACJ380 and Boeing 767BBJ, 777BBJ and747BBJ VIP aircraft. Comlux received ap-proval from both OEMs four years ago as anauthorized completion facility, and to date thefocus has been solely on narrow body aircraft.

Plans are in place to immediately launchan extension to the existing state of the artfacility which was inaugurated in 2012, uponsignature of a VIP wide body completion. Theextension of the hangar should take sixmonths to complete and will increase the totalsize from 128,000 sq ft to 157,000 sq ft. Thenew facility will be able to accommodate intotal one wide body aircraft plus up to sixnarrow bodies at the same time./ More from www.comluxaviation.com

AVPRO TEAMS WITH HELI ASSETLEADING INDEPENDENT HELICOPTER SALES & ACQUISITIONSERVICE LAUNCHED

MAITHRI SAMARADIVAKARA, UK SALES MANAGER, AIRCULINAIRE WORLDWIDE (LEFT) & ROBERT WALTERS, BUSI-NESS DEVELOPMENT MANAGER, LONDON BIGGIN HILL

(LEFT-RIGHT) VALERIE PEREIRA; PETER LEONARD-MORGAN WITH HEAD OF AVPRO’S HELICOPTERDIVISION EMMANUEL DUPUY AND DON BASS, MANAGING DIRECTOR, AVPRO, TOGETHER WITHWILLIAM STURM AND HERBIE KANE.

BusAviationNewsDec13_Layout 1 20/11/2013 10:49 Page 1


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BizAv Round-up 2

engine, with all certification reports submitted.GE Honda anticipates receiving type certifica-tion by the end of this month. “We are nowfinalising the supply chain and productionreadiness processes and establishing ourcustomer service programmes to ensure suc-cessful entry into service,” added Terry Sharp,President of GE Honda Aero Engines./ More from www.gehonda.com

Gore Design Completions announcedwinning an international competition to per-form completions work on two Boeing B787Head of State aircraft. Mohammed Alzeer, thegeneral partner at GDC, outlined “2013 is abanner year for GDC. We are on track to de-liver an industry record of four aircraft thisyear (three wide-body Airbus A340s and oneBBJ3)./ More from www.goredesign.com

Honeywell, the designated airtime resellerof Inmarsat’s GX Aviation service for the Busi-ness Aviation market, now has a completenetwork of distribution partners to providehigh-speed Ka-band connectivity to businessjet operators around the globe. By signing dis-tribution agreements, both companies are nowable to sell and support high-speed Ka-bandservices, powered by Inmarsat’s GX Ka-bandsatellite network and Honeywell’s avionics,directly to business aircraft operators./ More from www.honeywell.com

Jeppesen introduced new features for itsFlitePlan Online solution. New Central FlowManagement Unit validation and multiple sce-nario analysis functionality (including recently-cleared routes) now provides operators withflexible, optimal routing options and higherflight plan filing acceptance rates. This route

Pratt & Whitney Canada(P&WC) has signed along-term engine serviceagreement with HawkerBeechcraft Services forthe support of BeechcraftKing Air turboprops andHawker business jets.P&WC will service thePT6A-60A engine power-ing the King Air 350i. Inaddition, the PW305B-powered Hawker 1000aircraft, JT15D-5-pow-

ered Hawker 400A jets,and PW308A-poweredHawker 4000 aircraft willalso be serviced byP&WC.

In addition, the com-pany has launched a Plat-inum version of itsPay-per-Hour (PpH) en-gine maintenance pro-gramme Eagle ServicePlan (ESP) for PW307Aengine operators.

Meanwhile, Pratt &

Whitney Canada has nowpublished approximatelyone million pages of itsTechnical Publications onits customer portal (eportal.pwc.ca). This online application in-corporates maintenancemanuals, bulletins and il-lustrated parts cata-logues in one singleresource./ More information from www.pwc.ca

PRATT’S HAWKER AGREEMENTKING AIR & HAWKER MODELS TO BE SERVICED BY P&WC

KING AIR 350iElliott Aviation, a leader in a diverse setof Business Aviation services, has announcedits membership in the Jet Support Services,Inc. (JSSI) Alliance Program. JSSI is a leadingindependent provider of hourly cost mainte-nance programs for business aircraft engines,airframes and APUs. Offering business air-craft operators a wide range of maintenanceprograms for more than 325 different aircraftmakes and models, JSSI created the revolu-tionary Tip-to-Tail program that provides com-prehensive coverage for virtually everyassembly and system on an aircraft. The Al-liance program was introduced last March tomeet the needs of JSSI’s growing network ofcustomers and business associates.

As an Alliance member, Elliott Aviation willoffer its clients a smart financial solution forlong-term maintenance, while securing theiraircraft investment for the future. Elliott willuse the special Alliance web portal to requestaircraft specific quotes, track sales and moni-tor referral status of its clients, as well as ac-cess the latest information about JSSImarketing programs, products and services./ More from www.elliottaviation.com andwww.jetsupport.com

Florida Jet Sales, Inc. has joined in theefforts to help raise awareness and fundingfor our severely wounded veterans. SinceSeptember, Florida Jet Sales has united withthe Independence Fund and pledged to do-nate the cost of an All-Terrain-Chair or similartype vehicle for every aircraft they sell.

The Independence Fund believes that forthe complete physical and emotional healingof severely injured veterans, governmental,private and corporate entities must all worktogether towards a common purpose that isbigger than ourselves. To learn more aboutthe Independence Fund and what you can doto support our veterans, please visit,/ www.IndependenceFund.org

Flying Colours has been appointed as anauthorized dealer and installation center for arange of Honeywell Aerospace Business Avi-ation products at its Peterborough, Ontario,facility. Flying Colours will be able to offerHoneywell’s broad product range, including itsOvation Select Cabin Management System(CMS), to its Business Aviation clients both inCanada and across the globe. Honeywell’stechnical team recently visited Flying Coloursat Peterborough to showcase the benefits ofOvation Select on a Gulfstream G550 aircraftand to demonstrate the installation process./ More from www.flyingcolourscorp.com

GE Honda Aero Engines has com-pleted FAA certification testing on its HF120



3 BizAv Round-up

Rolls-Royce Corporate-Care now covers almost1,400 aircraft that havesigned up to the program,and is currently closingabout two contracts eachday according to SteveFriedrich, Vice President,Sales & Marketing forRolls-Royce civil smalland medium engines.

CorporateCare encom-passes complete engine

management, from linemaintenance parts to fullengine overhauls. Rolls-Royce engine types cov-ered by CorporateCareare the BR725, BR710,Tay and the AE3007.

Friedrich went on tosay, “There has been agood take-up of theBR725 improvements an-nounced earlier this yearat EBACE, which included

temporary alternative liftfor any Gulfstream G650operator, whose aircraftmay have required an un-scheduled enginechange. Thus far, no alter-native lift has been re-quired as the BR725 hashad a smooth entry intoservice.”

/ More information fromwww.rolls-royce.com

ROLLS-ROYCECORPORATE-CARE NEARS1,400 AIRCRAFTTWO CONTRACTS CLOSED DAILY

In other news, a new enhanced visionsystem (EVS-3000) was introduced, an offer-ing that features a multi-spectral sensor ca-pable of detecting the LED lighting thatairports have started using in greater num-bers to illuminate runways. Embraer has part-nered with the supplier to feature theEVS-3000 as an option on its Legacy 450and 500 aircraft./ More from www.rockwellcollins.com

Satcom Direct is boosting its in-flightdata access by adding several assets to itsproduct line. Firstly, the company launchedMYflight, an in-flight moving map servicewhich enables passengers to view real-timeflight data and aircraft information through amobile application. Secondly, Satcom’s ad-vanced avionics router, the Satcom DirectRouter (SDR), will have 3G data connectivityfunctionality built-in, offering worldwide 3Gdata service to aircraft while on the ground.The 3G data service functionality will be avail-able upon (imminent) certification of the SDR.

Finally, Aircraft Performance Group (APG)data has been integrated with Satcom DirectFlightDeck Freedom (FDF) and FlightDeck360 services, providing Satcom customerswith aircraft performance calculations, runwayanalysis, and aircraft weight and balancecalculations./ More from www.satcomdirect.com

Swiss Aviation Consulting and Leading Edge Aviation Solutions have entered into a strategic alliance regard-ing their aircraft sales brokerage and relatedtechnical services. Through this alliance,Swiss Aviation and Leading Edge will in-crease their presence in the North Americanand the European markets. Swiss AviationConsulting is an independent aviation advi-sory group headquartered in Switzerland withan affiliate in the UAE. Leading Edge is oneof the world’s premier private aviationbroker/dealers with over 25 years ofexperience in the aviation marketplace./ More from www.swic.aero or www.leas.com ▼

optimization ability reduces overall fuel con-sumption and simplifies the overall flight plan-ning process for operators./ More from www.jeppesen.com

Lufthansa Technik has successfully in-troduced its "Environmentally friendly var-nished veneer surfaces" (ULF) research anddevelopment project into the VIP completionmarket. Over the past months LufthansaTechnik has used the new varnish in the com-pletion process of a VIP-widebody aircraft forthe first time. The new varnish system notonly meets fire protection, health and environ-mental requirements, but satisfies high qualitystandards too. In the new product the propor-tion of solvent has been reduced from 60percent to 20 without any adverse effect onprocessing quality./ More from www.lufthansa-technik.com

Rockwell Collins Venue cabin manage-ment and HD entertainment system has nowsurpassed the 300-installation mark. With a67-gigabit-per-second fiber optic backbone,the company claims Venue offers enough re-liable bandwidth to support the consumer andentertainment technologies of tomorrow.

ROCKWELL’S VENUE SYSTEM

STEVE FRIEDRICH

LUFTHANSA VARNISHED VENEER


Moreno Aguiari - joined the GlobalAir.com sales and marketingteam, undertaking the promotion of clients on both the west coastof the U.S. and internationally.

Debi Cunningham - is named vice president of marketing andinterior design at West Star Aviation. She started her career in Busi-ness Aviation in 1983 and has been with West Star since 2002.

Bill Darbe - was appointed director of dealer programs forSatcom Direct, provider of satellite voice, fax, datalink and Internetcommunications solutions.

Paul DeHerrera - has been appointed to the position of CEO atUniversal Avionics.

Ernie Edwards - Embraer Executive Jets president, announcedhis retirement at the end of this month. Edwards joined Embraer in2005 as vice president of executive jet marketing and sales forNorth America and the Caribbean. He served as president of Em-braer’s executive jet division since 2011. Succeeding him will be Marco Túlio Pellegrini, currently Embraer Executive Jets’COO and senior vice president of operations.

Ron Ladnier - has been promoted to Vice President, FlightSafetyServices Corporation. He replaces Mike Sangster who will beretiring from his full time position at the end of this month, but willcontinue to serve as a consultant.

Eric Martel - is to become president of Bombardier BusinessAircraft on January 1, succeeding Steve Ridolfi, who becomessenior vice president of strategy and mergers and acquisitions atBombardier Inc. Michel Ouelletted will take over Martel’s cur-rent position, president of Bombardier customer services and spe-cialized and amphibious aircraft.

Russell W. Meyer Jr. - former chairman of the Cessna AircraftCo., will receive the fourth annual Wichita Aero Club (WAC) Trophyat the organization’s Trophy Gala on January 25. “Russ’ contribu-tions to the aviation industry and to the local community are so nu-merous and so extensive that it would take a book just to list them.He is, without question, a great choice for the Wichita Aero Club

Trophy,” said Dave Franson, WAC president. Meyer has also receivedthe Wright Brothers Memorial Trophy, the Collier Trophy, and hasbeen elected to the National Aviation Hall of Fame.

Lisa Piccione - who has served as NBAA’s senior vice presidentof government affairs for the past nine years, will be stepping downat the end of the year to move to Brussels with her husband, whohas accepted an overseas position.

Matt Zuccaro - Helicopter Association International (HAI) Presi-dent, has been honored by The National Aeronautic Association(NAA) as a 2013 Distinguished Statesman of Aviation; one of fiveso-named. NAA established the award, which was presented onNovember 12 in 1954 to “honor outstanding Americans who, bytheir efforts over a period of years, have made contributions of sig-nificant value to aeronautics and have reflected credit upon Amer-ica and themselves”.

General Aviation Manufacturers Association (GAMA):Elected Steve Taylor, president of Boeing Business Jets, as itschairman for 2014; and Joe Brown, president of Hartzell Pro-peller, as vice chairman. In addition, the following three Board mem-bers were elected to GAMA’s executive committee and will serve aschairmen of the following committees:• Environment committee: Ed Dolanski, president and CEO,

Aviall, Inc.• Flight operations policy committee: John Uczekaj, president

and CEO, Aspen Avionics.• Safety & accident investigation committee: Simon

Caldecott, president and CEO, Piper Aircraft.

Marshall Aviation Services:Part of the Marshall Aerospace and Defence Group, has installed astrong aircraft sales team hard on the heels of its acquisition ofHawker Beechcraft’s European MRO facility, and its appointment asexclusive sales distributor for Beechcraft aircraft for UK, Ireland andScandinavia. Reporting to sales director, Howard Povey, CraigLammiman joins as regional sales director (UK, Ireland andChannel Islands) from aircraft sales and acquisitions company,Freestream Aircraft, where he held the position of vice president,aircraft sales.

BizAv Events 2013/14Events in RED indicate Business Aviation related. If you would like your event included in our calendar email: [email protected]

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

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

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

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

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

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

Matt ZuccaroSteve TaylorRuss MeyerEric MartelCraig LammimanErnie Edwards

BizAv News / Events 4



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WAS 'Nothing' December 2013 20/11/2013 11:26 Page 1


Market Indicators

Market ForecastsAnalysis of Honeywell’s and JETNETS’ Market Outlooks. By Mike PottsHoneywell issued its 22nd annual BusinessAviation Outlook on the eve of the NBAAConvention in Las Vegas, and the news wassobering. For the second time in three yearsHoneywell has reduced its projected size ofthe jet market over the next 10 years, this timeby 750 units (or 7.5 percent). Honeywell nowexpects the 10-year market between 2013-2023to total 9,250 business jets, but those aircraftwill be larger and cost more than previouslyanticipated, with the result that billings for the10-year period should total $250 billion – thesame level Honeywell forecast in its 10-yearoutlook last year.

Further, Honeywell says 2013 will probablyfinish a little below last year’s results, in the600-625 unit range for new business jets, ratherthan 680-720 as predicted last year. The mod-est upturn forecast for this year is now ex-pected to come in 2014 “reflecting recovery insupply-side constraints and some gains linkedto the projected pace of global economic recov-ery,” according to Rob Wilson, president ofHoneywell Business & General Aviation.

In the past when Honeywell’s outlookseemed pessimistic, we’ve been able to takesolace in the fact that not everyone else’s fore-cast agreed with Honeywell. This year, how-ever, the forecast published by JETNET iQ isshowing numbers remarkably close to whatHoneywell is expecting. In JETNET iQ’s mar-ket briefing, also issued in Las Vegas, the or-ganization is forecasting a business jet marketof 9,094 units between 2013 and the end of2022 worth an estimated $255 billion in 2013dollars.

So are these two highly respected forecastsreally identical? Not exactly. Their top levelpredictions about the market are very close,certainly adding to the level of confidence wecan feel about the results (even if we had beenhoping for a more positive answer), but onesubtle difference is in the time-span of the twoforecasts. Honeywell’s forecast period beginsat the start of 4Q 2013, and extends through3Q 2023. JETNET iQ’s forecast starts in 1Q2013 and extends through 4Q 2022. This is im-portant, because Honeywell is predicting thatthe market in 2023 will be in a strongly up-turned mode, perhaps even exceeding the1,000-unit per year milestone. JETNET iQ,however, believes the market will have hit a

peak sometime around the end of 2019 andwill be contracting somewhat in the later yearsof its forecast.

This brings us to the primary difference be-tween the two forecasts: JETNET iQ predicts afaster and more robust recovery than Honey-well foresees. In the JETNET iQ model, jet de-liveries recover to be in the 800 unit-per-yearrange by 2016 and continue climbing to the1,000-unit level and above by 2018. They peakat a level close to 1,100 units-per-year by 2019(or beginning of 2020) before trailing-off againto the 800-unit range by the end of the forecast.

Honeywell sees a slower growth through2015, with unit deliveries not returning to the700-per-year level until 2016. Honeywell thenpredicts a relatively rapid surge that carries usabove the 800-unit mark sometime around2017, followed by an extended period of rela-tively shallow growth over the next five-yearperiod, with units perhaps reaching the 900-per-year level by 2022. Only in 2023, at the endof the forecast period, does Honeywell believethe market will reach 1,000 units per year.

UPPER END GROWTHBoth forecasts agree that the bulk of thegrowth in the business jet market will come inthe middle- to upper-ends of the productrange, but differ somewhat in that Honeywellexpects the Light and VLJ markets will experi-ence little or no growth throughout the fore-cast period, but JETNET iQ foresees a newclass of Personal Jet (Diamond, Cirrus, Epic)emerging in or around 2017 and growing overthe next few years to total close to 100 unitsyearly.

Both companies share a similar methodol-ogy. Honeywell interviews more than 1,500non-fractional business jet operators world-wide in a survey the company says is repre-sentative in terms of geography, types ofoperations and fleet composition. JETNET iQconducts a similar survey although the samplesize is smaller, this year collecting data from507 respondents in 46 countries.

REGIONAL DEMANDBoth the Honeywell and JETNET iQ forecastsoffer detail about where the market for newjets is likely to come from, but differ in formatmaking direct comparison of some of the

data rather difficult.Honeywell’s forecast shows on a macro-

level, that interest in new aircraft purchase, ei-ther as a replacement or an addition to currentfleet, has been stable for the past four years ata rate of about 28 percent of current fleets,comparing favorably with rates of 25 percentor less that were the norm in its surveys priorto 2006. New purchase plans are tilted towardthe later years in the Honeywell survey, withjust 19 percent predicted for 2014, and 22 per-cent in each of the next two years. These num-bers are “slightly improved” from last year’ssurvey, and suggest a “modest” near-termgain in projected demand.

JETNET iQ, by contrast, offers a simplechart that assigns percentages of likelihoodthat customers will buy new aircraft in thecoming 12 months. The regions most likely togenerate new purchases in the JETNET fore-cast are Latin America and Caribbean (otherthan Brazil), 27 percent; Brazil, 22 percent;Asia, 24 percent; the Middle East, 19 percent;Mexico, 18 percent; the UK, 15 percent; Euro-zone, 14 percent; Australia/New Zealand, 14percent; Canada, 12 percent; and the US, ninepercent.

Honeywell’s projected purchase plans areprimarily focused on Super-Mid-Size andlarger, longer-range aircraft, up to and includ-ing Businessliners (accounting for >80 percentof all billings on new business jets “nearterm”). Between now and 2023 Honeywell ex-pects these larger aircraft to account for 60 per-cent of market growth and 85 percent ofadditional billings. JETNET iQ’s forecast sup-ports this view of the market. Purchases in theworldwide fleet over the next 12 months arelikely to consist of 41.8 percent Medium jets,30.9 percent Large jets and 27.3 percent Smalljets. Looking out over the next one to fiveyears the results are similar, but with evenmore emphasis on Medium jets (46.2 percent).

For the first time in recent years, demandfor new aircraft has increased in North Amer-ica, Honeywell outlines, as a percentage of theoverall world market, and Honeywell’s surveyshows 61 percent of new purchases comingfrom the North American market, up eightpoints from the 2012 survey. Regarding therest of the world, 18 percent are predicted tocome from Latin America; 12 percent Europe;

MarketIndicators Dec13_Layout 1 20/11/2013 13:27 Page 1


Market Indicators - December 2013 / More from www.honeywell.com and www.jetnet.com

▼

five percent Asia/Pacific Rim; and four per-cent Africa/Middle East.

The current Honeywell survey shows amodest softening demand in the BRIC region,down to 42 percent of respondents reportingpurchase plans this year, compared with 46percent a year ago. The rate of probable near-term purchases is up sharply, however, with 50percent expecting to complete a purchasewithin two years (versus 40 percent a yearago). Indeed, the survey found changing de-mand in most regions of the world.

In the Asia/Pacific sector, new jet acquisi-tion plans are listed at 24 percent, down from34 percent last year; in the Middle East andAfrica, 26 percent expected to add or replacean aircraft in the next five years, down from 34percent last year (although 47 percent pre-dicted a purchase in the next two years); LatinAmerica was unchanged from a year ago with39 percent predicting an aircraft purchase inthe next half-decade. North American jet pur-chase plans increased from 25 percent to 28percent. While low compared to many of theemerging nations, the overall size and stabilityof the North American market have convincedHoneywell that the region will continue to bethe dominant business jet market.

European purchase expectations are off thisyear, at 25 percent, down from the 30-33 per-cent level maintained for the last three sur-veys. Honeywell has reduced the marketpercentage it expects for Europe from 18percent to 12 percent.

FLEET FOR SALEHoneywell found that 12.5 percent of theworldwide fleet is for sale today, up slightlyfrom a year ago. About 25 percent of the air-craft for sale are younger than 10 years old.A more typical level of younger aircraftwould be 20 percent of the market. Honey-well says the improvements to this trendhave remained stalled throughout 2013 – anindication the market is still not in a fullrecovery mode.

Flight activity is still depressed in thewake of the 2009 downturn. Fifty-six percentof JETNET iQ’s respondents expect flight

hours to increase in the next one-two years,while 37.8 percent expect no change. Fewerthan seven percent expect flight hours todecrease. Honeywell believes there will be

slow improvement in flight activity nextyear, but that a return to pre-2009 “historicnormalcy” is expected to be severalyears away.

2013 Business Jet Delivery Forecast in Units

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

TRAQPak data shows that October 2013 flightactivity increased from September 2013, to fin-ish the timeframe up 8.6% overall. All opera-tional categories were up from September withPart 91 flight activity posting the largestmonthly increase, up 9.4%. Fractional and Part135 activity saw increases of 8.7% and 7.3%respectively.

Aircraft category results were all positive forthe month with small cabin aircraft posting thelargest increase, up 10.5% from September.Large and Mid-Size Cabin activity followedwith increases of 9.9% and 9.8%, in that order.All individual market segments saw a month-over-month increase, with Part 135 Mid-SizeCabin leading the way with an increase of13.0%. The Small Cabin jet sector saw signifi-cant increases in both the Part 91 and Fractionalcategories; up 11.8% and 11.2% respectively.

Reviewing flight activity year-over-year(October 2013 vs. October 2012), TRAQPakdata shows October 2013 posted a year-over-year increase of 1.8%, resulting in the highestmonth observed since 2008. The results by op-erational category still followed recent trends

with Part 135 flight activity post-ing a year-over-year increase of9.9%. The Part 91 segment wasessentially flat year-over-year,down slightly at -0.4%. The frac-tional market finished the perioddown -6.9%.

Looking at activity by aircraftcategory, all of the jet categoriesposted a strong month withLarge Cabin aircraft leading theway, up 8.6%; bolstered by in-creases in the Part 91 and Frac-tional markets, up 10.1% and12.7% respectively. Small andMid-Size cabin aircraft posted in-creases of 6.0% and 3.7% respec-tively. The overall turbopropactivity posted a year-over-yeardecrease of -5.1% (down in boththe Fractional and Part 91 segments). Compar-ing January - October 2013 vs. the same periodin 2012, flight activity has seen an overall de-crease of -0.7% (in 2013).Note: With the closure of New York airports and

severe disruption in Philadelphia and Washington,the passage of Hurricane Sandy across the USeast coast, at the end of October 2012 causedsignificant interference in Business Aviation flightactivity.

LEA ViewMight the European Market Recover Quicker Than Forecasters Think?At the close of NBAA recently, Patrick Marget-son-Rushmore, CEO of London Executive Avi-ation, wondered if industry forecasters arecorrect in their market projections for Europeand the US. Although the NBAA show in LasVegas had a couple of notable aircraft launches,in the Falcon 5X and Lineage 1000E, there waslittle exciting order news to indicate a thrivingindustry.

Honeywell’s Business Aviation Outlook, re-leased just prior to the show, predicts modestannual growth of 4-5% in aircraft deliveriesuntil 2023, with demand in regions includingNorth America and the BRICs making up forweakness in Europe, the Middle East andAfrica. “Based on some recent economic devel-opments, I wonder if Honeywell is too bleakabout prospects for Europe and, perhaps, toobullish about recovery in the United States,”Margetson-Rushmore ponders.

“Firstly, no EU economy has gone to thewall and, at this point, such a disaster seemshighly unlikely. While the situation in Greece,for example, remains extremely serious, Eu-

rope’s leaders seem to have developed suffi-cient consensus on policy to enable effectivecontainment action to be taken.

“Secondly, advocates for ‘austerity medi-cine’ now have a welcome case study in Spain,which has just emerged from recession, accord-ing to the country’s central bank, thanks to astrong export-led recovery. Similarly, the UK isnow seeing unemployment and economic out-put figures improving at a faster pace than ex-pected, according to the Bank of England.

“Thirdly, the ability for Europe to coalescearound economic policy – vital to hold the sin-gle currency together – was given a majorboost recently with the resounding election vic-tory of German Chancellor Angela Merkel,who has overseen economic resilience at homeand is consequently in a stronger position nowto influence the direction of the Eurozone.While not everyone will be equally thrilled bythis prospect, such certainty on policy is sure tobenefit business confidence across the region. “

Margetson-Rushmore believes positive de-velopments are now coming thicker and faster

in Europe than Honeywell’s forecast suggests,reflecting the rapid pace with which the eco-nomic outlook can change, particularly whennational growth statistics are subject torevision.

“Conversely, I do wonder if the growth out-look for North America remains quite as rosynow as when survey respondents were inter-viewed. The US, thankfully, remains a depend-able engine room for our industry’s growthand will do so for decades. However, the eco-nomic shock of the recent federal governmentshutdown, and the short-term nature of the po-litical fix agreed to restore the government’sborrowing authority, can do little good for con-fidence and, therefore, Business Aviation. Forexample, Honeywell talks of the mid-size air-craft segment looking stronger now than in re-cent years, but I wonder how sustainable thatsituation can remain if business owners nolonger trust their own forecasts.”

• Published courtesy of BlueSky Business Aviation News.

Market Indicators 3


Market Indicators - December 2013

OOctober 2013 vs September 2013 PPart 91 PPart 135 FFractional AAll

TTurboprop 7.9% 2.6% 0.2% 5.8%

SSmall Cabin Jet 11.8% 8.3% 11.2% 10.5%

MMid-Size Jet 8.4% 13.0% 8.6% 9.8%

LLarge Cabin Jet 11.2% 6.3% 11.1% 9.9%

AAll Combined 9.4% 7.3% 8.7% 8.6%

OOctober 2013 vs October 2012 PPart 91 PPart 135 FFractional AAll

TTurboprop -5.1% 3.9% -50.8% -5.1%

SSmall Cabin Jet 0.7% 15.2% 6.5% 6.0%

MMid-Size Jet 0.4% 15.6% -2.7% 3.7%

LLarge Cabin Jet 10.1% 3.3% 12.7% 8.6%

AAll Combined -0.4% 9.9% -6.9% 1.8%

/ More from www.flylea.com

ARG/US ViewBizAv Flight Activity - US & Canada


4 Market Indicators

JP MORGAN ViewUsed Inventory Rises In OctoberUsed inventory jumped 30 bps in Octoberto the highest level since late 2012, whileused pricing showed another sequentialdecline, this time -2.1%, JP Morgan noted.Demand for new heavy jets has been con-sistently stronger than for newlight/medium jets, but used heavy jetswere underperformers in October, with in-ventory up 40 bps and prices down -3.1%.

Heavy jet inventories have fallen thisyear so it is premature to read much intothe October data, but used price changeshave been on par with medium jets andworse than light jets. On a more positivenote, US flight ops continue to grow at aslow pace and the inventory of young biz-jets for sale (five years or younger) remainssteady after falling in Q3.

Commentary out of Q3 earnings and therecent NBAA meeting remains consistent—demand is weak overall and larger jets areholding up relatively well—and this wasreflected in Honeywell’s 10-year forecast.Gulfstream’s Q3 supports the notion of rel-ative heavy jet strength, as management ex-pressed confidence in the G450/550

outlook, and Bom-bardier continues tohold nearly three yearsof Global backlog al-though one-off ordersappear to have fallenoff this year.

Used jet inventoryincreased 30 bps m/min October. Aircraft forsale increased to 10.6%of the fleet after fluctu-ating within the 10.1-10.3% range over theprior nine months.However, JP Morganestimates the proportion of the toddler andpre-K fleet available for sale remained sta-ble at 6.3% in October after dropping 110bps in Q3.

Cessna Mustang inventory increased by12 aircraft (270 bps) in October, includingseven under five years old, and GIV familyavailability has also been rising recently.

Average asking price decreased -2.1%m/m. Heavy jet prices fell -3.1% and

Medium jet prices fell -0.7% while Light jetprices increased 0.5%. On average, priceshit a new low and were down -14% y/y.

US flight ops grew 3.6% y/y in Septem-ber. US flight ops continue to show signs ofbreaking out of the stagnation seen sincemid-2011. Flight ops are up 1.7% YTD andhave improved recently. Ops have grown> 1% in each of the past six months and3-month MA growth is 3.7% y/y, the bestsince July 11.

Market Indicators - December 2013 / More from www.aviatrade.aero

AVIATRADE ViewGulfstream Market InsightThe high-end of the present Gulfstream air-craft-for-sale market is currently stabilizing,with G550 inventory shrinking as the slightoversupply reported before the summererodes, notes Aviatrade’s Philip Rushton.“Likewise for the G450 high-end (late mod-els). At the other end of the G550/G450spectrum, there are still ‘Price Reduced’blast-mails for the earlier models. A numberof G450s can now be bought below $20mwith G550s in the sub-$30m category. Theseacquisition opportunities are quite remark-able given the fairly recent pricing resist-ance in the 2003-2007 model year range forboth aircraft.

“A careful independent review of theseearlier models has revealed some very realbargains: look no further than the slightlyearlier generation GIVs, GIV-SPs and thelonger-range GVs which are priced at phe-nomenally low levels,” he adds. “These arenot blighted by the looming 2015 deadline

for Stage II. GIVs are advertised for salewith price tags sometimes as high as $8.5m,but a savvy buyer need not spend morethan $5m for a good example. The high-priced GIV examples are probably notreally for sale.”

GIV-SPs are, perhaps oddly in Rushton’sopinion, in greater resale supply than GIVs.“The GIV-SP does not really offer any signif-icant operating advantage over the GIV andin fact it has slightly less range than theGIV,” he explains. “However the GIV-SPvintage more-than-likely allows for acquisi-tion of a 'lower-mileage' machine. TheseGIV-SPs are seeing perhaps the greatestprice collapse of all Gulfstream models.”

Approximately 30 GIV-SPs are officiallyfor sale (around 10% of the fleet), while sev-eral more are 'quietly' for sale. The twenty-something GIVs for sale represent around12% of that model’s fleet. And the GV mar-ket pricing has now dropped to where the

high-end GIV-SP prices were sitting aroundfive years ago.

“There are around twenty GulfstreamGVs for sale with scarcely an asking priceover $20m,” Rushton observes. “Westrongly recommend the Gulfstream GV forthose buyers who would like to generatehealthy charter revenue. It possesses re-markable operating flexibility with regardto mission profile and if a charter providercaters to a ‘long-range' clientele (think LA-London), the GV performs optimally andwith commensurately low DOC, therebywidening the gap between operating costand charter rate for the mutual benefit ofthe owner and charter certificate holder.

“For buyers with a hankering for big ironat 'little iron' prices,” Rushton concludes,“be prepared for a pleasant surprise if youchoose to investigate pre-ownedGulfstream offerings.”

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


▼



Market Indicators 5

Market Indicators - December 2013 / More from www.assetinsightinc.com

Maintenance status for the 73 fixed-wingmodels and 1,553 aircraft researched on Sep-tember 30 evidenced the following changessince the August analysis:

• Maintenance Condition (ATC Score): registered continued improvement, with the average Asset Technical Condition Score reaching 5.456 – solidly above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

• Financial Condition (ATFC Score): theaverage Asset Technical Financial Condi-tion Score improved another two AI2basis points this month, coming in abovethe Mid-Time/Mid-Life 5.000 level, at5.097, on the zero to 10 ATFC Score scale.

• Financial Exposure (ATFE Value): AssetTechnical Financial Exposure Value (ac-crued/future maintenance expense) im-proved by another $128k, decreasing theaverage aircraft’s ATFE Value to $1.147Million.

The figures reflect the best overall Asset In-sight Index for pre-owned, fixed-wing, tur-bine aircraft listed for sale this year, andprovide a clear signal that asset quality hasimproved (Table A). Medium Jets continueto dominate all groups, offering Buyers thebest combination of asset maintenance condi-tion and financial quality. However, all air-craft groups improved this month withrespect to Financial Exposure, creating op-portunities for buyers seeking good valueand offering renewed hope for sellers

seeking to optimize their aircraft’s price.

Maintenance Exposure vs. Ask PriceSpread in the ratio of Maintenance FinancialExposure to aircraft Ask Price (ETP Ratio),which achieved its narrowest band for theyear in our August survey, narrowed evenfurther in September. Additionally, theweighted average for aircraft tracked byAsset Insight decreased to 37.1% from 42.3%,the best Ratio this year. We consider any-thing over 40% to be an excessive ATFEValue in relation to the Aircraft Ask Price,and September’s figures represent the bestaverage ETP Ratio for 2013 (Table B).Twenty-nine percent of the aircraft listed forsale (just below last month’s 30%) generatedan ETP Ratio of 40% or more.

Market OutlookIn view of the maintenance that had accruedon many aircraft listed for sale, we were notsurprised with the improvement in assetquality from the figures recorded earlier thisyear. After all, our analytics reflect where as-sets stand in their maintenance cycle and,with so many aircraft approaching majorevents, the ‘For Sale’ fleet was due for amaintenance condition improvement. AnETP Ratio below 40% clearly signals an im-provement in asset quality. Add to that anAverage Ask Price increase this month of$228K (for the aircraft we track) and youhave a path we can only hope the marketcontinues to follow.

ASSET INSIGHT ViewTechnical Condition of Aircraft Listed ‘For Sale’

Table A

Table B

Market Indicators - December 2013 / More from www.jetsupport.com

JSSI ViewJSSI’s quarterly in-depth index tracks thenumber of hours that business aircraft haveflown and monitors several key geographicand industry sectors.

"From a geographic standpoint, the fluc-tuation that we are seeing in Asia/Australiais particularly noteworthy," said Neil Book,President and CEO, JSSI. "Last quarter, theregion was down precipitously both byquarter (13 percent) and year-over-year (23percent). While it's still down year-over-year by 2 percent, we are seeing explosivequarterly growth of 29 percent. We are alsoseeing very steady and encouraging growth

in all of the regions that we report, with theMiddle East and Europe holding steady,both with a 14 percent quarterly growthrate respectively."

The data broken up by industry sectoralso gleans interesting insights. While lastquarter showed strong growth in the auto-motive and manufacturing sectors, thisquarter shows a steep double-digit declinequarter-over-quarter. Government alsoshows a double-digit dip, which could be aresult of the decline in government spend-ing leading up to the recent shutdown.

The Technology industry continues to re-

port declining numbers, as does the Finan-cial Services industry. Power and Energyremains the strongest sector this quarter,which seems to have been kept afloat bythe boom in the production of oil and gasfrom shale through ‘fracking’.

"The bottom line is that when busi-nesses are flying, they’re not only demon-strating their own fiscal health, but they arealso contributing to the world economy incomparison to other major internationalindustries," added Mr. Book.


6 Market Indicators

JETNET ViewFirst Nine Months Market Information Analysis

JETNET released its September 2013 and(first nine months of 2013) results for thepre-owned business jet, business turboprop,helicopter and commercial airliner markets.

Highlighted in Table A are key world-wide trends across all aircraft market seg-ments, comparing September 2013 toSeptember 2012. “Fleet For Sale” percent-ages for business jet and business turbopropmarket sectors were down in the Septembercomparisons, but increased slightly in theturbine and piston helicopter markets.

Business jets are showing a slow start inthe first nine months of 2013 with a 3.2% de-crease in pre-owned sale transactions, andare taking more time to sell (31 days) thanlast year. Also, of the business jets transactedto date this year, the average asking price isup 11.4% from 2012, suggesting a shift inthis market to favor the purchase of newerpre-owned models. Business turboprops de-creased 8.1% in sale transactions with a 10%increase in the average asking price, but aretaking less time to sell (17 days) than lastyear.

Both turbine and piston helicopters sawdouble-digit declines in sale transactionsYTD at -11% and -17.9%, respectively. Tur-bine and piston helicopters recorded de-creases in average asking price, at -6.3% and-2.2% in the YTD comparisons throughSeptember 2013.

Starting in May 2013, September was thefifth consecutive month that there has beenan increase in the YTD average asking pricepercentage for business jets, see Table B.

Market Indicators - December 2013 / More from www.jetnet.com

WWORLDWIDE TRENDS

SSEPTEMBER BBusiness Aircraft HHelicopters CCommercial

AAirl iners

JJets TTurbos TTurbine PPiston JJets TTurbos

In-Operation Fleet 19,298 13,988 19,531 9,509 24,829 9,620

For Sale 2,541 1,083 1,251 596 566 426

Fleet % For Sale 2013 13.2% 7.7% 6.4% 6.3% 2.3% 4.4%

Fleet % For Sale 2012 13.5% 8.5% 6.2% 6.0% n/a n/a

% Change For Sale (-0.3)pt (-0.8)pt (-0.2)pt (0.3)pt

JJANUARY TO SEPTEMBER 2013

Full Sale Transactions 1,640 948 907 650 1,486 460

Avg. Days on Market 401 335 408 328 341 341

Avg. Ask Price (US$M) $5.092 $1.415 $1.270 $0.223

YYTD JANUARY TO SEPTEMBER 2013 vs 2012

Change – Transactions -3.2% -8.1% -11.0% -17.9% Change – Days on Mkt 31 -17 -19 -37

Change – Asking Price 11.4% 10.0% -6.3% -2.2%

BBUSINESS JETS YYTD 2013 Vs. YYTD 2012

YYTD % Change FFull Retail Sales

TTransactions AAvg. Asking

PPrice JJan 2013 -1.8% -7.4% FFeb 2013 -7.1% -3.9% MMar 2013 -4.2% -3.3% AApr 2013 -6.3% -3.5% MMay 2013 -7.0% 8.6% JJun 2013 -7.8% 4.2% JJul 2013 -6.4% 11.0% AAug 2013 -5.7% 16.3% SSep 2013 -3.2% 11.4% Source: JETNET

Market Indicators - December 2013 / More from www.nbaa.org

NBAA ViewBizAv and the World’s Top Performing CompaniesNBAA released a new Nexa study, “Busi-ness Aviation and the World’s Top Perform-ing Companies,” at the recent Conventionin Las Vegas, showing that companiesbased around the world who use businessaircraft outperform those that do not. Mir-roring a previous Nexa study on U.S. com-panies, the latest results showed thatinternational companies using business air-

craft excel in revenue growth, innovation,employee satisfaction and market share.

“We’ve done studies of Business Avia-tion use at large companies. We’ve lookedat small and midsize companies. We’velooked at Business Aviation use in goodtimes and bad times. In each case, what wefind is the same: companies using BusinessAviation routinely outperform similar com-

panies that do not use Business Aviation,”said NBAA president and CEO Ed Bolen.“This year, we…looked at whether or notthe benefits accrued to American compa-nies using Business Aviation also accrue tocompanies based in other locations aroundthe world. The answer is a resounding‘yes’.”


■

TABLE A

TABLE B


Serial Number: 32777Airframe TT: 3632Landings: 1453

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

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

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

SHOWCASE

Boeing 737-800 / BBJ2


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

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

globaljetmonaco.comwww.globaljetconcept.com

Global Jet November 18/11/2013 16:17 Page 1

SHOWCASE

Serial Number: 20138Registration: TC-ISRAirframe TT: 3493Landings: 1410

• Camp Systems Maintenance TrackingProgram

• Engines on MSP• Rockwell Collins/VHF4000• 8.33 COM• MNPS• RNP5• RNP10• FM Imunity

Airframe & EnginesCamp Systems Maintenance Tracking Program.Engines: MSP Maintenance Program. Left Engine:# P118393 - AS907, 3400 TT, 1376 Cycles.Right Engine: # P118396- AS907, 3493 TT,1410 Cycles. APU - MSP MaintenanceProgram, GTCP36-150BD, P-246, 2180 hours

AvionicsFLT DIR., Auto Pilot, EFIS AFD-5220 4, VHFCOM ROCKWELL COLLINS / VHF4000 3, NAVROCKWELL COLLINS / NAV 4000 1, XPNDRROCKWELL COLLINS / ATC MODE S 2, ADFROCKWELL COLLINS / NAV 4000 1, DMEROCKWELL COLLINS / DME 2, FMSROCKWELL COLLINS / FMC 5000 2, GPSROCKWELL COLLINS / GPS 4000A 2, AFIS,SATCOM ICS-200 1, HF COM ROCKWELL

COLLINS / HF-9031A 2, SELCAL RIU-4000 2,FFONE, RADAR XMWR-1000 1, RAD ALTALT-4000 1, TCAS I or TCAS II or TTR-4000 1,TCAS II Chg7, GWPS or EGWPS, LR-NAV, FDRA145, CVR A129 (120M) 1, ELT ARTEXELT C406-N 1

Additional EquipmentNavigation ComplianceRVSM8.33 COMFM ImunityMNPSRNP5RNP10

Interior9 seats certified for occupancy during taxi, takeoffand landing

Price: $11,900,000


2007 Challenger 300




Global Jet 2007 Challenger 300 Dec 18/11/2013 16:19 Page 1

Serial Number: 525A0200Registration: LX-DGQAirframe TT: 3188Landings: 2845

• NEW PRICE - OWNER MOTIVATED TO SELL• Low Time - 3188 hours• Universal Avionics UNSlL FMS• KHF-950 (Provisions Only)- Honeywell• Dual Garmin 530A’s• Mark VIII EGPWS - Honeywell• Zero time all maintenance inspectionitems at AW or prior to delivery

Airframe & EnginesWilliams International FJ44-2C turbofans

AvionicsThird Display -Collins (Exchange), KHF-950(Provisions Only)- Honeywell, Cockpit VoiceRecorder (Provisions Only)- L3 Communications,Hecto-Pascal/Inch Switch for Baro Units, Oxygen(Exchange)- 50 Cu. Ft. Bottle, Nickel CadmiumBattery (Exchange) - Marathon, VoiceAnnunciator, Fuel Caps - Locking (Exchange)Mobil 254 Engine Oil Replace standard entry doorsteps with the Bravo/Encore styleentry steps,Dual DME-42 with indicators, interfaced toProline 21 and interfaced to FMSI as a scanningDMEs, Skywatch HP interfaced to the ProLine21 display system, Second Davtron Clock OnCo-Pilots Side, London City Steep ApproachCertification, Universal Avionics UNSlL FMS

replacing KLN-900 as the primary long rangenavigator interfaced to the ProLine 21 system.Provide discmmect only for portable DTU (DTUsupplied by customer), Mark VIII EGPWSHoneywell, Ground power switch for FMS l,COMM 2-- ships power, Dual Garmin 530A’s (16Watt), dual Gannin GTX 330D Mode-S diversitytransponders, dual DME 42 (second DME 42 ison order), single ADF, and single KMR 675Marker Beacon replacing standard HoneywellCNI5000 radios

Additional EquipmentZero time all maintenance inspection items at AWor prior to delivery, Foreign CertificationKit- French (Conmercial), 406 MHz ELT forFrance. Include wiring (disabled) for NAVInterface, Provide Avionics Equipment List toinclude: System Name, Model No., Part No.,frequency, range and transmitter power, Toilet,Flushing- RH Aft Non-Belted (Exchange), (Pricedw/ Interior), Storage Cabinet, LH Forward(Exchange)(Price w/ Interior), Chime, (Priced w/Interior), Indirect Lighting, (Priced w/ Interior),Dropped Aisle Lighting, (Priced w/ Interior),Conduct cabin sound tests and add the testresults to those conducted on 525A0169 forsubmission to the customer prior to aircraftdelivery

Interior6 seats certified for occupancy during taxi, takeoffand landing

New Price - $2,700,000

SHOWCASE

2004 Citation CJ2





Global Jet 2004 Citation CJ2 Dec 18/11/2013 16:20 Page 1

SHOWCASE

Serial Number: 056Registration: LX-ZXPAirframe TT: 1984Landings: 856

• Low Time - 1984 Hours• JAR OPS 1 Certified• Next Inspection: December 2013 for 3A/ 4 / B• Maintenance Station: Jet Aviation Bsael• VHF Communication Dual honeywell TR-866b• Air Traffic Control Dual Honeywell XS - 857A• SELCAL Honeywell• Satcom Aero h+ / Swift 64 Thrane &Thrane Aero HSD+

• Forward Double Club CabinAirframe & EnginesESP - Pratt & Whitney PW307A. ENGINE #1:S/N PCECh0026, ENGINE #2: S/N PCE-Ch0032, ENGINE #3 S/N PCE-Ch0020. APU:HONEYWELL GTPC36-150FN S/N P-167AvionicsVHF Communication Dual honeywell TR-866b,VHF Data Radio Third honeywell TR – 866b,High Frequency Communications Dual honeywellKhF-1050, SELCAL honeywell, Flight Deck AudioTriple honeywell AV - 900, Emergency Locatorw/ Nav Interface honeywell Rescu 406AF LaserColor Printer, Communications managementFunction (CmF) w/ ARINC honeywell EASY,Flight Deck Printer miltope TP - 4840, SatcomAero h+ / Swift 64 Thrane & Thrane Aero HSD+,Additional handset(s) ICG Sigma7, High-SpeedData Unit (Up To 64 KbPS) Thrane & ThraneHSU VOR / ILS / MKR / GPS Dual honeywell

NV - 875x, Automatic Direction Finder Dualhoneywell DF - 855, Flight management Triplehoneywell EASY Electronic Jeppesen Chartshoneywell EASY Weather Radar honeywell Primus880, Dual honeywell DM - 855, Air Traffic ControlDual honeywell XS - 857A, Radar Altimeter DualHoneywell KRA-405b, Lightning Sensor SystemHoneywell LSS-860, ACSS TCAS 3000, FlightControl honeywell EASY, Modular Avionics UnitsHoneywell EASY, Electronic Display andmanagement Honeywell EASY, Head – Upguidance System (CAT I) Rockwell Collins HGS -5860, (EFVS) Wire & Mechanical Provisions CMC“2600” Suresight, Autothrottle Honeywell EASYAir Data Goodrich Smartprobes StandbyInstrument Display Honeywell, Centralmaintenance Computer Honeywell EASY, MicroInertial Reference Unit (MIRU) Triple HoneywellLASEREF V Attitude heading Reference SystemHoneywell, Flight Recording System DualHoneywell AR-CombiInteriorForward Double Club, Dining group, Credenza(multi-Purpose Storage Cabinets) Two –(2), ThreePlace Divans, 14 seats certified for occupancyduring taxi, take - off and landing, Falcon Cabinmanagement System Rockwell Collins FCMSAdditional 3.8” Color LCD Entertainment,Control(s) Rockwell Collins FCMS, Plug-In LCDmonitor Receptacle Rockwell Collins FCMSPlug-In 8.4” Color LCD monitor w/ 9G Locking,Arm Rockwell Collins FCMS, RechargeableFlashlights DME Corporation Aircraft SecuritySecuraplane 450 System, Flight Deck VideoInterface Honeywell EASY Uplink WeatherCapability Honeywell EASY


2009 Falcon 7X




Global Jet Falcon 7X Dec 19/11/2013 12:09 Page 1

Serial Number: 0280Registration: CS-DTLAirframe TT: 3438Landings: 2574

• Honeywell Primus 1000• All Weather Category I Capability• RVSM• Steep Approach• MNPS• BRNAV• P-RNAV• RNP-10• EU-OPS Compliant• Engines on MSP GOLD

Airframe & EnginesHoneywell TFE731-20AR-1BEngines under MSPGOLD coverage. Left s/n: P-116634, 3438 Hrs2574 Cycles. Right s/n: P-116632, 3438 Hrs2574 Cycles. APU- Model Honeywell RE100, s/n:P-311, 1594 Hrs, APU under MSP coverage

AvionicsHoneywell Primus 1000 avionics suiteHoneywell HF KTR-953Honeywell Integrated Communication Unit RCZ-851Honeywell Integrated Navigation Unit RNZ-851Universal FMS UNS-1EHoneywell Radio Altimeter RT-300L3-Communications TCAS 2000Honeywell Colour Weather Radar WU-660Honeywell Mk V EGPWS

Artex Emergency Locator Transmitter C406-2Rockwell Collins Airshow 400ICG Iridium Satcom System ICS-100Honeywell Solis State CVR 30L3-Communications Solid State FDR FA2100Lead Acid Batteries

InteriorInterior Dimensions: Maximum passenger seatingcapacity 9 Length, excluding Cockpit 6 m, Width1,6 m, Floor-Level Width 1 m, Maximum Height1,5 m, Baggage Compartment 1,4 m3

WeightsMaximum ramp weight: 9865 kg (21,750 lbs.)Maximum take-off weight: 9752 kg (21,500 lbs.)Maximum landing weight 8709 Kg (19,200 lbs)Maximum Zero Fuel Weight 7484 Kg (16,500 lbs)

Price: $3,850,000

SHOWCASE

2005 Lear 45





Global Jet Lear 45 Dec 18/11/2013 16:23 Page 1

SHOWCASE

Serial Number: 20059Registration: N659JFAirframe TT: 1998Landings: 1079

Airframe & EnginesEngine Plan MSP. Engine Model 2 x HTF7000

Engine #1 Engine #2Serial Number: P-118233 P-118229TSN (HRS): 1998 1998CSN: 1089 1086TS MPI (HRS): On Condition On ConditionMPI Due (HRS): On Condition On ConditionTime Since CZI hrs On Condition On ConditionCZI Due (HRS): On Condition On ConditionMPI/CZI Intervals hrs On Condition On ConditionAuxiliary Power UnitAPU Plan MSP Honeywell GTCP 36-150Type BDSerial Number P-154Time Since New (HRS) 1286AvionicsAvionics Suite / EFIS 1 CollinsFlight Management System (FMS) 2 CollinsAir Data Systems (ADS) 2 CollinsNAV Radio (NAV) 2 CollinsAttitude Heading Reference (AHRS) 2 CollinsNavigation Radio (GPS) 2 CollinsDistance Measuring Equipment (DME) 2 CollinsAutomatic Direction Finder (ADF) 2 CollinsAutopilot/ Flight Director (AP/FD) 1 CollinsFlight Director (FD) 2 CollinsVHF Radio (VHF) 2 CollinsHF Radio (HF) 2 CollinsSELCAL 1 Collins

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


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

2005 Bombardier Challenger 300Photos FGL Associates

Fresh 96 Month and Gear Inspections

IAG Bombardier Challenger December 18/11/2013 16:25 Page 1

SHOWCASE

Serial Number: 189Registration: N144FHAirframe TT: 3983.3Landings: 2136

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

Engine #1 Engine #2 Engine#3Serial Number: P101388 P101386 P101387TSN (HRS): 3983.3 3983.3 3983.3CSN: 2136 2136 2136TS MPI (HRS): 1852.4 1852.4 1852.4MPI Due (HRS):4630.9 4630.9 4630.9CZI Due (HRS): 5000 5000 5000Auxiliary Power UnitAPU Plan MSPType GTCP 36-150FSerial Number P-401Time Since New (HRS) 2774Hot Section Due (HRS) 4500HS Interval (HRS) 4500AvionicsAvionics Suite/ EFIS Honeywell Primus 2000Data Loader (DL) Honeywell DL-900Compass SmithsStandby Instruments SextantStandby Horizon J.E.T. ElectronicsFlight Management System (FMS) HoneywellControl Display Unit (CDU) Honeywell CD-810Air Data Systems (ADS) Honeywell AZ-840Inertial Reference System (IRS) Honeywell Navigation Radio (GPS) Collins Distance Measuring Equipment (DME) CollinsAutomatic Direction Finder (ADF) Collins

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


2001 Dassault Falcon 900C

Lease Only- Fresh 2C and Landing Gear Overhaul


IAG Falcon 900C December 18/11/2013 16:26 Page 1

SHOWCASE

Serial Number: 25Registration: N699MCAirframe TT: 3015Landings: 1423

EnginesEngine Plan: ESP GoldEngine Model: 2 x PW308C

Engine #1 Engine #2Serial Number: 75 76TSN (HRS): 2979 3069CSN: 1336 1374Auxiliary Power UnitAPU Plan MSPType GTCP 36-150Serial Number P-353Time Since New (HRS) 1718Cycles Since New 2692Maintenance - GeneralMaintenance Tracking AVTRAKMaintenance Schedule OCIP A ChecksAvionicsAvionics Suite/EFIS Collins ProLine 4/EFIS 4000Compass SmithsStandby Instruments Meggitt Secondary Flight DisplayFlight Management System (FMS) Collins FMS-6100 w/Dual GPS

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

Attitude Heading Reference (AHRS) CollinsAHS-3000

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

Automatic Direction Finder (ADF) Collins ADF-462

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

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


2004 Dassault Falcon 2000EX


IAG Falcon 2000EX December 18/11/2013 16:28 Page 1

SHOWCASE


• Extended Range Fuel

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

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

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 2575 / Right Engine 2567 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

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

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

Northern Jet Lear 40XR September 18/11/2013 16:34 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 Jet ManagementGerald R. Ford International Airport

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

Tel: 800 262 4953 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear45 September 18/11/2013 16:35 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: 680-0132Registration:Airframe TT: 2750 Landings: 1521

Airframe & EnginesPratt & Whitney PW 306C Engines on Power AdvantageLeft: 2750 Hours 1470 CyclesRight: 2750 Hours 1470 CyclesAPU: 818 hours 1641 CyclesPro PartsCESCOMAvionicsHoneywell Primus Epic 4-Tube EFISDual Honeywell TR-65A COMMDual Honeywell NV-875A NAVSingle Honeywell DF-855 ADF

Dual Honeywell XS-875A Mode S Transponder w/ EHSDual Honeywell FMSDual Honeywell GPSHoneywell CAS-67A TCAS II w/ Change 7Honeywell Primus 880 RADARHoneywell RT-300 RADALTHoneywell EGPWS w/ WindshearHoneywell HF-1050 w/ Coltech SelcalCVRAdditional EquipmentElectronic ChartsRAAS / WASS AirCell ST-3100 Sat/Com w/ 2 Cabin &1 Cockpit

Handsets & Intercom110 VAC Electrical OutletsLCD Video Monitor (10.4”)Dual Disc DVD w/ Remote

Airshow 4000Extended Range Oxygen SystemEros Oxygen MasksPulse Light System w/ TCAS InterfaceAirshow Cabin Briefing SystemDual aileron trim optionSurvival life raft certified for Part 135 operationsInterior9 passenger seatsGray leather8 video monitors at seatsFwd Galley with electric ovenMaintenance Details1A (400hr) complied with at 2589 hrs. Due in 232 hrs2A (800hr) complied with at 2192 hrs. Due in 235 hrsalong with the 1A

3A (1200hr) complied with at 2192 hrs. Due in 635 hrs

2007 Cessna Sovereign Kyle FoddrillCell: +1 (817) 372-4527,E-mail: [email protected]

Tel: +1 214 351 9595www.mentegroup.com

Mente Cit & XLS Sovereign Nov 19/11/2013 12:16 Page 1

SHOWCASE


Serial Number: 760551Registration: N808MMAirframe TT: 4516.2 Landings: 8174

EnginesArriel 2S1 Power by The HourLeft: S/N 20681 Hours 4169.9 Cycles 4911 TSO 783.5Right: S/N 20652 Hours 4023.9 Cycles 4697 TSO 783AvionicsHoneywell ED-800 EFIS displays Collins VHF-22Areceiver/transmitter

LCR-92S AHRS Collins VIR-32A VOR receiverCollins ALT-55 Rad Alt. Collins DME-42SPZ-7600 series DFCS Primus 880 Digital weather radarDB Systems 352 audio panels UNS-1FW FlightManagement system

Additional FeaturesTail rotor pedal lube kitBaggage liner kitBoarding stepsHoneywell MK XXII EGPWSStatic inverter load shedC-4 Environmental SystemOverhead Lateral AbsorberEmergency floatsKeystone Door pin kitAircell ST 3100 Satellite PhoneStructural Enhancement kit 76070-20564-011Garmin 496Two Garmin 696 GPS with mountsGMX 200 MFDCVR 30A Cockpit voice recorder

5P BifilarPulselight systemForward bulkhead sliding windowsEaton Engine Chip Detector SystemMaintenanceMain Rotor Spindles aircraft TT:5000 Float bottles expireJune 2014

12 Month due March 2014InteriorNew interior installed 3/25/10 by Cabin CraftersCRS#C7QR807N So. Hackensack NJ 07606

Executive eight-passenger interior tastefully completedExteriorAircraft repainted March 2010 by KD Aviation/ReeseAircraft, with Jet Glo Matterhorn White 00150, AristoBlue 00412

2004 Sikorsky S-76C+

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 35Registration: N913SNAirframe TT: 7,619 Landings: 3,595• PRIMUS ELITE COCKPIT UPGRADE• FLIGHT DYNAMICS CAT III HUD• XM GRAPHICAL WEATHER• TRIPLE SYSTEMS FMS/IRS• DC-820 FMS UPGRADE

Airframe & EnginesTFE731-20/-40/-50/-60 MSP Engine ProgramEngine # 1 S/N: P112216 7233 hours, 3473 cyclesEngine # 2 S/N: P112213 7065 hours, 3382 cyclesEngine # 3 S/N: P112218 7182 hours, 3433 cyclesAPU Allied Signal GTCP36-150(F). P-326 4353 Hrs

HighlightsPrimus Elite Cockpit Upgrade $800,000.00 Installed ValueXM Graphical WeatherCD-820 FMS – UpgradeFlight Dynamics Cat III Heads UP DisplayCollins Airshow GenesysMagnaStar UHF/Satcom Phone w/faxHoneywell AFIS w/Sky PrinterProvision for EFBsAvionicsHoneywell Primus 2000 w Elite Flight Deck UpgradeCollins Radio Package Proline 4• New DU-875 Primus Elite Upgraded Cockpit• With Dual Cursor Control Units• Dual Collins VIR-432 VOR/ILS/Marker• Triple-Honeywell FMZ 2000 with dual GNSSU GPS• LCD Technology

InteriorSoft goods refurbishment completed 201013-passenger configuration w aft lavatoryForward 4-place club seatingMid Cabin double club conference & dining groupPrivate Aft cabin - 2 Place Club w 3 Place CouchForward jumpseatExteriorNew Paint in 12/2009Overall in Matterhorn white with Taxiway yellow & blackaccent stripesSlant style engine mounted registration markingsMaintenance DetailsFAA FAR Part 91C / 2C – A / A+ & Multiples -11/29/10 @ Standard AeroLanding Gear OHAPU HSI – Last HSI @ 2558.8

1998 Falcon 900EX Brian ProctorCell: +1 (817) 307-7720E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

Mente Falcon 900EX & Sikorsky S-76C+ Dec 19/11/2013 12:17 Page 1

SHOWCASE

Serial Number: 435Airframe TT: 660

• Only One Owner and 660 Hours Since New• Garmin G-1000 Flight Deck• RVSM Equipped• Garmin GDL-69A data-link XM/WXweather

• On new Socata Maintenance Program

Engines On TAP ElitePRATT & WHITNEY PT6A-66D (3000 HOUR TBO)Propeller ModelHARTZELL 4-BladedAvionics• 2 GMA 1347C Dual digital audio controller withintegrated marker beacon receiver, intercom andpublic address capability on outer side for pilotand co-pilot side

• 1 Sennheiser HMEC25 noise attenuatingheadset with ship-power connection

• 2 GDU 1040A, 10'' PFD display with three axisflight dynamics, air speed, altitude, vertical speed,HSI w/ perspective modes, turn, bank side slip,NAV/COM frequencies indication and APannunciation

• 1 GDU 1500 15'' multi-function display withengine (w/ optimum TRQ setting display),pressurization, electrical, fuel, flaps and trimsindication, Crew Alerting System (CAS),checklist, aircraft synoptic and super largenavigation mapping system

• 2 GIA 63W Nav/Com/ILS/WAAS GPS

• 2 GEA 71 Engine and airframe interface unit• 2 GRS 77 Attitude and Heading ReferenceSystem (AHRS)

Advanced Position and Traffic AwarenessPackage• RVSM data package• GTX 33 Mode S transponder (#2)• KRA 405 B Radar Altimeter displayed onGDU 1040As

• TAWS-B, class B TAWS worldwide database• KTA 810 Traffic Advisory System (TAS)• KN 63 DME displayed on GDU 1040As• Electric pitch and rudder trims on co-pilotcontrol wheel

• Co-pilot side map light and approach plate holder

Onboard Weather Package• WX 500 Storm-scope displayed on G1000 displays• GWX 68 digital four color weather radar - 10''antenna

Deluxe Leather Package• 6 genuine leather seats with adjustable backrestsand folding armrests

• Genuine leather upper side panels• Satin-brass trimming of individual fresh-air vents andreading light ring

Miscellaneous• GDL 69 A data-link XM/WX weatherinformation and XM audio infotainment(US Coverage Only)

• Chart view option for GDUs• Pulse light anti-collision system

2008 TBM 850


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com

CAI TBM 850 December 21/11/2013 13:37 Page 1

SHOWCASE

Serial Number: 1337Registration: N52MKAirframe TT: 4504Landings: 2573

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsHAAP and Corporate Jet Support MaintenanceProgramsStandard Honeywell SPZ 8400 Cockpit Packagew/NZ 2000 NavsTriple Honeywell HG1075 Inertial Reference UnitsDual Honeywell FMS and Single Lasertrak NavDisplayCollins Nav/Comm Package with Three Comm’s,w/Dual Collins RTU’s Collins TDR 94 Transponders with EightParameter Enhanced SurveillanceSAT AFIS Equipped with PrinterMagnastar & Honeywell SATCOM 6000, OneCockpit and Three Cabin HandsetsG-Monitor ComputerHeads-up ChecklistFlight Data Recorder2 Hour Voice Recorder

Features & EquipementAirshow Genesis Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and RemoteControlGame Port Connections and LAN ConnectionsThroughoutEight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow AvailableSix Club Seat Rosen Monitors Updated to 6500Series in March 2007

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with three separate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as an aft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables and four 5.6 inch video monitors.

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

Maintenance72 Month inspection done 2010


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1999 Gulfstream IVSP

Recently Reduced Asking Price

AeroSmith Penny October 18/11/2013 17:10 Page 1

SHOWCASE

Falcon 900B


Business Aircraft Group25700 Science Park Drive

Suite# 210, Beachwood, Ohio 44122

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

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

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

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

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

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

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

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

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

Interior13 Passenger Interior with Beige Leather Seats& DivanForward Cabin Four-Place Executive Club Chairsw/Two Pullout TablesMid Cabin Four-Place Dining Group OppositeCredenza w/Single Dining SeatAft Cabin Group w/ Three-place DivanOpposite Two placeExecutive Club ChairsForward Galley w/Electrical Oven, MicrowaveOven, Coffee MachineForward & Aft LavatoryHoneywell MCS7000 SATCOMCabin Entertainment System, Forward 15’’Monitor and Four 10’’ Monitors


BAG Falcon 900B November 20/11/2013 10:38 Page 1

SHOWCASE

Serial Number: 9145Registration: HB-JEXAirframe TT: 3728Landings: 1300

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches

• 4C inspection performed at Jet Aviation Basel in July 2010

• 8C inspection due in July 2015• No damage history

Engines (under RR Corporate Care)Rolls Royce Deutschland BR 700-710A2-20• LH: S/N 12405 - 3655 TSN, 1257 CSN• RH: S/N 12406 - 3728 TSN, 1300 CSNAPU (under JSSI)Honeywell RE 220 (GX) S/N P-264Time: 2845 TSN / 3405 CSNAvionics• Communications Triple Honeywell RCZ 833E• Navigation Dual Honeywell RNZ 851• ADF Dual Honeywell P2000XP• RMU Dual Honeywell RM 855• Transponder Dual Honeywell P2000XP, Mode S• Radar Honeywell WU 880• IRS Triple Honeywell Laser Ref III• HF Dual Collins HF 9031A with Selcal• GPS Dual Honeywell HG2021 & GNSSU• FDR Honeywell SS FDR QAR• CVR Honeywell SS CVR• Triple Honeywell Flight System ManagementW/CD 820 CDU

Special Features• Aircraft under CAMP maintenance tracking

service• Aircraft under Bombardier Smart Parts Plus

coverage• Cabin Altitude Reduction for Passenger Comfort(4’500 Feet)

• Honeywell RT 950 TCAS II, Version 7.0• Honeywell Mark V Enhanced GPWS• Honeywell MCS 7000 SATCOM (6 Channel)/2Channel Iridium

• RVSM, 8.33 MHz Spacing and FM ImmunityCertified

• Heads Up Display (HUD), EVS, RAAS• BATCH 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

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


Make Offer

Albinati Global Express December 18/11/2013 17:26 Page 1

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

[email protected]

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

Cessna Citation Ultras

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

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

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

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

J Hopkinson 2 December 19/11/2013 16:57 Page 1

Aircraft search made easy atAvBuyer.comWith over 1,000 business aircraft available to view online, find the right aircraft for you at AvBuyer.com



Marketplace

Aero Air, LLCPrice: Make Offer

Year:

S/N: 656

Reg: N656Z

TTAF: 2770

Location: USA

Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262.Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms.Dual Primus 850 VHF Navs. CD-850 Control ClearanceDelivery. Dual DM-850 Primus II DME. N1 Computer,mounted in panel. Instrument Panel Glare Shield Lighting.AT.02 Satellite Phone -Aircell w 2 handsets. AircellIntercom Switch. Factory Original Tastefully appointedeight passenger (plus belted lav seat) interior has a centerclub seating design with Westwood Seat Tailoring

Cessna Citation Encore Tel: +1 (503) 640 3711 Email: [email protected]

www: www.aeroair.com

Aero Air, LLCPrice: $1,150,000US

Year:

S/N: 50

Reg: N38SK

TTAF: 9625

Location: USA

Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI1300TTSMPI 1300. MSP Gold on Both Engines.Bendix/King 5 Tube EFIS. Bendix/King ED-551A FlightDirector. Bendix/King RDR-2000 Radar. Dee Howard TR4000Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in2004. Eight passenger executive interior finished in mediumblue leather seats and aft three place divan, light grayheadliner and medium brown carpet. 2001 paint by Duncan.Overall white with AND light and dark blue stripes

Lear 31A Tel: +1 (503) 640 3711 Email: [email protected]

www: www.aeroair.com

Premier AviaPrice: Make offer

Year: 1987

S/N: 49412

Reg: P4-AIR

TTAF: 45683

Location: Switzerland

Nineteen seats. Aft owner’s private stateroom with a doublebed and private lavatory. 2 forward crew rest areas. Galley withthree refrigerators. Three 42î, two 32î, two 20î, two 15î videomonitors. Maximum range 7000km(3780nm). Additional FuelTanks System, composed of eleven auxiliary fuel tanks (2200gal or 6680 kg). One original aft auxiliary fuel tank (784 gal or2374 kg). AC meets requirements for RVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16Vol1 Ch4. Iridium ICS-200 Satcom. No damage history

McDonnell Douglas MD-87 Tel: +7 985 762 9787Email: [email protected]

AELIS GroupPrice: Please call

Year: 2000

S/N: 084

Reg: HB-VML

TTAF: 4460

Location: Slovakia

ONE OWNER SINCE NEW,

CAMP Maintenance Tracking System,

JAR OPS 1 Subpart K & L,

JAA-M45 Certification,

EASA TCDS IM.A.020,

Airworthiness Review Inspection due 30.8.2013

Learjet 45 Tel: +421 232 112 610Email: [email protected]

www.aelisgroup.com

Golden Wings LtdPrice: USD $5,700,000

Year: 2002

S/N: 145555

Reg:

TTAF: 6536.35

Location: Russia

Landings: 3010, JAR Ops 1, Steep Approach Mod, LongRange Fuel (3250nm), Winglets, APU Silencer, Cabin BaggageAccess, Cockpit Flood Light, Cargo Door Sill Protection,EICAS, RVSM, Avionics: Flight System Honeywell Primus1000, Autopilot Honeywell Primus 1000, Radar HoneywellPrimus 880, Thirteen passenger interior consisting of forwardfour-place club, mid-cabin four-place conference group and aseparate aft compartment with two-place club and three-placeDivan that converts to a bed

Embraer Legacy 600 Tel: +7 495 771 69 13Email: [email protected]

155-160 21/11/2013 09:22 Page 2


Marketplace

Leonard Hudson DrillingPrice: US $3,375,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,375,000 or consider trades for Citation CJ1, CJ2, orBell 212, 412 or 407.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg: N339MC

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all five.

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Capital Jet GroupPrice: Call for pricing

Year: 2005

S/N: 258723

Reg:

TTAF: 4,183

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 8 year/48month inspections at Duncan Aviation. Fresh Engine CoreOverhauls. No Excuses, no projects. Make an offer soon

Hawker 800XPi Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466

E-mail: [email protected]

155-160 21/11/2013 09:25 Page 3


Marketplace

Queen Air s.r.o.Price: $1,350,000 no VAT

Year: 1993

S/N: 29

Reg: OKPBS

TTAF: 4970

Location: Czech Rep

This C525 very good maintained, reliable and looks perfect:- New Exterior in Dec 2012; - Interior in excellent condition; - Engine Program TAP elite; - On Cescom; - EU-OPS Icompliant; - Avionics include: Honeywell 2 Tube EFIS; FMSGNS-XLS P-RNAV mod.; Garmin GPS 500W; King KR 87 ADF;Artex 406-2 ELT; - RVSM certified; - B-RNAV approved,- P-RNAV approved,

For more information, please, call us...

Cessna Citation Jet Tel: +420 775784600Email: [email protected]

Diamond S. International

Price: Please call

Year: 2004

S/N: 525B-0010

Reg: N917RG

TTAF: 1675

Location: USA, FL

Always hangared, Well mantained, Proparts and TAP Elitecontracts, Positive account of pro-parts (Less parts used vrsamount paid per hour). - Airframe: 1675 TT, All Logs, No4-3A - Avionics/Radios: Collins Pro-Line 21 - Custom paint:White, Blue & Maroon - Interior: Center club seating with 6pedestal seats, belted flushing toilet, refreshment center -Inspection Status: CESCOM Available. TAP Elite, maintenanceby Cessna Citation Service Centers

Cessna Citation CJ3 Tel: +484 862 76306Email: [email protected]

Avia Source, Inc.Price: Contact Seller

Year: 2006

S/N: 244

Reg: LX-JFO

TTAF: 2005


Cycles: 1759. 1747 FLTS. Engines is on ESP GOLDPROGRAM Propeller: 2005 Since Major Overhaul. ESPGOLD PROGRAM Propeller: 2005 Since Major Overhaul.VHF Com/Nav/GPS: Dual Garmin 530s. Transponder:Garmin GTX 330D (Mode S)/GTX 32. Altimeter: Bendix KingAM250. MFD/Chart View: Garmin GMX 200. EFIS: BendixKing EFIS 40. Auto Pilot: Bendix King KFD 325. DME: BendixKing KN0063. HSI: Bendix King KI525B. Int: 4 Passenger,Club Configuration, White Leather Seat Coverings: GoodCondition. Ext: Two Tone – Brown and a Grey/Mauve.

Socata TBM 850 Tel: +1 (626) 584 8170Email: [email protected]

Avia Source, Inc.Price: $1,695,000

Year: 2007

S/N: 391

Reg: LX-JFL

TTAF: 2420


Engine: 2370 Hours, Cycles: 2033, Engines is on, ESPGOLD PROGRAM, Propeller: 1066 Since Major Overhaul.Airframe: 2195 Cycles. Engines is on ESP GOLDPROGRAM. Propeller: 1066 Since Major Overhaul. VHFCom/Nav/GPS: Dual Garmin 530s. Transponder: GarminGTX 330D (Mode S)/GTX 327. Altimeter: Bendix KingAM250. MFD/Chart View: Garmin GMX 200. Int: 4 Passenger,Club Configuration, White Leather Seat Coverings: GoodCondition. Ext: Two Tone – Brown and a Grey/Mauve.

Socata TBM 850 Tel: +1 (626) 584 8170Email: [email protected]

Avia Source, Inc.Price: $1,295,000

Year: 1995

S/N: 525-0089

Reg: N600HS

TTAF: 5,660

Location: France

Delivered in the USA, Delivered with ZERO time SINCEENGINE OVERHAULS, Delivered with Doc 10 InspectionCompleted, Delivered with NEW Exterior, Delivered with NEWInterior 5,823 landings and is covered under Cessna ProParts. It has Williams TAP ELITE coverage on the engines.The Honeywell avionics include SPZ-5000/IC-500 AP/FD,Dual KY-196 COM, Dual MST-67A Transponders, RVSM, andKMH-820 TAS/EGPWS. The exterior was stripped andpainted in 2010. The interior has high gloss cabinetry

Cessna Citation Jet Tel: +1 (626) 584 8170Email: [email protected]

155-160 21/11/2013 09:26 Page 4


Marketplace

Beechcraft Vertrieb & Service GmbHPrice: Please Call

Year: 2007

S/N: TBD

Reg: EU-Reg

TTAF: 3,610

Location: Europe

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, fresh HSI 08/2012!

Cessna Citation XLS Tel: +49 (0)821 7003 100/145Email: [email protected]

Jackson & AssociatesPrice: USD$1,995,000

Year: 1998

S/N: 550B-0850

Reg: N511V

TTAF: 4988

Location: California, USA

Outstanding US based Bravo. US $1.2mil Dallas Airmotiveengine overhauls with "Air Tight Warranty" warranty, includingUS $400K+ in P&W upgrades. Recent US $100K interior.Excellent maintenance. FAR 135 current & CESCOM sincenew & Honeywell HAPP. Owner motivated

Citation Bravo Tel: +1 (316) 942-3288Email: [email protected]

Jet Sense Aviation, LLCPrice: Please Call

Year: 2013

S/N: TBA

Reg: TBA

TTAF: New

Location: USA

At M.80, the Falcon 2000S has a range of 3,350 nm (standard aircraft,6 pax, NBAA IFR reserves, 85% Boeing Annual Winds). The balancedfield length is 4,325 ft (SL, ISA) at a MTOW of 41,000 lb; it climbsdirectly to 41,000 feet in 19 minutes, reaches a mid-cruise altitude of45,000 feet and offers a certified ceiling of 47,000 feet. The aircraft canalso land at 95% of its MTOW, or about 39,300 lb, enabling it to tankermore fuel. Additionally, with an approach speed of only 107 knots, theFalcon 2000S is capable of landing at airports with challenging, steepapproaches and short runways. At a typical end-of-flight profile, theFalcon 2000S needs just 2,315 feet of runway – better than super mid-size jets and even comparable to a typical turboprop aircraft

Falcon 2000S Tel: +1 (847) 550-4660, Ext. 11Email: [email protected]

Darren WilliamsPrice: £615,000 excl VAT

Year: 2001

S/N: 1236

Reg: G-ISSY

TTAF: 2615

Location: United Kingdom

UK delivered, one owner from new. Eurcopter UK VIP spec,flotation equipment. Sold with fresh 12yr check & new paint ofchoice. Engine has 12yr calendar life remaining

Eurocopter EC 120B Tel: +44 (0) 7921 949 147Email: [email protected]

AIR LLOYD Deutsche Helicopter Flugservice GmbH

Price: Make offer

Year: 2008

S/N: 073

Reg: D-HKAL

TTAF: 590

Location: Germany

As new - unique - fully equipped --- Flag Red w/ Grey LeatherInterior, air conditioning, YAW-SAS, GARMIN Avionics Suiteincl. 430W plus indicator, GTX 330, DMA, Marker, ELT 406MHz, Inlet Barrier Filter FDC/Aerofilter, Cargo Hook "BreezeEastern", Meeker Camera Side Mount incl. EASA STC forCineflex v14 HD - AND MORE ... -- from AOC Holder, noaccident/incident, all SB/AD/SL completed --- selling for ourcustomer --- please get in touch for more details !!

McDonnell Douglas Helicopter 600N Tel: +49 (0) 224 123 070Email: [email protected]

155-160 21/11/2013 09:27 Page 5


Marketplace

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

HFS Aviation LtdPrice: £350,000 excl. VAT

Year: 1982

S/N: 5043

Reg: G-LECA

TTAF: 13,912

Location: United Kingdom

Price reduced

Light weight VFR Utility. Good component times

Contact for more details - See PDF Brochure link for moreinformation / photos

Eurocopter AS 355F-1 Tel: +44 (0)1895 833 365Email: [email protected]

Hawker Pacific Pty. LtdPrice: Please call

Year: 1999

S/N: 36246

Reg: N412HP

TTAF: 5244.4

Location: Singapore

A rare opportunity to acquire a competitively priced, low time,offshore equipped 1999 Bell 412EP. This aircraft is presentlybeing fully refurbished at Hawker Pacific’s Gold Bell CustomerSupport Facility. Included in the refurbishment are a fresh 3000Hr / 5 YearInspection, installation of the BLR FastFin & Strake System anda full strip and repaint in all over white. All major dynamiccomponents are zero time having been overhauled at BellHelicopters Piney Flats facility in the USA

Bell 412EP Tel: +9714 886 04700Email: [email protected]

www.hawkerpacific.com

RotorworldPrice: Make offer

Year: 2009

S/N: 22133

Reg: N359SH

TTAF: 390

Location: Europe

MVA,Tcas,R/H Step,Paulstra Sound Proofing,Aux Tanks,RDR Weather Radar,Baggage extender,Pristine condition, single owner since new, delivered Aug 2009

Agusta A109S Grand Tel: +1 (954) 660 8863Email: [email protected]

SkytecPrice: $550,000 Plus tax

Year: 1980

S/N: 1244

Reg: N350UK

TTAF: 4300

Location: Belgium

A perfect machine in service right now for a newtailrotorgearbox and hydraulic acumulator and hoses.Airframe inspection 2014 engine 2,3,4 July 2014

Eurocopter AS 350B Tel: +32 (0) 475 308 908Email: [email protected]

155-160 21/11/2013 09:28 Page 6

Advertiser’s Index

21st Century Jet Corporation.................................162

ABACE.........................................................................119

AeroExpo UK..............................................................153

AeroSmith/Penny ......................................................149

AIC Title Services......................................................103

Albinati Aeronautics ..................................................151

Aradian Aviation............................................................49

AvBuyer.com...............................................................154

Aviation Advisors .......................................................127

Avjet Corporation ................................................50 - 51

Avpro ......................................................................18 - 23

Bell Aviation ..........................................................56 - 57

Bombardier....................................................................45

Boutsen Aviation ..........................................................91

Business Aircraft Group..........................................150

Central Business Jets.....................................161, 163

Charlie Bravo ................................................................31

Conklin & de Decker .................................................117

Corporate Aircraft Photography ............................123

Corporate AirSearch Int’l...............................101, 148

Corporate Concepts ..........................................68 - 69

Dassault Falcon Jet Europe .....................................2-3

Dominion Aircraft..........................................................71

Donath Aircraft Services ...................................64 - 65

Duncan Aviation............................................................17

Eagle Aviation ...............................................................39

Elliott Aviation................................................................85

EMBRAER PreFlown.........................................42 - 43

European Helicopter Show.......................................89

Freestream Aircraft USA .......................1 (FC), 11-15

General Aviation Services..........................................55

GLOBAL JET..................................................136 - 140

Guardian Jet .........................................................26 - 29

Gulfstream Pre-Owned......................................52 - 53

HELI UK EXPO .........................................................129

Intercontinental A/C Group.........................141 - 143

Intellijet International ...................................................6-7

Mesinger Jet Sales..............................................32 - 33

Jet Support Services (JSSI)....................................112

JetBrokers .............................................................60 - 61

Jetcraft Corporation.......................36 - 37, 164 (BC)

Jeteffect ..........................................................................67

JETNET ........................................................................113

John Hopkinson & Associates ........................59, 152

Leading Edge................................................................81

Lektro............................................................................117

Mente Group...................................................146 - 147

Northern Jet Management ...........................144 - 145

OGARAJETS .......................................................46 - 47

Par Avion......................................................................117

PremiAir Aircraft Sales................................................87

Rolls-Royce ......................................................................5

Southern Cross Aviation.............................................73

Tempus Jets...................................................................63

The Jet Business .................................................40 - 41

The Jet Collection ........................................................35

VREF Aircraft Values ................................................123

Wright Brothers Aircraft Title.....................................97


Subscribe OnlineNow you can subscribe to the print edition of

World Aircraft Sales Magazine online!

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The global marketplace for business aviation News - Aircraft listings - Editorial


September 2013

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


October 2013

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2002 Airbus A320 VIP #1868



on pages 32-33:1988 Airbus A310-3042011 Airbus A318 Elite

2000 Airbus A319 CJ2005, 2006, 2007, 2012 Global 5000


2005, 2007, 2009, 2010 Global XRS


Next Issue copy deadline: Wednesday 11th December 2013

World Aircraft Sales (USPS 014-911), December 2013, Vol 17, Issue No 12 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.

155-160 27/11/2013 10:28 Page 7

ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

CENTRAL BUSINESS JETS

FALCON 50-40 SN25Last Falcon 50 ever to be converted, Proline 21 Cockpit,

50EX Interior New 2010, Priced Millions less thanComparable 50EX's

FALCON 20F SN470 - FALCON 900CENGINES & APU MOD

7800 TT / 5000 Landings, MSP Gold, Collins Proline II EFISCockpit, Dual Collins Radio Tuning Units, Dual Universal

1L’s w/WAAS, ETC

HAWKER 800XP SN258298Fortune 500 owned. MSP Gold Engines. 48 Month c/w

March 2012. 8 Place interior with airshow display

PIAGGIO II SN1158Only 860 Hours Since New, Pratt & Whitney ESP Engine

Program, Elaborate Interior including External ViewCameras, Collins Proline Collins Cockpit including TCAS II

and XM Graphics

2005 CHALLENGER 604 SN5577Fresh 96-Month Inspection and Landing Gear Overhaul byDuncan Aviation, 2000 TT, On Smart Parts Plus and MSP -150 APU Engine Programs, Spectacular Terence Disdale

Designed 10 Place Interior

2009 CHALLENGER 300 SN202641451 TT, Iridium SAT Phone w/ Swift Broadband, WIFI,

MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Impressivelist of Options including Sliding cabin/galley Pocket Door,Deluxe Galley w/ sink, Maintained to Part 135 Standards

CITATION EXCEL SN5066Everything desired in an Excel. Preferred 8 place interior,

Cessna Engine/APU/Airframe Maintenance Programs, DualFMS, TCAS II, Enhanced Surveillance, External Lav Service,

48 month inspection c/w April 2012

BEECHJET 400A SN1253500 Hours TT, 0/0 Hours Since Overhaul, 100% Engine

Program, 135 Maintenance, Dual Collins 5000 FMS

CBJ November_CBJ November06 22/10/2013 15:12 Page 2

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

FALCON 900EX SN8Single Midwestern Owner w/ 30+ Year FalconOperator History, Over the Top List of Options

including Collins Tail Wind 500 Direct TV

FALCON 900EXy SN121Single Owner, Former Falcon Demonstrator,Most Systems are Triple, 2476 Total Hours,

1140 Cycles, MSP Gold Engine Programs

FALCON 900B SN155Always US Owned, 6400 TT, MSP Gold, Forward &

Aft Lavs, Dual Aft Couches

FALCON 900C SN194Single Owner, 3850 Total Hours, 2060 Cycles, MSP

Gold Engine Programs, Standard Interior w/ Dual AftCouches, FWD & AFT Lavs.

FALCON 900EXy SN238700 Hours Since New, Available for Lease Only

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

GULFSTREAM V SN567Of fered by Original Fortune 100 Corporation, 35Year History as one of Gulfstreams Largest Private

Owners, Immaculate Maintenance, Rolls RoyceCorporate Care Engine Program, Can Deliver

w/ New Interior & Configuration

GULFSTREAM G200 SN1991800 TT / 900 Landings, ESP Gold, Meets all EASA /JAR OPS Requirements, Impressive List of Options

including Aerial View Camera

www.cbjets.comALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

Celebrating 30 Years!

CBJ November_CBJ November06 22/10/2013 15:11 Page 1

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FEATURED INVENTORY

2011 Airbus A318 Elite 2010 Challenger 300 2001 Challenger 604 2010 Challenger 605 2007 Challenger 850ER 2006 Citation CJ1+ 2006 Citation XLS 1997 CRJ 200 2005 Eurocopter AS365N3 2005 Falcon 2000EX EASy 2009 Falcon 2000LX 1987 Falcon 50

2012 Global 5000 2014 Global 6000 2005 Global Express 2010 Global XRS 2008 Gulfstream 450 2003 Gulfstream 550 1991 Hawker 1000B 1999 Hawker 800XP 2008 Lear 45XR Q1 2015 Legacy 500 2007 Legacy 600 2002 Piaggio P180 Avanti

2005 GlobAl XRS - SN 9163Low TTAF - Fully Programmed - New Paint 2010Entered Into Service Dec 2005 - EU OPS 1 Compliant

2001 FAlcon 2000 - SN 170 Low Time - Only 2,967 Total Hours Engines and APU Enrolled on MSP

2000 AiRbUS A319cJ - SN 12567,085 Hours, 2,146 Cycles - Located in PortugalRVSM, MNPS, RNAV, MOD‘S ENHANCED

2009 GlobAl 5000 - SN 9318New to Market - Tastefully Appointed - Turnkey 1,588 Hours and 538 APU Cycles

2008 chAllEnGER 850 - SN 80751,088 Hours, 621 Cycles - Smart Parts PlusCAMP; APU: MSP

Download the Jetcraft AppScan this QR code to

download to your Apple or Android device.

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This being the aviation industry, you’d think more companies would share our

foot view.

51,000Up here, the air and the competition are rare. Our birds-eye view of the aircraft brokerage market comes from our unmatched combination of over 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. Better perspective on market trends. And worldwide connections that put a tailwind on your transaction. Call us and see. You’ll love the view.

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

11-26-13_WAS_Back Cover_51,000 ft.indd 1 11/11/13 9:37 AM

world aircraft sales magazine december 2013

Documents

total time

passengers easa

fwd aft lavatories cabin

msp gold

low time

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satcom head

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