world aircraft sales magazine january 2014

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4 WORLD AIRCRAFT SALES MAGAZINE – January 2014

01.14Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA318 . . . . . . . . . . 42,A318 Elite. . . . . . 52, 73,A319 . . . . . . . . . . 79,A320 VIP . . . . . . 140,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 17, 42, 58, 59, BBJ II . . . . . . . . . 17,BBJ 3. . . . . . . . . . 33, 59,Super727 VIP . . 59,747 .. . . . . . . . . . . 59,MD-87. . . . . . . . . . 132,MD-DC-8-62 VIP. 58,

BOMBARDIERGlobal 5000 . . . . 7, 10, 37, 45, 51, 52, . . . . . . . . . . . . . . . 53, 71, 140,Global 6000 . . . . 140,Global Express . 10, 42, 43, 53, 55, . . . . . . . . . . . . . . . 58, 127, 140,Global Express XRS..10, 17, 32, 39, . . . . . . . . . . . . . . . 53, 140,ChallengerCRJ 200LR . . . . . 52,300 . . . . . . . . . . . 7, 12, 32, 52, 122,129,. . . . . . . . . . . . . . . 137, 140,601 . . . . . . . . . . . 42,601-1A . . . . . . . . 57,601-3A . . . . . . . . 140,604 . . . . . . . . . . . 12, 52, 61, 137, 140,605 . . . . . . . . . . . 7, 18, 32, 79, 140, 850 . . . . . . . . . . . 52, 140,850ER . . . . . . . . 140,Learjet 31A . . . . . . . . . . . 45, 61,35A . . . . . . . . . . . 48, 75, 85,40 . . . . . . . . . . . . 79,40XR . . . . . . . . . . 45, 120,45 . . . . . . . . . . . . 14, 19, 85, 132,45XR . . . . . . . . . . 51, 59, 61, 121,60 . . . . . . . . . . . . 14, 30, 41, 43, 51, . . . . . . . . . . . . . . . 61, 85,60SE . . . . . . . . . . 45,60XR . . . . . . . . . . 14, 53, 61,

CESSNACitationII. . . . . . . . . . . . . . 35, 44, 48, 137,IISP . . . . . . . . . . . 44,III . . . . . . . . . . . . . 44, 48,V. . . . . . . . . . . . . . 13, 44,X . . . . . . . . . . . . . 13, 61,XL . . . . . . . . . . . . 71,XLS . . . . . . . . . . . 12, 30, 48, 71, 124,. . . . . . . . . . . . . . . 135,XLS+ . . . . . . . . . . 12, 41,

CJ1+ . . . . . . . . . . 13, 41, 52, 71,CJ2. . . . . . . . . . . . 13, 35, 44, 59, 107CJ2+ . . . . . . . . . . 13, 57,CJ3. . . . . . . . . . . . 13, 30, 57, 79, 107 . . . . . . . . . . . . . . . 132CJ4. . . . . . . . . . . . 131,CJ525 . . . . . . . . . 93, 130,Bravo . . . . . . . . . 30, 44, 47, 85,Encore . . . . . . . . 13, 47, 79,Encore+ . . . . . . . 44,Excel . . . . . . . . . . 137,Jet . . . . . . . . . . . . 12, 134,Mustang . . . . . . . 13, 44, 79,Sovereign. . . . . . 12, 30, 51, 57, 59, 71,. . . . . . . . . . . . . . . 124,T206H StationAir .35,Ultra . . . . . . . . . . 13, 119,ConquestI . . . . . . . . . . . . . . 35,II. . . . . . . . . . . . . . 49,

EMBRAERLegacy 500 . . . . 140,Legacy 600 . . . . 43, 132, 140,Lineage 1000. . . 42, 43,Phenom 100 . . . 85,

FAIRCHILD DORNIER328 . . . . . . . . . . . 35,

FALCON JET7X . . . . . . . . . . . . 11, 32, 51, 79, 132,. . . . . . . . . . . . . . . 137, 138,10 . . . . . . . . . . . . 45,20-5BR-2C . . . . . 75,20F . . . . . . . . . . . 137,50 . . . . . . . . . . . . 12, 51, 57, 137, 138,50-4 . . . . . . . . . . . 138,50EX . . . . . . . . . . 11, 48, 138,900B . . . . . . . . . . 11, 37, 41, 59, 61,. . . . . . . . . . . . . . . 79, 138, 139,900C . . . . . . . . . . 22, 138, 139,900DX . . . . . . . . . 3, 140,900EX . . . . . . . . . 3, 18, 52, 107 125, . . . . . . . . . . . . . . . 138, 139900EX EASy . . . 3, 138, 139,900LX . . . . . . . . . 3, 11, 32,2000 . . . . . . . . . . 3, 11, 18, 23, 44, 51,. . . . . . . . . . . . . . . 52, 59,2000EX . . . . . . . 123,2000EXEASy . . 140,

GULFSTREAMIISP . . . . . . . . . . . 137,IV . . . . . . . . . . . . . 11, 30,IVSP . . . . . . . . . . 10, 11, 24, 30, 37, 43,. . . . . . . . . . . . . . . 53, 59, 61, 128, 140,V. . . . . . . . . . . . . . 10, 25, 61, 139,100 . . . . . . . . . . . 71,150 . . . . . . . . . . . 24, 32, 39, 71, 75,

200 . . . . . . . . . . . 7, 24, 32, 85, 139,450 . . . . . . . . . . . 10, 18, 25, 37, 57, 58,. . . . . . . . . . . . . . . 71, 140,500 . . . . . . . . . . . 25,550 . . . . . . . . . . . 7, 25, 32, 41, 59, 61, . . . . . . . . . . . . . . . 71, 140,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 44,400A . . . . . . . . . . 14, 44, 47, 137,Premier 1 . . . . . . 47, 61,Premier 1A . . . . . 85,King Air300 . . . . . . . . . . . 135,350 . . . . . . . . . . . 39, 45, 49, 71, 79,. . . . . . . . . . . . . . . 126,B100 . . . . . . . . . . 49,B200 . . . . . . . . . . 47, 49, 71,C90 . . . . . . . . . . . 44, 71,C90B . . . . . . . . . . 41,F90 . . . . . . . . . . . 73,Hawker400XP . . . . . . . . . 61,4000 . . . . . . . . . . 14, 61, 85,800A . . . . . . . . . . 14, 19, 39, 45, 47,. . . . . . . . . . . . . . . 48, 133,800XP . . . . . . . . . 7, 14, 30, 44, 61, 71,. . . . . . . . . . . . . . . 137,800XPi . . . . . . . . 133,850XP . . . . . . . . . 71,900XP . . . . . . . . . 14, 71, 79, 85, 135,1000B . . . . . . . . . 140,

IAIAstra 1125 . . . . . 55, 57,Astra SPX. . . . . . 39, 57, 107

PIAGGIOII. . . . . . . . . . . . . . 137,Avanti . . . . . . . . . 5,Avanti II . . . . . . . 85,

PILATUSPC12-45 . . . . . . . 49,

PIPERCheyenne II . . . . 79,Cheyenne IIXL . 44, 93,Meridian . . . . . . . 49,Seneca V. . . . . . 79,

SABRELINER65 . . . . . . . . . . . . 44,

SOCATATBM 700A . . . . . 93,TBM 700B . . . . . 45,TBM 700C2 . . . . 93,

TBM 850. . . . . . . 93, 134,

HELICOPTERSAGUSTAWESTLANDA109 A . . . . . . . . 14, 65,A109 E . . . . . . . . 30,A109 E Power . . 15, 41, 65,A109S . . . . . . . . . 19,A109S Grand. . . 15, 65,Koala. . . . . . . . . . 71,A119 KE . . . . . . . 79,

BELL206L4 . . . . . . . . . 133,212 . . . . . . . . . . . 133,230 . . . . . . . . . . . 79,407 . . . . . . . . . . . 15, 61, 65,429 . . . . . . . . . . . 15, 65,430 . . . . . . . . . . . 15, 65,412EMS . . . . . . . 133,

EUROCOPTERAS 350 B3 . . . . . 79,AS 355 N . . . . . . 79,AS 365 N2 . . . . . 65,AS 365 N3 . . . . . 15, 65, 140,BK 117C1 . . . . . . 79,EC120B . . . . . . . 134,EC 130 B4 . . . . . 41,EC 135 P1 . . . . . 15, 65,EC 135 P2+ . . . . 71,EC 135 T2 . . . . . 15, 65,

MCDONNELL DOUGLASMD 600N . . . . . . 71, 134,

SIKORSKYS76C+. . . . . . . . . 125,S-76C++ . . . . . . 19,S-92 . . . . . . . . . . 15, 65,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 29, 63,Aircraft Perf & Specs . . . . . 101, 105,. . . . . . . . . . . . . . . . . . . . . . . . 136,Aircraft Title/Registry . . . . 89, 95,Avionics . . . . . . . . . . . . . . . . 27Ground Handling . . . . . . . . 101,Photography . . . . . . . . . . . . 136

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

AC Index Dec13 19/12/2013 10:45 Page 1

thejetcollection.com

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

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

8 WORLD AIRCRAFT SALES MAGAZINE – January 2014 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

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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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The global marketplace for business aviationNews - Aircraft listings - Editorial

The global marketplace for business aviation

October 2013

www.AvBuyer.com

WORLD

™

Business Aviation & The Boardroom: pages 26 - 77

proudly presentsFalcon 7XSerial Number 57 - Registration N57BR

See pages 10 - 15 for further details

Performance. Integrity. Reputation.

Visit Avpro, Inc. atNBAA 2013 Static Display


November 2013

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WORLD

™


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


December 2013

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WORLD

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Freestream Aircaft (Bermuda) Limitedproudly presentsBoeing BBJSerial Number 29273

See pages 11 - 15 for further details

Panel Jan14 17/12/2013 16:50 Page 1

Contents

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

Regular Features16 Viewpoint80 Aircraft Performance & Specifications86 Pre-Owned Aircraft Sales Trends88 Aviation Leadership Roundtable94 Wichita Insider108 BizAv Round-Up 113 Market Indicators

Next Month’s IssueBusiness Aviation and the BoardroomIsolation’s Approach (Cabin Comms)Aircraft Comparative Analysis (Robinson R66)

Featured Articles - Business Aviation and the Boardroom20 Colgan Air 3407: Accidents involving professional crews are rare, but

deserve a careful look by those responsible for the safety of a company’s flight department.

26 Avoid Emergency Response Confusion: Assuming that a Business Continuity Plan is sufficient when dealing with emergencies may leave you inunnecessary peril.

34 Just Like the Rest of Your Enterprise: Corporations are well advised to manage and measure their BizAv assets as they would other essential elements of their enterprise.

40 And The Answer Is…: Does strategic planning assist a potential buyer develop perspectives that will be needed when it comes time to actually buy a business jet? We discuss within.

50 Tax – When Depreciation Begins: What constitutes placing an aircraft“In Service” for tax purposes? Just taking a business flight at the end of tax year may not be enough…

56 Managing Insurance Expectations: Rational expectations at the beginning of the claim can go a long way toward understanding the process of aviation insurance.

62 Large Cabin Jet Value: A look at the benefits of Large Cabin jets, and a listing of values for the models built over the last 20 years.

Main Features68 Flight Dept. Management Skills – Planning Techniques: Jack Olcott

discusses techniques for planning that are critical to the success of a FlightDepartment manager.

70 Flight Dept. Management Skills – The Anatomy of a Team: Understanding the winning team formula, and how to get the best from it is key to the successful manager.

74 Aircraft Comparative Analysis – Citation Bravo: How does the performance of the Citation Bravo stand up against the Hawker 400XP?

90 Dealers, Brokers & the Year 2014: Dave Higdon speaks to a selection of Dealers and Brokers on the prospects for the pre-owned business aircraft market this year.

96 Middle East Travel Alert: If your travel plans for 2014 include Dubai, you should know about the 80-day closure of Dubai Int’l Airport and the alternatives available.

98 Safety Matters – Staying Alert: Cockpit fatigue can creep-up undetected. It’s important to understand this potential killer and know how to defeat it.

102 Fuel & Savings Strategies: There can be some ingenious ways of cutting your fuel bills if you take the time to plan trips ahead. We outline some of these within…

106 Singapore Airshow 2014: A preview of February’s Singapore Airshow scheduled to take place at Changi Exhibition Centre.

Volume 18, Issue 1 – January 2014

20

74

40

Panel Jan14 18/12/2013 10:54 Page 2

Avpro January 16/12/2013 14:53 Page 1

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

he gleaming black surfacereminded me of polished obsidi-an, reflecting my curious look asthe sales manager detailed themany advantages of a glass-

ceramic cooktop. I was accustomed to seeinggas burners, or at least the concentric rings ofan electric coil – not the unbroken surface ofthis newer technology appliance.

The lustrous top matched the glossytranslucent black oven door – that, coupledwith the programmable self-cleaning features,closed the deal. And yes, the cooktop per-formed as advertised, but with a catch: itrequires different – and more intensive –maintenance. While the old stove requiredonly a daily cleaning, this one needs attentionafter every use. And not only a quick wipe,but a vigorous scrub, as only an unblemishedsurface provides the advertised even cookingtemperatures.

Improved performance usually comes at aprice, whether in the kitchen, the cabin, or thecockpit. In maintenance, that price usuallyincludes increased regular attention to detail –something that only a dedicated maintenancetechnician can provide. But that messageseems to be lost on many of today’s businessjet buyers, even the experienced ones.

Like higher-performing stoves, businessjets need a daily review and performance ofhands-on maintenance, not only to preservenear-100% dispatch reliability, but also to con-trol operating costs. And whether it’s due toinnocence, ignorance, misinformation, or sim-ply a tight-fisted approach to aircraft owner-ship, too many of today’s owners are choosingnot to employ a full-time maintenance techni-cian. In their effort to avoid the fixed-costsassociated with a full-time, dedicated employ-ee, those owners are unwittingly driving uptheir variable cost of maintenance – and there-by reducing their aircraft’s dispatch reliability.

Rather than employ a dedicated technician,those owners might choose to assign mainte-nance oversight and associated training to thefirst officer. In those cases, at least someone ismonitoring the aircraft day in, day out. Buttoo many owners fail to make even that

investment, and rely on performing only therequired scheduled maintenance events at aservice center. They believe that will beenough to suss out potential problems andkeep costs down, only to discover how wrongthey are when the aircraft pulls up lame inEast Overshoe, far away from parts, toolingand skilled technicians.

This trend has been noted by many OEMs,who report a recent spike in maintenanceservice center “hot line” calls from pilotswhose aircraft are grounded at less-experi-enced or non-authorized maintenance facili-ties – calls that for some OEMs now numberin the tens of thousands monthly. As one serv-ice executive observed, “Because it’s our logoon the aircraft, in the owner’s eyes we own hismaintenance problem – regardless of aircraftvintage, or whether or not he’s followed therecommended or required maintenance pro-gram – or even the accepted ‘best practices’”.

Are aircraft today less reliable than in pre-vious years? No, it’s simply that, in too manycases, particularly among first-timers, ownershave no dedicated technician meeting the air-craft when it returns home; reviewing anymaintenance issues encountered during theprevious trip; and tending to them before thenext launch. Those are the aircraft that findthemselves limping home, or ferrying to thenearest authorized maintenance facility, forunscheduled repairs and – with any luck – areturn to service in time to meet the owner’snext required trip. (And that assumes there’san authorized service center proximate eitherto the aircraft’s next destination or to thedeparture airport.)

That becomes problematic for today’s long-range, large cabin jets flying regular trips topreviously-remote corners of the world.

It takes a full-time, experienced technicianto understand fully the short- and long-termimplications of a blinking yellow light: onoperating costs as well as dispatch reliability.Perhaps it’s the current economy that makesowners reluctant to employ full-time techni-cians, which is curious in light of the millionsinvested in the aircraft at acquisition as well asthe seven-figure annual operating budgets for

most large-cabinbusiness jets…

On the pre-owned side, itseems that somebrokers and consult-ants are hesitant toinclude a full-timemechanic in the air-craft’s proposedoperating budget,for fear it willsquelch the deal. Indeed, many aircraft man-agement companies offer reduced mainte-nance budgets to their clients by using onemaintenance supervisor to oversee multipleaircraft.

While this economy of scale might appealto the first-time buyer, experience shows thatexactly the opposite is true – the OEM’s costto provide 24/7 on-call maintenance supportis proportional to the number of calls forremote support they receive. That expense isthen built into both the purchase price as wellas into any hourly cost maintenanceprograms.

Companies operate business aircraft tosave time. Saving time requires near 100% dis-patch reliability, something available onlywith a dedicated, full-time maintenance tech-nician. Keeping these multi-million dollarbusiness assets performing to an owner’sexpectation is not a part-time job. We do own-ers – and our industry – a disservice byadvocating anything else.

❯ 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] www.wolinaviation.com

It’s A Clean Machine...

VIEWPOINT

T

...so don’t take its maintenance needs lightly!

by Gil Wolin

Gil WolinJan14_Gil WolinNov06 17/12/2013 10:29 Page 1

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

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FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

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Boeing BBJ/28579

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Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714

Gulfstream G550/5025

Gulfstream G450 2Q 2012

Hawker 850XP/258812

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

• US$26,950,000• Total Time: 3213 hrs / Landings: 1052• On CAMP• Engines on Condition• Second GPS (Honeywell GPS550)• Bombardier Enhanced Vision System (BEVS) / HUD• FDR Upgrade•13 Passenger

1 Freestream January 18/12/2013 16:42 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

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

• Make Offer• Total Time: 4113 hours / Landings 2371• Will deliver with Engines & APU on MSP• Avionics on Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Challenger 605 S/N: 5704. Reg: M-FBVZ• Make Offer• Total Time: 1616 Hours• Total Cycles: 993• Proline 21• Collins SRT 2100 Inmarsat SATCOM• Airshow 410• 10 passenger

Falcon 2000 S/N: 1. Reg: G-YUMN• US$4,950,000• Total Time: 6289.27 hrs / Landings: 5614• Engines and APU on Honeywell MSP Gold• B-RNAV/RVSM/RNP10/RNP5 Compliant• Honeywell Mark V EGPWS• Collins TTR 920 TCAS II• New Paint April 2007• Elegant 10 Passenger Fireblocked Interior










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Hawker 850XP/258812

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Hawker 850XP/258812

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

Sikorsky S-76C++S/N: 760757. Reg: B-7336• Make Offer• Low Time• Single Pilot IFR Equipped• EGPWS• CVR• Pop-out Float

Lear 45 S/N: 167. Reg: G-GMAA• Make Offer• Total Time: 5905 hours / Landings 4801• Engines on MSP Gold / APU on MSP • Smart Parts Plus • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

2006 Agusta A109SS/N: 22023. Reg: A6-FLK• Price Reduced US$3.33M or Best Offer• Low Time: 1,530 Hours TTAF• New Luxury VIP Interior• Dual Controls• Air Conditioning• 213 USG Fuel Tanks• Emergency Float Provisions


Colgan Air 3407What can a Board learn from a tragedy.

BUSINESS AVIATION AND THE BOARDROOM


early five years have passed sinceColgan Air Flight 3407, a deHavillandDash 8-400 twin-engine turboprop air-craft on a scheduled flight from NewarkLiberty International Airport to Buffalo,

NY, crashed during the final phase of its night-time approach to landing. Recently, however,additional information about the accident becameavailable as the result of a law suit demandingthat a private study for the commuter airline bemade public. Previously, the NTSB conductedseveral days of hearing on the tragedy, whichclaimed the lives of all 49 people onboard the air-craft and one person on the ground.

Nothing about the aircraft or the weatherconditions were deemed suspicious. According tosafety experts from the National Transportation

Safety Board (NTSB), the aircraft was capable ofcoping with the light-to-moderate icing that exist-ed at the time of its approach, which was about10pm. Until just moments before the twin-turbo-prop diverged from controlled flight as the resultof slowing to its stall speed, all conditions werenormal.

CREW BEHAVIORSignificant, however, was the conduct of the crew—a47-year-old captain and his 24-year-old co-pilot. Bothaviators resided many miles from KEWR. The cap-tain had flown from his home in Florida to Newarkthe previous evening, and he logged onto a computerat 3am the morning of the flight. Like his co-pilot,who commuted to Flight 3407 the day prior to thetrip from her home in Seattle, WA, he was known to

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

N

Aircraft accidents involving professional crews are rare, but each deserves a careful look by those responsible for thesafety of a company’s flight department, asserts Jack Olcott.

“Significant,however, was

the conduct ofthe crew—a47-year-old

captain and his24-year-old

co-pilot.”

BG 1 Jan14_FinanceSept 18/12/2013 09:26 Page 1

have used the crew lounge at KEWR for overnightstays, which was contrary to company policy butapparently not rigidly enforced.

En-route from Newark to Buffalo and during theapproach to landing, the two pilots engaged in con-siderable conversation not directly associated withthe flight; so much so that the NTSB felt their per-formance as a crew was compromised. The SafetyBoard asserted that the non-professional conversa-tion delayed the completion of approach check listsand violated the requirement for a ‘sterile cockpit’below 10,000 feet of altitude. [‘Sterile cockpit’ is theterm used to denote no conversations or actionsbelow the height of 10,000 feet unrelated to the take-off, departure, approach and landing sequence.]

In essence, the Board claimed the captain failedto effectively manage the flight and allowed acockpit environment that impeded timely errordetection.

In accordance with established procedures forthe weather conditions that were present that nightin Buffalo, the captain set the aircraft’s referencespeed switch for an approach and landing in icingconditions. His co-pilot, however, obtainedapproach and landing speeds for non-icing condi-tions and apparently transmitted that information toher captain. The mismatch in approach referencesresulted in a landing speed that was 13 knots lowerthan the speed at which the pilot would receive aphysical warning of being too slow.

As a result of what the Safety Board suggestedwas a breakdown in monitoring the flight andmaintaining situational awareness, the crew wasstartled when the autopilot disengaged and the air-craft gyrated in roll and pitch as a consequence ofslowing to its stall speed.

The automatic stall warning system activated anose-down movement of the control column threetimes - yet the captain failed to input the appropri-ate control action to recover. In fact, the Board notedthat his actions exacerbated the aircraft’s stall condi-tion and prevented the potential recovery. The co-pilot’s action also did nothing to improve thechance of recovery. The twin turboprop rolled onto

its back and crashed out of control from an altitudeof about 1,000 feet.

PROBABLE CAUSEThere was no specific reason given for why the cap-tain and his co-pilot missed important cues that theaircraft was not properly configured for theapproach and that it was approaching a stall.Fatigue was considered a factor, as well it shouldconsidering the lack of quality rest each pilot hadbefore they entered the cockpit. The Board statedthat the pilots’ performance was likely impairedbecause of fatigue, but the extent of their impair-ment and the degree to which it contributed to theperformance deficiencies that occurred during theflight could not be conclusively determined.

The Board also noted that the captain had severalfailed check rides during his career and that, in itsassessment, had not established a good foundationof attitude instrument flying skills during initialtraining. The Board added that the crew’s employerdid not proactively address those issues.

THE MESSAGE FOR BOARDSAlthough exceedingly rare, aircraft accidents dohappen. Certainly the Airlines, like BusinessAviation, pay considerable attention to prevention,such as the need for in-depth screening of potentialnew hires and active personnel. Initial and recurrenttraining are also part of the safety culture of profes-sional aviation.

Company flight departments are able to establishrules and procedures that exceed government stan-dards, such as protocols related to rest practicesbefore and after flights. Boards of Directors mustapply that unique capability to assure a robust cul-ture 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]

Business Aviation and the Boardroom continues on Page 26

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – January 2014 21Advertising Enquiries see Page 8

“Companyflight

departmentsare able to

establish rulesand procedures

that exceedgovernment

standards, suchas protocols

related to restpractices

before andafter flights.”


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hen clients are asked if they have anEmergency Response Plan (ERP), theanswer is almost uniformly, “Yes”. AsI probe, I frequently find their ERP is

focused on Business Continuity. This is especiallytrue when the company’s core business has littlephysical risk.

As you know, a Business Continuity Plan (BCP)protects the functionality of your business. But, aBusiness Continuity Plan is not the platform forresponding to a Business Aviation event...or any ofa myriad of other incidents that threaten your peo-ple and your brand. That is why having a specifi-cally developed Business Aviation ERP is a greatasset for the entire enterprise. An effective BusinessAviation ERP addresses three specific arenas:

1. Taking care of the people.2. Managing the information.3. Supporting the recovery and investigations.

Over the past 20+ years, our firm has workedwith over 600 companies in the development oftheir aviation-related emergency response capa-bilities. Thankfully, I can count on one handhow often those plans have been applied for a

flying event. But, the processes, systems andtraining those companies developed for

their aviation ERP have been used hun-dreds of times for other reasons (such

as natural disasters, fires, automobileand motorcycle accidents, death inthe workplace by natural causesand violence in the workplace). Inany of these events, the three corecompetencies (taking care of thepeople, managing the information,and supporting the recovery andinvestigations) of an effectiveBusiness Aviation ERP can beapplied to the great benefit of all.

Assuming that a Business Continuity Plan is sufficient whendealing with emergencies may leave your company, yourpeople and your brand in unnecessary peril, says Pete Agur.

W

Avoid EmergencyResponse Confusion.Do you understand the need fora specific BizAv ERP?



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.

“ In any of theseevents, the three

core competencies(taking care of

the people,managing the

information, andsupporting therecovery and

investigations) of an effective

Business AviationERP can be applied to the great

benefit of all.”

�


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“The goal of a rapid

development of an aviation

ERP is amotherhoodand apple pie

objective.”

EXERCISING FULL CAREAs a Board Member, simply declaring the need foran aviation ERP is not enough. In fact, doing onlythat may set the process up for failure. As importantas it is, the Business Continuity Plan is usually“owned” by mid-level folks. But, an aviation ERPmust be “owned” by a consortium of:• Senior management to provide strategic

guidance, policy implementation and the authority of the corporation to effectively address the HR and communications issues;

• The aviation services team to support the technical and investigative responses; and

• The BCP team to leverage their systems, processes and resources in support of the aviation ERP itself.

UNNECESSARY ERP POLITICSThe goal of a rapid development of an aviation ERPis a motherhood and apple pie objective. Everyonewill gladly embrace it in a team effort, right?Unfortunately, personal considerations, politicalissues and administrative barriers can abound.

On the personal and political fronts, every com-pany has territories with boundaries. For instance,we have seen the BCP managers demand ERPresponsibility for a variety of reasons. Elsewhere,ambitious managers seized control of the ERP withthe best of intentions, or so it seems. In either case,mid-level managers do not have the authority andrarely the perspective needed to guide an aviationERP’s development.

Administratively, positioning the responsibilityfor aviation ERP development with a middle man-ager practically guarantees its delay. After all, amid-manager must cajole collaboration from peerswho are juggling numerous other priorities. By plac-ing the development of the aviation ERP with a sen-ior executive demonstrates the priority of the effort.The executive to whom aviation reports is an excel-lent candidate as long as he/she is not the CEO. TheCEO does not have the time to support the process.

Nevertheless, asking a senior executive to “re-invent the wheel” is not likely to be received withmuch enthusiasm. So, make the process easier:

1. Give him/her a template of a proven ERP process and document as a jump start.The ERP document and processes are a chicken-egg opportunity. The “Easy Button” is to begin with a comprehensive template. Then modify it to your culture, organization and operations. You can push that “Easy Button” by asking me for a copy of our proprietary ERP template. It is free. Just contact me at [email protected].

2. Educate participants about their roles and the ERP’s processes. Give them a common understanding of the context and issues involved in conducting an effective aviation ERP. The common three-step perspective mentioned at the beginning of this article streamlines the ERP development

process. The Flight Safety Foundation and the National Business Aviation Association host public workshops each spring and fall, respec-tively. VanAllen conducts in-house workshops.

3. Practice, practice, practice. The time to become competent to fight fires is not after the fire has broken out. Develop your organization’s ERP competence in three stages, and you will truly be ready when the bell rings:A Start with a tabletop walkthrough.

Progress through the ERP checklist to troubleshoot the process. Confirm resources are in place, and educate the team on the big picture and their roles. Then, amend your ERP based on the dis-coveries from the tabletop session. Repeat, if necessary. Then,

B. Exercise. The ERP exercise is also a devel-opmental part of the process. Conduct an off-the-clock “classroom” exercise based on a likely scenario. At each critical junc-ture, probe variables and issues. Amend your ERP based on the discoveries from the exercise. Repeat, if necessary. Then,

C. Simulate. Keep the first one in a “classroom” and off the clock to keep the pressure down and the learning up. If it goes well, graduate to a real-time simula-tion. Learn, adapt and repeat as necessary. An aviation ERP simulation should be conducted annually to keep everyone fresh and introduce new members to the team and processes.

By following these steps your organization willhave an Emergency Response Plan you can relyupon to support your company, your people andyour brand.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 34


WOULD YOU HIT THE GROUND RUNNING IF YOUR ERP WAS REQUIRED TOMORROW?


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1991 GULFSTREAM IV, S/N 1171

S/N 560-5716

S/N 74

2007 CITATION XLS

1996 LEARJET 60

1989 LEARJET 31ER

1989 LEARJET 31ER

S/N 258557S/N 1361

S/N 525B-0195

S/N 258376

S/N 680-0284

2009 CITATION SOVEREIGN

2001 HAWKER 800XP1999 GULFSTREAM IVSP

2007 CITATION CJ3

1998 HAWKER 800XP

S/N 550-0847

S/N 11069

1998 CITATION BRAVO

2000 AGUSTA A109E

VERY LOW AIRFRAME HOURSONLY 600 HOURS SINCE OVERHAULFORWARD GALLEY W/ DUAL LAVSSTUNNING CUSTOM INTERIOR 2012

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TION SOV

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AAT2009 CITTA

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O'Gara January 17/12/2013 16:14 Page 1

O'Gara January 17/12/2013 16:15 Page 2

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SN180 | EASA JAR OPS CERTIFIEDLESS THAN 1000 HOURS TOTAL TIME

ENGINES ON ESP GOLD | APU ON MSP


SN5354 | ENGINES ON ROLLS ROYCE CORPORATE CARE | FORWARD GALLEY & CREW REST

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y enabling executives and specialists to usetheir time productively, Business Aviationcan play an important role in the success ofthe corporation. Unfortunately, not all

employees and shareholders appreciate just howimportant business aircraft can be to company

profitability.Aircraft and the employees who

pilot and maintain them are basedat an airport and therefore are

geographically separatedfrom the vast majority

of the company.Even an

executive

helicopter seems remote sitting on the helipad at thecorporate headquarters. Unlike other essential servic-es such as Legal or Human Resources, the aviationdepartment can easily be perceived as a separate enti-ty rather than an important part of the corporation.

Corporations cannot function effectively withoutbusiness units that reside within the corporate struc-ture and are integrated within the daily functioningof the enterprise. Such organizational form is seen asfundamental and supportive of the mission.

A client of ours in the natural resources industryuses Business Aviation to travel between its remoteoperating locations, thereby saving countless hours oftravel for senior leadership. Facing low prices for aprimary raw material that it mines, the company is

examining ways to cut costs.One area of concern to the

Board of Directors was how thebusiness aircraft is perceived bythe employees. Among the lead-ership and the Board, the aircraftis seen as a valued business pro-ductivity tool. But among theemployees, some may see it asan executive perk, in partbecause the aviation depart-

ment is managed as an ancil-lary function by a senior vice

president. It is not seen as part ofthe company’s core structure.

US VS. THEMWhen aviation is seen as "them" and the rest of thecompany as "us”, it is easy to dismiss “them” as aperk or toy. If aviation is seen as an essential functionin support of the corporation's goals, along the linesof HR, Legal and IT, the perception of aviation within

Corporations are well advised to manage and measure theirBusiness Aviation assets as they would other essential elements of their enterprise, asserts David Wyndham.

�



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

continued on page 38

Just like the rest ofyour Enterprise.The importance of structuringthe flight department as a business unit.

B

DON’T LEAVE THEFLIGHT DEPARTMENT

OUT IN THE COLD


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1982 CITATION II, S/N 550-0343 1981 CONQUEST I, S/N 425-0063

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the company is very different.Aviation should be treated as a Strategic Business

Unit (SBU). While difficult to manage as a profit cen-ter that focuses on product offerings with traditionalprofit goals, the aviation department is a SupportingBusiness Unit. Rather than generating profits for aspecific market segment, it serves in a supportingrole, enabling the professionals to be focused on theirareas of specialization.

The aviation department needs to be structuredalong the same management lines as the other busi-ness units within a company, with clearly definedgoals that support the overall corporate mission. Itneeds to have reporting appropriate to the depart-ment’s mission of providing safe, effective andefficient air transportation.

For example, if the aircraft is used for C-levelexecutive transport, then the department’s manage-ment should be directly connected to those persons,not attached elsewhere within the corporation as anafterthought.

I have seen several examples where the corporateaircraft is part of HR or Legal, although no one fromthose departments ever uses the aircraft. This organi-zational structure makes it hard for HR to determinewhether the aviation department is doing a good job,as they are not a stakeholder in the process.

ENLIGHTENED MANAGEMENTThe entity that oversees the aviation function shouldhave the following functions:

• Developing and maintaining the aircraft use policy;

• Scheduling the aircraft for the passengers, with oversight of the process;

• Internal accounting and billing for the use of the aircraft;

• Developing and tracking performance metrics appropriate for the mission of the aviation department;

• Oversight and reporting for the aviation function.

Whatever entity manages the aviation function, itshould have an understanding of the aviation mis-sion and appreciate aviation's role in the execution ofthe corporate mission. It should also have a stake inthe success of the aviation function. If the aviationdepartment is a stepchild to its reporting parent, thenature of that relationship places those personnelresponsible for providing aviation services in adifficult position.

The aviation department needs to have routineand direct contact with its reporting-manager. Forlarger organizations, we recommend that the aviationmanager have an office "downtown" as that is wherethe department’s users reside. For Business Aviationoperations involving multiple aircraft, day-to-dayduties usually constitute a level of activity thatdemands full-time management rather than a dualassignment of pilot and manager.

In addition to typical budgets and reports ofhours or passengers flown, the aviation departmentneeds to be held to standards and performance met-rics similar to other vital support functions. Thereneeds to be a clearly defined, direct link between avi-ation and the department’s primary users if servicelevels are to be maintained and the mission of thecorporation is to be efficiently served.

As we progress in this series of articles, I'll exploreways the aviation function can be a strong,supporting member of the corporate structure.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 40

“For example, ifthe aircraft is

used for C-levelexecutive

transport, thenthe department’s

managementshould be directly

connected tothose persons,not attached

elsewhere within the

corporation...”



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J Hopkinson 1 January 17/12/2013 16:18 Page 1

“Does strategic planning assist a potential buyer todevelop perspectives that will be needed when it comestime to affect a transaction involving business aircraft?”Jay Mesinger discusses...

And The Answer is......A Resounding ‘Yes!’

�


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].


“So, as a BoardMember, howdo you votewith respect to entering amarketplace

whose bottomis not yet

clearly defined?”

afe, effective and efficient transportationof personnel is an essential element ofrunning a successful enterprise. Thus itis critical to look closely at businessneeds, mission profile, business compe-

tition, current market conditions and future plansfor expansion when considering an acquisition, areplacement or a divestiture of a business aircraft.(Strategic decisions affectingBusiness Aviation alsoinclude

charter, card programs, fractional ownership anddry lease situations.) Independent of the deliverysystem, business aircraft give the user the advan-tages of private air transportation.

We have spoken often about the challenges ofwhen to enter into aircraft ownership or otherforms of Business Aviation during uncertaintimes.

The latest aviation transaction guides report a26th consecutive quarter of declining aircraftsales. What should a governance body do withthis information? Might it keep a company fromentering this marketplace? Might it at least delaythe entry point?

Transactional activity has picked up in spite ofthe pricing trends, and this fact is significant. Sofar that increase has only slowed, not stopped thedownward trend in pricing. How should a Boardinterpret this imbalance? The answer is clear.There is still too much inventory remainingunsold regardless of the increase in activity.

Such news is actually more good than bad,because in the very recent past activity remainedslow and prices were still falling. Now the mar-ketplace is experiencing increased demand. So, asa Board Member, how do you vote with respect toentering a marketplace whose bottom is not yetclearly defined?

I recommend focusing on the side of need. Ifthe company can put a business aircraft to workand its benefits are clear, the few points remainingin downward pricing will easily be overcome byhaving access to this powerful tool sooner, ratherthan later.

PLANNINGInternal drivers within the company should bewatched closely. Develop a metric that can beadjusted regularly and can be applied to trackmissed sales or service opportunities that couldhave been accomplished had you had the ability

S


DOES YOUR ‘NEED’ GIVE YOU A GREENLIGHT THAT THE TIME IS RIGHT TO BUY?

BG4 Jan14_FinanceSept 17/12/2013 10:59 Page 1

Charlie Bravo January_Layout 1 16/12/2013 15:07 Page 1

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AIRCRAFT FOR SALE

2000 Global Express S/N 9010

2001 BBJ S/N 32774

1999 BBJ S/N 291492009 Airbus A318 S/N 3985

1989 Challenger 601-3A S/N 5045

2008 Lineage 1000 S/N 19000140

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2001 Gulfstream GIVSP S/N 1462

1999 Global Express S/N 9031 2009 Legacy 600 S/N 1451089

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2002 Learjet 60 S/N 245

1999 Learjet 60 S/N 172

Avjet multi January_Layout 1 19/12/2013 10:22 Page 2

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

Asking $2,495,000.00

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

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

Available for Long-Term Lease!

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

Price Reduced to $950,000.00 – Make Offer!

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

Asking $995,000.00

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

Price Reduced to $1,950,000.00

2011 Citation Mustang, S/N 510-0391, 362 TT, Chartview, Sat Phone,Current 135 –

Available for Long-Term Lease!

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 400A, S/N RK-84

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 C90, S/N LJ-869

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JetBrokers January 18/12/2013 10:02 Page 1

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1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH,Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Annualc/w 4/13, Price Reduced to $1,225,000.00

1975 Falcon 10, S/N 54, 8556 TT, 1634/1535 TSC, 189/189 TSMPI, OnJSSI, TR’s, UNS-1L, MFD, TCAS I, 3C c/w 11/10,

Asking $575,000.00

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

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

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


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JetBrokers January 18/12/2013 10:03 Page 2



to get to the customer or prospect quicker thanyour competition.

Are you starting to see a pattern of missedsales and service outcomes? Do you hear moreand more frequently that your competition isbreaking ground in new service areas that yourcompany is slated to enter? Do you see new prod-uct offerings that you want to make not beingembraced by the customer because the neededmethod of face-to-face selling is just too hard tocomplete?

If the answer to any of these questions is ‘yes’,the instability still remaining in the BusinessAircraft marketplace is small compared with theinstability being created in your market for yourcompany’s products.

It is worth asking if there are aspects of long-range planning for acquisitions that differ fromplanning for replacement or divestiture. Theanswer is ‘yes and no’. Knowing the marketplaceand understanding the trends both from an activi-ty standpoint as well as from a pricing standpoint

are important external drivers regardless ofwhether you are a buyer or seller. When to say‘yes’ to a buyer that is trying to purchase your air-craft is as important as when to say ‘yes’ to yourown purchase of an aircraft. One must be keenlyaware of the drivers.

Strategic planning will give the Board its toolsto evaluate the missed opportunities as well asa means for placing a cost on those missedopportunities.

In the next several articles we will delve deep-er into the internal and external drivers affectingaircraft decisions and the balance needed to makethe right decisions. A message will emerge. Planearly, assemble your sources of information andcadre of trusted advisors, rethink often, and haveconfidence in a well-orchestrated plan.

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 50

“ It is worthasking if thereare aspects of

long-rangeplanning foracquisitions

that differ fromplanning for

replacement ordivestiture.”

Dear David,In your recent laudable article outlining theways that management companies canimprove ownership economics, you state cate-gorically that charter income is passiveincome. This is not always true. In fact, withproper structuring, passive treatment can beavoided except in the rarest cases.Best regards,Rex ReeseGlobal Corporate Aviation Specialist, Jetviser

Dear Rex,To clarify, this was not meant to be cate-gorically an "always". A better way to statethis is that charter revenue could be pas-sive income. The next sentence in the articledoes recommend to consult tax authority.

Background from the IRS(http://www.irs.gov/publications/p925/ar02.html#en_US_2012_publink1000104565) outlinesthat there are two kinds of passive activities:

• Trade or business activities in which you do not materially participate during the year; and

• Rental activities, even if you do materially participate in them, unless you are a real estate professional.

I hope this clarifies the matter to our readership.

Best Regards,David Wyndham

BOARDROOM LETTERS

BG4 Jan14_FinanceSept 17/12/2013 10:59 Page 2

Elliott Aviation January_Layout 1 16/12/2013 15:13 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

2001 Falcon 50EX • 308Also Available: 900C-197, 50-99

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-894

2006 Meridian • 4697225Also Available: 4697284

King Air B100King Air B100

1980 King Air B100 • BE-97

MeridianMeridian

King Air 350King Air 350

1998 King Air 350 • FL-199

1995 Pilatus PC-12/45 • 103

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

n aircraft used for business can bedepreciated only after it has beenplaced into service for its intended pur-pose. While such guidance seems suffi-

ciently clear, a recent Tax Court case issued onDecember 3, 2013 reveals that the devil is in thedetail.

Just prior to final delivery, a successful sales-man purchased a factory-new aircraft that wasconfigured as specified in a purchase agreementbetween the OEM and the original buyer, whichsubsequently dropped out of the sale. While not aparty to the original purchase agreement and itscompletion specs, the new buyer accepted deliv-ery even though the aircraft was not preciselyconfigured as needed for the desired mission. Thesooner the new aircraft was placed in service, thesooner the buyer could begin depreciating theaircraft for tax purposes.

The changes desired by the new owner weresmall—replacing two passenger seats with a con-

ference table, and swapping existing monitorswith larger units—but the completion centerwould have been unable to complete the alter-ations and still deliver the aircraft by December31, 2003. The owner considered a delivery inDecember to be essential in order to qualify forbonus depreciation in 2003.

Consequently, the new owner agreed to takedelivery of the aircraft in December in the config-uration as originally spec’d out by the originalbuyer, and signed a separate contract to have themodifications made to the aircraft shortly afterthe first of the year. Taking delivery of the aircraftin Oregon, the owner immediately conductedflights on the aircraft to Seattle and Chicago formeetings with business associates before return-ing the aircraft to the completions center.

TAX COURT CONCERNSThe Tax Court determined that IRS regulationsrequire that property cannot be considered to have

What constitutes placing an aircraft “In Service” for taxpurposes? Simply taking a business flight at the end of thetax year may not be enough, warns attorney Troy Rolf.

Tax Considerations:When Depreciation Begins.

�


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


“...a recent TaxCourt caseissued on

December 3,2013 reveals

that the devil isin the detail.”

A



General Aviation January_Layout 1 16/12/2013 15:16 Page 1


been “placed in service” for tax purpose before theaircraft is “first placed in a condition or state ofreadiness and availability for a specificallyassigned function”. The Tax Court held that thetaxpayer had not met that standard and ruled infavor of the IRS.

Several principles can be gleaned from the TaxCourt’s explanation and reasoning for its ruling:

• First, nothing in the “placed in service” test actually requires that a flight be conducted for an aircraft to be considered “placed in serv-ice.” Rather, the test only requires that the air-craft be in a condition or state of readiness to do so. Since there is no requirement to take an actual business flight, the fact that a business flight may or may not have actually occurred is not necessarily dispositive.

• Second, in determining whether an aircraft is in “a condition or state of readiness and avail-ability for a specifically assigned function,” theIRS and the courts may look at the condition or state of readiness desired by individual tax-payers and the functions specifically assigned by the taxpayer.

It’s interesting to note that the case did NOTinvolve a green aircraft, or even an aircraft thatwas only partially complete, but rather an aircraftthat was complete and finished as originallyspec’d. It seems clear that the aircraft could havebeen put into service in that condition by another

taxpayer. However, since the taxpayer who actual-ly bought the aircraft desired that two modifica-tions be made in order for the aircraft to performthe intended mission in the way the owner intend-ed, the Tax Court determined that the aircraftcould not be considered to have been placed inservice before such modifications were complete.

LESSONS LEARNEDSo what can this case teach us about placing anaircraft in service at the end of the year? Clearly,an aircraft buyer who, near the end of one taxyear, takes title to a green aircraft or an aircraftthat otherwise is not yet complete in order toclaim depreciation deductions (bonus or other-wise) in the year before all work on the aircraft isactually complete, does so at his or her own peril.The case also shows that the specific mission thatthe taxpayer has in mind for the aircraft canimpact when the aircraft may be consideredplaced in service.

Consequently, before accelerating delivery of anaircraft that is not yet FULLY complete in order toplace the aircraft in service before the end of a taxyear, an aircraft buyer should consult with an avi-ation tax attorney or another knowledgeable avia-tion tax advisor regarding in-service issues.



“The case alsoshows that the

specificmission thatthe taxpayerhas in mind

for the aircraftcan impactwhen the

aircraft maybe considered

placed in service.”

COMPARE AIRCRAFT FOR SALE USING OUR

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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

o one thinks they will be involved in an air-craft accident – and the odds are that theywon’t be. But then it happens! It could be abird strike to the leading edge of a wing, a

gear collapse on landing, a runway excursion, orworst case - a catastrophic event.

Everyone has heard a horror story involving aninsurance claim from someone who was less than sat-isfied with the way the insurance process was settled.Maybe the claim was even denied. We all pay insur-ance premiums over the years, and the perceivedexpectation is that when/if we ever have a claim, itwill be totally covered regardless of the circum-stances. That’s not quite the way it works.

The first thing is admitting to yourself that someclaims will NOT be 100% covered, and acknowledg-

ing that the claims process will require a good bit ofyour time.

WHAT TO EXPECTOnce a claim has been reported, an adjustor will beassigned to handle your case. Typically he/she willask the policy holder to complete a company lossreport and document several items including the air-craft registration, airworthiness certificate, and appli-cable information from the aircraft and/or engine(s)logbooks (including confirmation that required FAAmaintenance intervals have been completed). Youwill also be required to fully document pilot creden-tials, including logged hours, specific pilot trainingand/or checkout requirements, and verification of acurrent FAA flight medical and flight review.

Some rational expectations at the beginning of theclaim can go a long way toward understanding theprocess of aviation insurance, notes Stuart Hope.


N


ManagingExpectations:Aviation Insurance Claims

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]

“The first thing is

admitting toyourself that

some claims willNOT be 100%covered, and

acknowledgingthat the claims

process willrequire a

good bit of your time.”

�continued on page 60

WHAT CAN YOU REASONABLY EXPECT OF AN INSURER WHEN YOUR AIRPLANE IS DAMAGED?


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Corporate Concepts 1 January 17/12/2013 17:09 Page 1

Depending on the amount and severity of thedamage, the adjustor may or may not physicallyinspect the aircraft. Often you will be asked to pro-vide photographs of the damage, including a com-plete photo of the aircraft to document the FAAregistration number.

Once the insurance company is reasonably satis-fied the claim is covered under the terms of the poli-cy, adjustors typically require estimates to repair thedamage. Often more than one estimate is needed,which may be difficult depending on the circum-stances of the loss.

While the aircraft owner is ultimately responsiblefor authorizing any work order, the adjustor willwant to review the estimates and discuss the repairswith you before the work is commissioned.Understand that the insurer’s goal is to put you backwhere you were before the loss—no better, no worse.

For example, if it becomes necessary to disassem-ble your engine as a result of a prop strike or inges-tion of a foreign object, some insurance companiesroutinely reimburse for the cost to remove, disassem-ble, inspect and reassemble the engine. Damageresulting from ingesting a foreign object is covered,but routine wear and tear discovered during disas-sembly and items deemed un-airworthy due to caus-es unrelated to the ingestion are not allowed as partof the claim.

The insurance company cannot reimburse the costof repairing or replacing parts unrelated to the acci-dent/incident, therefore those costs become theowner’s responsibility.

BETTERMENTWhen propellers and limited-life components aredamaged and repaired or replaced, often they are

returned in a “zero-time” condition. Since manufac-turers routinely recommend a time limit betweenoverhauls on such items, insurance companies calcu-late pro-rated depreciation based on a flat-rate over-haul cost of the propeller or component part had itnot been damaged. (For example, a $1,000 componentdamaged at “mid-time” would result in a $500 reim-bursement from the insurance company.)

Occasionally during the repair process non-acci-dent work is commissioned, in which equipment isupgraded or appearance enhanced. In these cases,obviously only the repairs associated with the dam-age will be reimbursed by the insurance company.For example, a damaged component may requirerepainting to match its appearance prior to the claim,but the accident/incident does not warrant paintingthe entire aircraft. If a complete refinishing is desired,the cost will be pro-rated.

NOT THE ENEMYBe sure to communicate with the adjustor throughoutthe process. He/she has a job to do and (contrary topopular belief) is not primed to deny coverage. I haveworked with some excellent adjustors over the years;the best are truly diplomats. Some claims inevitablywill be sticky, but if the situation is explained proper-ly upfront, all parties normally will understand andaccept the settlement.

Also engage your aviation insurance broker, whoshould act as your advocate throughout the process.Remember: Communication is Key!


“Understandthat the

insurer’s goal is to put youback where you were before the

loss—no better,no worse.”



COMPARE AIRCRAFT PERFORMANCE USING OUR

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YOUR ADJUSTOR IS NOT PRIMED TO DENY COVERAGE, BUT COMMUNICATION IS KEY.


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

2000 Gulfstream GIV/SP 1433

1998 Gulfstream GV 545

2003 Gulfstream G550 5029

2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

2002 Hawker 800XP 258562

2010 Hawker 4000 RC-55

2002 Learjet 31A 239

1998 Learjet 31A 165

2008 Learjet 45XR 383

1999 Learjet 60 168

2007 Learjet 60XR 320

2002 Premier I RB-50

1997 Bell 407 53121

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Jeteffect Inventory January 16/12/2013 15:21 Page 1

ize is often used as a measure of desirabil-ity and status. However, there are occa-sions, when the mission dictates an air-craft of larger capacity. What constitutessmall to one may appear large to another;

what amounts to huge on my scale might only tipthe scales toward medium for you. In aviation, oneusually deals in such relativities with reference toweights.

For the purpose of this month’s focus on LargeCabin jets we categorize purpose built businessaircraft with MTOW roughly above 38,000 pounds.The advent of the additional, more niche-focusedBusinessLiner segments are not included in ourguide.

PERFORMANCE CONSIDERATIONSLarge Cabin jets have much in their favor. First,however, if there’s one defining negative element ofthe Large Cabin jet and its upsize kin it’s in the run-way lengths they typically require. Runways longerthan 6,000 ft (ideally longer than 7,000 ft) makeaccess comfortable, particularly when the airportelevation is high or on days when the temperature

is warm. As density altitude increases, so do run-way requirements, but that’s not unique to thiscategory of jets.

Many paybacks counter-weigh the runway num-bers. The key elements of this category’s appealinclude speed, range and cabin size.

Speed & Range: The main differentiator betweenLarge Cabin jets and their purpose-built Ultra-Long-Range counterparts (included in this guide) general-ly stem from the larger fuel capacities and the high-er gross weights, allowing the latter category to goenormous distances.

Otherwise, the average Large Cabin and Ultra-Long-Range airplanes share more in common thanthey differ, with similar cabin sizes and comparablecruise speeds. Speeds ranging roughly between 450and 500 ktas are the overall trend for the LargeCabin segment.

Seats-full range capabilities typically up to, andinto the 6,000-nautical mile range make Large Cabinjets effective non-stop continent and ocean-crossingmachines: and the fewer the stops, the shorter theoverall trip time.

Many missions demand more than a Light or Medium jet. Ittakes a Large Cabin jet to handle a large job - hence theongoing appeal of the upper echelons of the purpose-builtBusiness Aviation arena…

S

The Large Cabin Jet Choice.

�



“ Seats-fullrange

capabilitiestypically up

to, and into the6,000-nautical

mile rangemake LargeCabin jetseffective non-stop

continent andocean-crossing

machines...”


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Size: Where the Large Cabin airplanes really excel(as the name would suggest) is in their cabin capaci-ties. A cabin for this category of jet typically willstretch from around 30, into the 40 feet range (orslightly more), enabling operators to enjoy a widerarray of finishing options and office-like featuresthan jets in the smaller segments can provide.

Cabin heights in excess of 6 feet is the norm, andseating capacity (depending on configuration) ofeight to eighteen is typical for this category ofaircraft.

BUDGETNaturally, the size and range capabilities of LargeCabin jets don’t come cheaply; you’ll need a largerfuel budget, more hangar space, a larger mainte-nance budget and, for safety and utility, a crew ofthree: two on the flight deck, and a professionallytrained Flight Attendant for the cabin.

Essentially, for the company with the need andbudget, the Large Cabin business jet will rarely - ifever - prove too small, and will only occasionally betoo large for an airport you’d prefer. In these situa-tions, charter can be the answer.

LARGE CABIN JET PRICE GUIDEThe following Large Cabin jets Average Retail PriceGuide represents current values published in theAircraft Bluebook – Price Digest. The study spansmodel years from 1994 through Winter 2013(20-year period).

Values reported are in USD millions. Each report-ing point represents the current average retail valuepublished in the Aircraft Bluebook by its correspon-ding calendar year. For example, the BombardierChallenger 300 values reported in the Winter 2013edition of the Bluebook show $15.5m USD for a 2010model, $19.0m USD for a 2012 model and so forth.

Aircraft are listed alphabetically. With thereader’s knowledge of aircraft, equipment, rangeand performance, the following Guide allows thereader to determine the best value aircraft forconsideration.

Note: We have included 36 aircraft models in thefollowing Large Cabin average price guide, howev-er, for additional assistance and interest, Conklin &de Decker Performance and Specification data forthese Large Cabin models can also be referred to,beginning on Page 80 of this issue.


�

“A cabin for this categoryof jet typicallywill stretch

from around30, into the 40feet range (orslightly more),

enablingoperators toenjoy a wider

array offinishing

options andoffice-likefeatures...”

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one today www.AvBuyer.com


Avpro Heliasset January_Layout 1 17/12/2013 10:47 Page 1



LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE WINTER 2013

BOMBARDIER CHALLENGER 850ER 31.981 22.0 19.5 18.5 17.5 16.5 15.5 14.5

BOMBARDIER CHALLENGER 605 31.023 22.0 19.5 18.0 17.0 16.0 15.0

BOMBARDIER CHALLENGER 604 12.5 11.5 10.5 9.5

BOMBARDIER CHALLENGER 601-3R

BOMBARDIER CHALLENGER 300 24.853 19.0 17.0 15.5 14.5 13.5 12.5 11.5 11.0 10.5

BOMBARDIER GLOBAL 6000 60.485 49.0

BOMBARDIER GLOBAL 5000 48.963 39.0 35.0 32.5 31.5 29.5 26.5 24.5 22.0

BOMBARDIER GLOBAL EXPRESS XRS 46.5 41.5 39.5 37.5 34.5 31.5 29.5 28.0

BOMBARDIER GLOBAL EXPRESS 25.0 22.0

DASSAULT FALCON 7X 52.3 44.0 41.0 37.0 35.0 33.0 31.0

DASSAULT FALCON 2000S 27.1

DASSAULT FALCON 2000LX 32.4 27.5 23.5 22.5 20.2 19.0 17.7

DASSAULT FALCON 2000DX EASY 17.5 15.5 14.5

DASSAULT FALCON 2000EX EASY 19.5 18.5 17.0 15.8 15.2 14.3

DASSAULT FALCON 2000EX 12.9

DASSAULT FALCON 2000 11.5 11.0 10.5 10.2

DASSAULT FALCON 900LX 42.2 35.0 33.0 30.5

DASSAULT FALCON 900EX EASY 29.0 27.5 24.5 23.5 22.5 21.5 20.5

DASSAULT FALCON 900EX

DASSAULT FALCON 900DX 22.0 20.5 19.5 18.5 17.5 16.5

DASSAULT FALCON 900C 16.0 15.0

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000 53.0 42.0 41.0 39.0 38.0

EMBRAER LEGACY 650-135BJ 31.6 24.0 23.0 21.0

EMBRAER LEGACY 600-135BJ 26.0 20.0 19.0 18.0 14.5 12.5 11.2

EMBRAER LEGACY 135BJ 10.2 9.8 9.2

GULFSTREAM G650 64.5 61.0

GULFSTREAM G550 58.5 48.0 43.0 41.0 39.0 37.0 35.0 33.0 32.0 30.0

GULFSTREAM G500 40.0 37.0 35.0 32.0 31.0 28.0 25.0 24.0 23.0

GULFSTREAM G450 41.0 33.0 29.0 27.0 25.0 24.0 21.0 19.5 18.5 17.5

GULFSTREAM G400 15.0

GULFSTREAM G350 27.0 24.0 22.0 21.0 20.0 17.0 15.0 14.0 13.0

GULFSTREAM G300 11.0

GULFSTREAM G280 24.0 21.0

GULFSTREAM GV

GULFSTREAM G1V-SP

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 Jan14_PerfspecDecember06 17/12/2013 11:20 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$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

8.5 7.8 7.0 6.7 6.2 6.0 5.6 5.2 BOMBARDIER CHALLENGER 604

3.8 3.7 3.5 BOMBARDIER CHALLENGER 601-3R

10.250 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000

BOMBARDIER GLOBAL 5000

BOMBARDIER GLOBAL EXPRESS XRS

20.5 19.0 17.5 17.0 16.5 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASY

DASSAULT FALCON 2000EX EASY

11.9 DASSAULT FALCON 2000EX

9.2 8.8 8.3 7.8 7.3 6.8 6.4 6.0 5.6 DASSAULT FALCON 2000

DASSAULT FALCON 900LX

19.5 DASSAULT FALCON 900EX EASY

16.850 15.750 15.0 14.350 13.850 13.250 12.750 11.750 11.0 DASSAULT FALCON 900 EX

DASSAULT FALCON 900DX

14.0 13.5 13.0 12.0 11.0 10.0 DASSAULT FALCON 900C

13.0 11.5 10.5 10.0 9.5 9.0 8.5 DASSAULT FALCON 900B

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

8.7 8.2 EMBRAER LEGACY 135BJ

GULFSTREAM G650

29.0 GULFSTREAM G550


GULFSTREAM G450


GULFSTREAM G350


GULFSTREAM G280

22.0 21.0 19.0 18.0 17.0 16.0 15.5 15.0 GULFSTREAM GV

12.2 11.2 10.2 9.7 9.2 8.6 8.0 7.4 7.0 GULFSTREAM G1V SP

Retail Price Guide Jan14_PerfspecDecember06 18/12/2013 09:31 Page 2

he days of selecting thesharpest pilot or the bestengine diagnostician to headthe flight department are dis-appearing. While not gone

entirely, the practice of promoting the bestoperational person to the ranks of manage-ment is no longer in vogue.

Individuals are more likely to moveinto the corner office based on knowledgeof management techniques and skills inorganizing programs and motivating peo-ple, rather than achieving a long list of

technical accomplishments. Personneldepartments and other overseers realizethat too often selecting the best practition-er results in a department losing its bestpilot or maintenance specialist in returnfor obtaining an unqualified manager.

Conversely, too many great pilots andmechanics have found the move to man-agement unsatisfactory, in part becausetheir concept of the job was incomplete orflawed. Had they been better informed,they might have realized that their inter-ests and skills were better aligned with

their current duties and responsibilities. More germane to this article and others

within World Aircraft Sales Magazine’s sec-tion on Flight Department ManagementSkills, by examining basic techniques ofmanagement they might have a betterappreciation for the knowledge and skillneeded to succeed in a managerial role.

ACTION PLANSWhereas pilots and mechanics deal basi-cally with objects—aircraft transitingweather systems; care and feeding of


FLIGHT DEPARTMENT MANAGEMENT SKILLS

Planning TechniquesFor Managers.

T

by Jack Olcott

Flight Dept Mng1A_FinanceSept 17/12/2013 11:39 Page 1


sophisticated engines and airframes, forexample—managers deal with people.Thus managers must master many man-agement concepts and techniques—somesophisticated and possibly outside theircomfort zone, and others that seem rudi-mentary but are essential. A subject thatfalls into this latter category of ‘basic butessential’ is the art and science of plan-ning—especially the need to develop spe-cific plans in writing that apply the bestattributes of staff to the task at hand.

Fortunately, aviators have an apprecia-tion for planning—plan your flight; flyyour plan, so to speak. In concept, plan-ning techniques applied to piloting andmaintenance tasks also apply to managingstaff. In practice, however, the planningprocess for managing people to accom-plish specific tasks is unique.

Managers identify an objective—possi-bly one that has been assigned by a superi-or—and develop a written plan for achiev-ing that goal. The manager selects a staff,communicates the goal to be accomplishedand the measures by which progresstoward that goal will be assessed, and thenproceeds with monitoring progress andmodifying the work flow to achieve thedesired results.

The successful manager motivates hisor her staff, reviews their actions andrewards behavior that supports the task athand. In the parlance of checklists, thebasic action plan has the following form:

• Establish the objective to be accomplished;

• Develop a plan to accomplish the objective;

• Select the staff to implement the plan;• Organize the staff according to their

attributes;• Communicate with the staff to assure

alignment and understanding;• Motivate participants, review results,

and reward success.

SMART PLANNINGAlthough the need to plan is universal,individual managers often develop theirown planning methods and action plans.Consider the points that some managerscall the “SMART” way to plan, which con-tains the following elements:

• S = Specific goal(s) to be accomplished.• M = Measurable tasks.• A = Achievable interim and final goals.• R = Realistic work assignments.• T = Time allocation to meet goal(s) to

be accomplished.

A simple memory jogger for planning isthe “3M” approach, in which the three Msare Mission, Means and Measures:

• Specify the Mission to be accomplished;

• Identify and make available the Means to accomplish the Mission;

• Establish the Measures by which progress toward meeting the Mission will be assessed (such as the timeline and budget for accomplishing the Mission).

While these outlines for an Action Plandiffer, note that each starts with an objec-tive to be achieved.

WRITTEN PLANSAction Plans must be in writing, regard-less of what form the manager selects.When plans are condensed to writtenform, they can be communicated to staffwith less possibility of confusion or misun-derstanding. Properly conceived, docu-mented and implemented, action plansenable managers to focus the best talentsof their people to achieve specific tasks.

In the words of the late business guruand teacher Peter Drucker, “Managementis doing things right.”

Steven Covey, author of The SevenHabits of Highly Effective People and otherbooks on management, said that “Effectivemanagement is discipline, carrying [the

plan] out.” Having a written Action Plan isa basic element in being an effective man-ager.

Action plans serve as a structure forworking with people, but they do notguarantee success. The secret ingredient tosuccess is the people who implement theplan. Colin Powell, Former Chairman ofthe US Joint Chief of Staff and Secretary ofState during the first presidential term ofGeorge W. Bush said, “Endeavors succeedor fail because of the people involved.Only by attracting the best people will youaccomplish great deeds.”

The team that is tasked with meetingthe plan’s objective must be motivated todo its best work. It is the role of the man-ager to provide leadership that inspires.Planning is basic—a necessary skill.Leadership shapes how well the plan isfulfilled.

Subsequent issues of World AircraftSales Magazine will address motivation,teamwork and the every-present need forleadership. We look forward to your reac-tion to this series on Flight DepartmentManagement Skills.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to:[email protected] ■

PLANNING AND COMMUNICATION ARE KEY TO MANAGEMENT

Flight Dept Mng1A_FinanceSept 17/12/2013 11:41 Page 2

anagement covers a broadspectrum of activities, rangingfrom self-discipline to leadingan entire company. Mostly,management focuses on teams

and the best means for achieving appropriateresults from groups of individuals. The man-ager’s role is to lead his or her team to fulfilthe desired action plan.

A team consists of employees, each withunique strengths and weaknesses, who areorganized to apply their individual talentscollectively to achieve a common goal. Parsekey words, such as unique strengths andweaknesses, organized, individual talents,and common goal, in that definition. Theyhave specific meaning and significance.

A team’s effectiveness stems from thetools each employee is capable of providingand the manager’s ability to focus thosestrengths while minimizing the weaknessand biases that everyone possesses, toachieve the purpose of the team’s mission.Addressing several basic characteristics ofteam structure and team dynamics assists themanager in fulfilling his/her leadership role.

TEAM FUNDAMENTALSSelection of team participants is basic to thelikelihood of success. Managers often havelimited choices, however. Not every teamconsists of superstars, nor should it. In fact,there is no place for super egos on teams. Inthe parlance of the sound bite—“There is no‘I’ in ‘Team’”. Thus managers need to use thetalent available from individual team mem-bers, and structure goals and means ofoversights with careful attention to settingrealistic individual goals as well as realisticteam goals.

Collaboration among team members isessential to achieving success. Individualsare more likely to work collaboratively for acommon solution when the team’s goal isclearly identified and understood to be



ManagementPerspectives:

M

Anatomy of the Team.

�

WHAT IS THE TRUE STRUCTURE OF A SUCCESSFUL TEAM?

Flight Dept Mng2 Jan_FinanceSept 18/12/2013 09:34 Page 1

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

2006 Citation CJ1+Several aircraft including 2013

Gulfstream 550

1450TT. Beige leather interior. Single pilotIFR. Engines on ESP Gold

2007 Eurocopter EC135P2+Three MD600N available

McDonnell Douglas MD 600N

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

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

Call/Email For Details

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

[email protected]

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

[email protected]

File photo

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

achievable. It is the manager’s responsibilityto maintain an atmosphere of mutual respectand collaboration. Setting realistic goals at alllevels is an effective tool for suchco-operation.

While easier said than done, teams benefitfrom participating in self-appraisal as well asself-management. Objectively accessing one’sown actions is subject to many cognitivebiases, however. The manager responsiblefor team performance needs to create andnurture a culture of constructive introspec-tion, aimed at fulfilling the team’s objectives.Focusing on what the team is attempting toachieve is a powerful management tool insuch situations. As a reminder, look for aFOTO finish: Focus On The Objective.

Communications between team membersand between the team and management isanother essential element for achieving suc-cess. Clear channels for the flow of informa-tion must exist at all levels of the team: hori-zontally between team members, verticallyup the chain of command as well as downthe team structure. All parties must under-stand what is expected, and they shouldknow were the team is positioned in its questto fulfil the mission. Failure to communicateis a recipe for failure.

Listening to what team members say is apowerful means for communicating effec-tively. Conversely, not listening is a path todistorted and potentially dangerous commu-nications. Too often we have a mindset thathears only what we want to hear. Such a cog-nitive bias is a risk for managers.

Candor among all parties is a must forachieving clear communications. Whileaddressing issues resulting from the ques-tionable actions of a co-worker is difficult,not doing so impacts the success of the entireteam. A small misunderstanding easilybecomes a large obstacle. The object is a teamvictory, and there are no losers on a winningteam. Nor are there any winners on a losingteam. Focusing on the team’s goal requirescandor and corrective action that is positiverather than accusatory or punitive.

Constructive descent is a worthwhilemeans for obtaining the best that each teammember has to offer. A manager is wise toencourage contrarian points of view withinthe culture of supporting the team’s objectiveand the spirit of candid, open communica-tions among all parties. Beware, however, ofthe contrarian whose primary purpose isgaining attention at the expense of otherteam members or is seeking to be noticed.

TRUST AND LEADERSHIPTo achieve maximum results from a team, amanager must motivate individuals to setaside their personal agenda and work onbehalf of the team’s goal, and thus the com-pany’s goal. Such motivation requires thatteam members trust their manager.Following the fundamentals of team man-agement creates such an atmosphere of trust,but mechanics alone are not enough.

The key ingredient in managing a team isleadership—that special, multi-dimensionalquality that all managers strive to achievebut many experts find difficult to proscribein detail.

General Eisenhower, SupremeCommander of Allied Forces in World War IIand 34th president of the USA, summarizedleadership as “The art of getting someoneelse to do something you want done becausehe wants to do it”. A successful managerleads his/her team by understanding teamanatomy and leveraging the team’s charac-teristics to fulfill the defined action plan.

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 Mng2 Jan_FinanceSept 18/12/2013 10:08 Page 2

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

n this month’s AircraftComparative Analysis, weprovide information on theCessna Citation Bravo. We’llconsider some of the produc-

tivity parameters including payload, range,speed and cabin size, along with currentmarket value. The field of study alsoincludes the Hawker 400XP.

The Citation brand encompasses six dis-tinct families of aircraft. The Bravo camefrom the Citation II family and the firstflight of the Citation Bravo took place onApril 25, 1995. The last Citation Bravo rolledoff the production line over a decade later in2006. During that time, a total 336 CitationBravo aircraft were built from 1997 to 2006.

The 100th Bravo was delivered inDecember 1999 at a time when the Wichitaproduction line was producing an aircraftevery three days, and of the 6,700+ businessjets built by Cessna, the Citation Bravo cur-rently ranks ninth on the OEM’s list of indi-

vidual models built (by units) behind theCitation II, Mustang and CJ3 among others.

As the successor to the Citation II, theBravo features more powerful and morefuel-efficient PW530A engines, resulting in ahigher MGTOW, a faster cruise speed andlonger range. An advanced avionics suiteincludes a Honeywell Primus 1000 flightguidance system and AlliedSignal CNI-5000Silver Crown panel-mounted radios. This

aircraft can be RVSM certified when ServiceBulletin SB-550-34-70 is complied with. TheBravo can climb to a maximum flight levelof 45,000 feet.

PAYLOAD & RANGEThe data contained in Table A (above) issourced from Conklin & de Decker with ele-ments also published in the B&CA May2013 issue. A potential operator should

by Michael Chase


❯

I

Cessna Citation Bravo

AIRCRAFT COMPARATIVE ANALYSISCITATION BRAVO

HAWKER 400XP

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

14,800

16,300

4,824

4,912

Max Payload Range(nm)

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

Model

Bravo

H400XP

1,925

2,015

801

603

1,720

1,519

907

750

FuelUsage(GPH)

152

199

TABLE A - PAYLOAD & RANGE

AirCompAnalysisJan14_ACAn 17/12/2013 16:10 Page 1

Comprehensive Services

1977 Falcon 20-5BR-2C S/N: N 366 - Reg: N100AQTTAF: 8816 - MSP - Honeywell 150 APU -300/300 CZI/MPI - MSP GOLD - AftBaggage - External Lav Mod - 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 - 12 year due 2023Make Offer

1986 Lear 35A

Dominion January 16/12/2013 15:56 Page 1


by Upcast Jetbook, the bizjet comparisonapp for the iPad.

POWERPLANT DETAILSEach of the Citation Bravo’s Pratt &Whitney Canada PW530A engines offer athrust rating of 2,887 pounds. The Hawker400XP, meanwhile, is also powered by Pratt& Whitney Canada powerplants – this timea pair of JT15D-5R engines, each with athrust rating of 2,965 pounds.

COST PER MILE COMPARISONUsing data published in the May 2013 B&CAPlanning and Purchasing Handbook and theAugust 2013 B&CA Operations PlanningGuide we will compare our aircraft. Thenationwide average Jet-A fuel cost 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 sourcedoes not represent an average price for theyear.

Chart B (below, left) details ‘Cost perMile’, and compares the Citation Bravo to theHawker 400XP factoring direct costs, andwith each aircraft flying a 1,000 nm missionwith 800 pounds (four passengers) payload.The Citation Bravo cost at $3.68 per nauticalmile is higher than the Hawker 400XP at$3.43 by 25 cents per mile (or 7.3%).

TOTAL VARIABLE COSTCOMPARISONThe ‘Total Variable Cost’, illustrated in ChartC (bottom, left), is defined as the cost of FuelExpense, Maintenance Labor Expense,Scheduled Parts Expense, and MiscellaneousTrip Expense. The total variable cost for theCitation Bravo at $1,256 is 13% lower perhour compared to the Hawker 400XP($1,448).

PRODUCTIVITY COMPARISONThe points in Chart D (top, right) center onthe Bravo and Hawker 400XP aircraft.Pricing used in the vertical axis is as pub-lished in Vref. The productivity indexrequires further discussion in that the factorsused can be somewhat arbitrary. Productivitycan be defined (and it is here) as the multipleof three factors.

1. Range with full payload and available fuel;

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

3. The cabin volume available for passengers and amenities.

The result is a very large number so for the


US $ per hour

H400XP $1,448

Bravo

$0

$1,256

$1,000 $2,000

CHART C - VARIABLE COST

US $ per nautical mile

$0.00

$3.43

$1.00 $3.00

Bravo

$4.00

$3.68

H400XP

$2.00 $5.00

focus on payload capability as a key factor.As shown, the Citation Bravo’s ‘Availablepayload with Maximum Fuel’ (801 pounds)offers more payload capability than theHawker 400XP, at 603 lbs. Also, depicted,according to Aircraft Cost Calculator theCitation Bravo burns 152 gallons per hour(GPH) which is 47 GPH - or 24% - less fuelthan the Hawker 400XP (199 GPH).

CABIN DIMENSIONSAccording to Conklin & de Decker, thecabin volume of the Citation Bravo at 278cubic feet is nine percent smaller than thatof the Hawker 400XP aircraft (305 cu ft.). Asdepicted in Chart A (below), the cabinshave a major difference in that the Hawker400XP is designed with a flat floor. Thecabin cross-section illustrations are provided

Volume 305 Cu ft Volume 278 Cu ft

CHART A - CABIN DIMENSIONS

CHART B - COST PER MILE*

* 1,000 NM, 800 LBS PAYLOAD MISSION COSTS

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



❯


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

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Citation Bravo, as shown in productivityindex Chart D, is productive compared to theHawker 400XP. In spite of its higher cost permile, the Bravo has a lower variable hourlycost, lower fuel usage and greater payloadcapability which many operators value. Thiscomes at a higher retail cost, however, andwith a smaller cabin volume.

Table B (right) represents the average pre-owned retail price from Vref for each aircraft -a 2006 model Citation Bravo costs $3m,whereas a 2006 model Hawker 400XP retailsfor $1.8m (as represented in the ProductivityChart). The last two columns of informationshow the number of aircraft in-operation, andthe percentage ‘For Sale’, as per JETNET. It isinteresting to note that with 333 aircraft in-operation today, 13.2% of the Citation Bravofleet is currently for sale (traditionally abuyer’s market). The Hawker 400XP is in atraditional ‘seller’s market’ position with just8.7% of the fleet for sale.

ASKING PRICES VS MAKE OFFERChart E (right), sourced from the Multi-dimensional Economic Evaluators (MEE) Inc.,(www.meevaluators.com), shows a scatterchart of Asking Price vs Airframe Total Time(TTAF) vs Days on the Market for the CitationBravo. The current pre-owned market for theBravo has 44 aircraft ‘For Sale’. However, 25out of the 44 are ‘Make Offer’ with 19 show-ing actual asking prices. Charts E(a) and E(b)are two charts representing average askingprices compared to the TTAF (Chart E(a)) andaverage asking prices compared to the aver-age days on the market (Chart E(b)).

Within our analysis of Chart E(a), the redtrend line and four red dots represent 15-yearold Bravos. Two red dots are right on the line,two are higher. Points 1 and 2 (as indicated)are $500k and $400k higher than the trend lineand may be overpriced. The red trend line inChart E(b) and four red dots again represent15-year old Bravos. Here, three aircraft areabove the trend line and one is below. Point 1is the same airplane in both charts, and willcontinue to remain on the market (almost twoyears now) until the price is reduced and abuyer is attracted.

Index

Pri

ce

(M

illio

ns)

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

0.050$0.0

$1.0

H400XP

Bravo

$2.0

$3.0

$4.0

0.100 0.150 0.200

CHART D - PRODUCTIVITY

Model

Long RangeCruise Speed

CabinVolume(cu ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Bravo

H400XP

335

410

B&CAEqpd

Price $

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; Vref: 2013 Operations Planning Guide B&CA Aug13

278

305

907

750

333

242

13.2%

8.7%

$3m (2006)

$1.8m (2006)

TABLE B - COMPARISON TABLE

CHART E (a) & (b) ASK PRICE TRENDS

12

1

TABLE C - PART 91 & 135 MACRS SCHEDULE

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




DEPRECIATION SCHEDULE FORBUSINESS AIRCRAFTAircraft that are used in a trade, business, orfor the production of income that are primari-ly operated domestically, and not used incommon or contract carriage may be depreci-ated over a five-year Modified AcceleratedCost Recovery System (MACRS) schedule.Aircraft used in common or contract carriage(e.g., Part 135) are depreciable under seven-year MACRS, see Table C (previous page).

Table D (right) shows an example ofusing the MACRS schedule for a 2006Cessna Citation Bravo in private (Part 91)and charter (Part 135) operations over five-and seven-year periods assuming a Vrefretail value of $3.0 million.

LOCATION BY CONTINENTBroken down by continent, North America ishome to the majority of the fleet of CitationBravos (203 units, or 65%), followed byEurope (50 jets, 16%). Currently, ten CitationBravos are in shared ownership, and 11 arein a fractional-ownership arrangement.These are not included in the fleetbreakdown.

RANGE COMPARISONChart F (right) shows the circle ranges fromKansas, USA for both the Bravo and Hawker400XP.

The Bravo shows greater range coveragethan the Hawker 400XP (data from AircraftCost Calculator).

Note: For Jets & Turboprops ‘Seats FullRange’ represents the maximum IFR rangeof the aircraft at Long-Range Cruise with allpassenger seats occupied. ACC assumesNBAA IFR fuel reserve calculation for a 200nautical mile alternate. The lines depicted donot account for winds aloft or any otherweather related obstacles.

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 which are beyond the scope of thisarticle.

The Citation Bravo business jet has itsadvantages - so those operators in the mar-ket should find the preceding comparison ofvalue. The aircraft is very popular and oper-ated by private individuals, companies, frac-tional and charter operators and aircraftmanagement companies. Our expectationsare that the Citation Bravo will continue todo very well in the pre-owned market forthe foreseeable future.

THE WORLD’S FINEST

BUSINESS JETS, TURBOPROPS & HELICOPTERS FOR SALE AT

www.AvBuyer.com

TABLE D - MACRS DEPRECIATION SCHEDULE, $3.0M 2006 MODEL BRAVO

Full Retail Price - Millions $3.0Year 1 2 3 4 5 6Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% 5.8%Depreciation $0.6 $1.0 $0.6 $0.3 $0.3 $0.2Depreciation Value $2.4 $1.4 $0.8 $0.5 $0.2 $0Cumulative Depreciation $0.6 $1.6 $2.2 $2.5 $2.8 $3.0

Full Retail Price - Millions $3.0Year 1 2 3 4 5 6 7 8Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% 8.9% 8.9% 4.5%Depreciation $0.4 $0.7 $0.5 $0.4 $0.3 $0.3 $0.3 $0.1Depreciation Value $2.6 $1.9 $1.4 $1.0 $0.7 $0.4 $0.1 $0.0Cumulative Depreciation $0.4 $1.1 $1.6 $2.0 $2.3 $2.6 $2.9 $3.0

2006 Cessna Citation Bravo - Private (Part 91)

2006 Cessna Citation Bravo - Charter (Part 135)

Source ACC – www.aircraftcostcalculator.com

CHART F - RANGE COMPARISON

Source ACC – www.aircraftcostcalculator.com

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


Boutsen January_Layout 1 16/12/2013 15:51 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 -Large Cabin Jets – appears opposite, tobe followed by Medium 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:LARGE CABIN JETS

Aircraft Performance& Specifications

FEBRUARY ISSUE: Medium Jets

MARCH ISSUE: Light & Entry Level Jets

APRIL ISSUE: Turboprops

MAY ISSUE: Large Cabin Jets

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroJan14_AC Specs Intronov06 17/12/2013 16:27 Page 1

❯

$3,311.16

6.08

7.17

28.6

860

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

3600

4853

3850

-

-

470

459

459

2

HTF 7350

$4,383.45

6.1

8.2

28.3

1035

5.83

3

115

-

2

9

45100

36000

26250

17635

1365

4750

3380

3590

6500

4500

4259

1207

459

443

425

2

CF34-3A1

BOM

BARD

IER

CHAL

LENG

ER 6

01-3

R

$3,281.73

6.08

7.17

28.6

860

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

470

459

459

2

HTF 7000

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

$3,903.40

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,628.17

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

BOM

BARD

IER

GLOB

AL E

XPRE

SS X

RS

BOM

BARD

IER

CHAL

LENG

ER 6

04

BOM

BARD

IER

CHAL

LENG

ER 6

05

BOM

BARD

IER

CHAL

LENG

ER 8

50

BOM

BARD

IER

GLOB

AL E

XPRE

SS

BOM

BARD

IER

CHAL

LENG

ER 3

00

BOM

BARD

IER

CHAL

LENG

ER 3

50

MEDIUM JETS

BOM

BARD

IER

GLOB

AL 5

000

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.

$5,457.39

6.25

8.17

42.47

2022

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

$5,690.67

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR 710-A2-20

GLOB

AL 6

000

$5,506.33

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR 710-A2-20

$3,855.07

6.08

8.17

48.4

1990

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

3096

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,718.91

6.25

8.17

48.35

2140

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR 710-A2-20

LARGE CABIN JETS


AircraftPer&SpecJan14_PerfspecDecember06 17/12/2013 16:40 Page 1


$3,387.22

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3440

5300

4333

4575

490

482

459

442

2

PW308C

$3,483.69

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

DASS

AULT

FAL

CON

2000

EX

AIRCRAFT SPECIFICATIONS

$4,108.69

6.2

7.7

31

1024

5.6

2.6

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B


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

$3,353.13

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,298.15

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

24440

16660

1300

5260

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,298.15

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

24440

16660

1300

5260

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,369.32

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

41000

39300

24750

14600

1850

4950

3613

3681

4652

4450

4350

490

482

459

442

2

PW308C

$4,314.33

6.2

7.7

33.2

1264

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C

DASS

AULT

FAL

CON

900B

DASS

AULT

FAL

CON

2000

EX E

ASY

DASS

AULT

FAL

CON

2000

LXDA

SSAU

LT F

ALCO

N 20

00LX

SDA

SSAU

LT F

ALCO

N 20

00S

DASS

AULT

FAL

CON

2000

DASS

AULT

FAL

CON

2000

DX

LARGE CABIN JETS

DASS

AULT

FAL

CON

900C


$4,119.65

6.2

7.7

33.2

1264

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C


$4,111.87

6.2

7.7

33.2

1264

5.6

2.26

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4725

5215

3750

3880

755

482

459

430

3

TFE 731-60

$3,787.44

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4725

5215

3750

3880

703

482

459

430

3

TFE 731-60

DASS

AULT

FAL

CON

900E

X EA

SY

$3,857.39

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4290

4890

3633

3880

796

482

459

430

3

TFE 731-60


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

$3,734.94

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

5000

5215

3833

3880

703

482

459

430

3

TFE 731-60

$4,131.24

6.2

7.7

39.1

1552

5.6

2.6

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5870

5600

3583

-

615

-

488

459

3

PW307A

$3,999.90

6

7

49.8

1650

5.6

2.5

286

-

2

13

49604

40785

30081

18170

1507

5193

3091

3485

5614

3850

2639

761

455

447

424

2

AE 3007A1E

$4,143.21

6

6.9

49.8

1650

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1910

4939

3661

3980

5741

3927

3022

757

459

447

425

2

AE 3007A2

$3,246.54

6.25

7.2

32.25

935

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3387

3690

4750

5083

5000

844

482

470

459

2

HTF 7250G

GULF

STRE

AM G

280

DASS

AULT

FAL

CON

900L

XDA

SSAU

LT F

ALCO

N 7X

EMBR

AER

LEGA

CY 6

00EM

BRAE

R LE

GACY

650

DASS

AULT

FAL

CON

900D

XDA

SSAU

LT F

ALCO

N 90

0EX

LARGE CABIN JETS

GULF

STRE

AM G

300


$5,293.75

6.2

7.3

45.1

1525

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8


❯


$5,296.63

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$5,138.92

6.2

7.3

45.1

1525

5

3

169

-

2

14

74600

66000

43200

29281

2519

5800

4100

4400

5770

4417

3760

712

500

476

445

2

TAY 611-8C

GULF

STRE

AM G

450

AIRCRAFT SPECIFICATIONS

$5,125.00

6.2

7.3

45.1

1525

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C


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

$5,463.26

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4458

3640

701

500

476

445

2

TAY 611-8

$4,947.92

6.2

7.3

50.1

1669

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5991

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$4,973.94

6.2

7.3

50.1

1669

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6490

6950

6200

3667

3650

594

508

488

459

2

BR 710-C4-11

$5,631.48

6.2

7.3

50.1

1669

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6675

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

GULF

STRE

AM G

V

GULF

STRE

AM G

IV-S

PGU

LFST

REAM

G50

0

GULF

STRE

AM G

550

GULF

STRE

AM G

350

GULF

STRE

AM G

400

LARGE CABIN JETS

GULF

STRE

AM G

650


$5,364.27

6.4

8.5

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Pre-Owned AircraftSales Trends

PRE-OWNED A/C SALES TRENDS

by Fletcher Aldredge

s a participant and observer ofthis marketplace for nearlythirty years, let me pass onsome observations. I’ve seenGeneral Aviation grow from a

small, Midwest-centered industry into an in-ternational arena. Airplanes once consideredto be benchmarks (20-series Learjets, V-tailedBonanzas or rag-winged Pipers) are merelyhappy memories in today’s complex, globalworld.

Airplanes I would have given a left bodypart to fly a few decades ago have given way

to the inevitable. Bombardier now has aMach 0.85 jet on the drawing board with anear-8,000-mile range. That’s without thehelp of a KC-135. It is appropriately called theGlobal 8000. And, one of the best-selling pis-ton singles, Cirrus, is not even made fromaluminum – it’s carbon fiber.

Yep, the Times, They are a-Changin’. Justas striking (some would say alarming) is theway airplanes are bought and sold. The ob-servations that follow might partially explainthe current market woes and provide an eyeto the future.

PISTON SINGLES & TWINSNo one is getting rich selling Cessna Cardi-nals or Piper Aztecs, but business is reportedas steady, and prices are stable. This is not an-other way to say stagnant because tradinghappens if pricing is realistic. A shortage ofgood training aircraft worldwide is actuallyputting upward pressure on Cessna 172Rsand 172Ss.

The array of airplanes available and theircondition is staggering. Who would havethought it still possible to buy a restoredBonanza built while Harry Truman was

A

Pre-OwnedJan14_Pre-Owned Sales Jan06 17/12/2013 11:54 Page 1

PRE-OWNED A/C SALES TRENDS

President, and fly it to Grandma’s house forChristmas dinner? Of course, there are othersso full of neglect that their next trip will likelybe on a flatbed trailer.

TURBOPROPSIt would be easy to lump this group in withother propeller-driven (piston) airplanes, butthat would be ignoring the awesome capabil-ities of even the lowliest turboprop.

Interest among buyers has remained con-stant throughout this long economic calamity.King Air demand is strong. PC-12 valueshave actually moved up. Nothing in this seg-ment is intercontinental at Mach anything,but do the math. King Airs, Conquests, TBMsand just about any turboprop make a lot ofsense in today’s world.

JETSActual selling prices for many jets continue tofall. A few asking prices might have inchedup, but not every airplane ‘for sale’ is reallyfor sale.

Activity is strong for G450s and mostpriced-right jets. The very tight G550 marketis expected to stabilize soon. However, avail-ability continues to grow for some, and it’snot just the 30-year-old out-of-productiontypes. Some big movers this quarter (in thewrong direction) include the Global 5000 andthe GIV-SP, perfectly excellent airplanes inevery way, but good examples of a marketthat can’t seem to gain traction.

According to JETNET, in November of2012 10.5% of the Global 5000 fleet was ‘forsale’. This has increased to more than 12%. Amere 8.5% of the GIV-SP fleet was ‘for sale’ ayear ago, climbing to 12.5% now.

Declining prices officially move the Gobal5000 and GIV-SP into an overcrowded ‘BestBuy’ category – along with Global XRSs,Challenger 604s, Legacy 600s, Hawker 800s,Lear 60s, and many others.

THREE OBSERVATIONSWe’ve all complained about burdensome reg-ulations for pilots and airplanes, but thereare relatively few that govern dealers, brokersand the trading of airplanes. While thislaissez-faire environment frees us fromunnecessary government intervention, itremoves most barriers of entry.

Unlike realtors and fishing guides, no li-cense is required to be an aircraft broker.Anyone with a cell phone can play; no needto have skin in the game. This has increased

competition in the marketplace – good for theconsumer, bad for airplane prices.

Another chronic burden for the industry iseconomic jitters. This might be somewhat po-litically-based, but it seems we have morethan our share of Doomsday-Preppers. Whilethe economy is slowly mending, there aremany who still believe ‘the other shoe isabout to drop’.

One final negative and then we’ll get tothe good news: Thank you to the dealer whogave us this quote, “Too expensive to fly – toostrong to die”. Some say the manufacturersbuilt too many airplanes. I say they built lotsof strong, long-lasting airplanes.

From those of us who have blundered intoweather we shouldn’t have – I thank you!Airplanes like the Citation 550, Lear 55 andHawker 700 will probably be in servicedecades from now. The same is true in thepiston market. Who would have believed theCessna 310 I used for my multi-engine ratingin 1977 would still be training pilots today?

THE FUTURE MARKETWe have been critical of those who try to pre-dict the future. It probably has something todo with a bad palm reading experience I hadon Mallory Dock in Key West… Nevertheless,here we go.

There is a lot of optimism... if you can getpast the pessimism. According to The WallStreet Journal, the ranks of the “super rich” areexpected to grow between seven and 24 per-cent in Europe and North America, 60 per-cent in Latin America, 76 percent in Russia,and more than 100 percent in China andIndia.

This is projected to happen in the nextthree years. No matter what your politics,this bodes well for General Aviation, espe-cially the jet market. More importantly, theindustry has done a great job of adapting,even without – especially without – govern-ment intervention.

We rarely talk with a dealer who hasn’tfigured this marketplace out. Sure, a scantfew still blame ‘The Services’ for low prices,or some broker for ‘dumping’ an aircraft. But,knowing the market and pricing airplanes ac-cordingly, keeps inventory moving.

H. G. Wells wrote, “Adapt or perish, nowas ever, is nature’s inexorable imperative”. Itsounds like he would have been a very suc-cessful aircraft dealer.

❯ More information from www.vrefonline.com

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

A COUPLE OF USED AIRCRAFT MYTHS…• Myth Number 1: “Nothing is selling at

Retail; it’s all Wholesale.” Not true! Every serial number is unique due to times and condition. If an airplane is in good condi-tion with average times and no looming maintenance events, we expect it to sell near our Vref Retail number. Some very low time airplanes with excellent pedi-grees have even sold above Retail. Con-versely, it doesn’t take a rocket scientist to figure out that ‘high-time charter dogs’ in need of everything can be below wholesale. Ok, enough stating the obvious.

• Myth Number 2: “You can’t tell what an airplane is worth because so few have sold.” Wrong! Throughout this recession there has been activity, especially now. What the last one sold for is important unless that sale happened six months ago.In that case, there are always indicators or deals pending. No phone calls on a ‘drastically reduced asking price’ can be one of the most important indicators.


Pre-OwnedJan14_Pre-Owned Sales Jan06 17/12/2013 12:02 Page 2

here are a few signs that thedeal you hoped for in an air-craft transaction may not be allit’s cracked up to be. This articlehighlights one of the ways to

detect that. If you are representing an aircraftfor sale and you get a call from another bro-ker or person who says they have a customerand then go on to say that they would like toregister that customer with you, alarm bellsshould be sounding in your mind.

Why? Let’s take a step back and dissectwhat this usually means.

First of all, if the person calling really hada relationship with the possible buyer, therewould be no need to register the prospectwith you. Registering the prospect in this sce-nario means that you would take the name ofthe prospect and protect the broker/caller if,in fact, the prospect buys the airplane.

Here’s the problem for you and the clientwhose airplane you are representing for sale.Let’s imagine you agreed to take the registra-tion. The next thing that would typically hap-pen is you’d receive an email from the regis-tering broker with the prospect’s name.Assuming you agree by return email toaccept it, one hour to a week later someonecalls and says, “I would like to find out aboutthe airplane you have for sale”.

No problem so far until they introducethemselves to you and you say, “I spoke toyour broker last week and sent him all theinfo on the airplane for you,” to which thecaller replies, “I don’t have a broker!”

What just occurred to you (and moreimportantly the seller you work for) is that apotentially very real prospect has beenremoved from play because you agreed to notwork with that prospect around theperson/broker who you took the registrationfrom. Worse still is that if you really started towork with that prospect through the per-son/broker from whom you took the listing,the chances are that you would find the dealbeing transacted in what is called a ‘Back-to-Back’ transaction.

This brings about very complicated

maneuvering to get a deal done. Since thebiggest part of this whole need for the regis-tration or the Back-to-Back is about undis-closed economic issues, your seller may haveto contract and pass title through a party whois not really the ‘ultimate’ buyer. Also tricky isfollowing the trail of the deposit given. Oftenthe broker or the person standing in the mid-dle will sign the contract as the ‘buyer’, how-ever the deposit will have been paid to theescrow company by the ultimate buyer.

No problem, of course… unless there is aproblem. Let’s say the ultimate buyer decidesto reject the aircraft or just pull out of thedeal: The title company will look at the con-tract and say the remitting party of thedeposit is not party to the contract so the titlecompany will send the deposit back with nodiscussion, and your seller will be stuck witha transaction that has fallen apart with no realrecourse since the contractual ‘buyer’ was aperson with no financial means or skin in thegame. All of this is being done just to hide acommission or fee that the ultimate buyernever contractually committed to pay to theperson throwing his or her name around.

This registration process can work in theopposite direction as well. Let’s say you call abroker that says he/she represents an off-market aircraft. They say they will not tellyou anything about the specifics of the planeunless you register your client with them.They will want full name, company, andother pertinent info about your client. In thisscenario what is happening is that someonewithout any real contractual relationship withthe seller or the aircraft is just out fishing for abuyer. Once they have a name of your cus-tomer they will then go to the owner and tryto get a listing to sell it to them.

If you have a real buyer for a plane likethe one you called on, and you do your jobcorrectly by advising the market of your needby sending out communiques to the world,talking to all the touch points (aviation attor-neys, other brokers, etc.) no doubt anyonewith an aircraft that has not come to the mar-ket yet but was just about to will find you.

Either they willlegitimately hire abroker and givethem an exclusivelisting to marketthe airplane orthey will see yourneed and contactyou directly.

Stay away fromwhat are called‘Off-MarketOpportunities’where you are asked to give your client’sname to just get specifications on the mysteryairplane. If you got caught in this reverse trapyou might also find yourself in what could bea Back-to-Back transaction and not be con-tracting directly with the real seller. One ofmany hazards with this scenario is that theone big survivable rep and warranty that abuyer gets when buying an airplane - the repof Clear Title - will not be given by the realowner who can make that rep and reallystand behind it.

Our industry is full of wonderful profes-sionals who make their living every day rep-resenting their clients and aircraft either asbuyers or sellers on an exclusive basis. If youare an owner or prospective buyer, supportwhat is a tried and true process and a recipefor success. Hire a professional, give themyour exclusive mandate to buy or sell andthen let them go to work for you.

❯ Jay Mesinger is the CEO and Founder of MesingerJet Sales. Jay serves on the Jet Aviation Customer andAirbus Corporate Jets Business Aviation AdvisoryBoards (BAAB). Jay is also a member of EBAA and theColorado Airport Business Association (CABA). If youwould like to join in on conversations relating totrends in Business Aviation, share your comments onJay’s blog www.jetsales.com/blog, Twitter andLinkedIn. For more information visit www.jetsales.com.Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


Taking Registrations Could Be Risky Business

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ow you feel the impact of ourongoing economic recoveryprobably reflects where you arein the economy. How youexpect business jet sales to go

in 2014, from the view of dealers and bro-kers, reflects at what level you're trying tosell...and to whom.

“We're not making the number of con-verts we used to,” lamented one Midwest-based broker in an operation affiliated with afull-service FBO and flight school. “The bulkof the transactions we're seeing come fromrepeat-customer churn. They're alreadymembers of the congregation, if you will,part of the choir, and an update was needed– not generally a step up, just an update.”

However, he continued, the sales concen-

tration centers on operators flying mid-size-and-up jets and, increasingly, turboprops.“The smallest percentage of our businesscomes from the converts – the new membersof the choir.”

He echoed others in the community, whoobserve they see fewer first-time buyers com-pared to even two years ago, let alone five.They all note ‘new blood drives marketexpansion’.

“Market expansion in the light-end iswhat we're going to continue to miss. So hownext year looks right now depends on atwhat level you're selling, and to whom.”

Governments remain viable customers;corporate operators continue to providesome movement. “The real gift to this marketis the continuing strength of sales among

High Net Worth Individuals – people whosewealth suffered little-to-none during thedownturn, and for whom satisfying personalneed is merely a matter of deciding to spendthe funds.”

But beyond these narrow market confines,this Mid-West executive (and others) offeredlittle-to-no encouragement for the prospect ofa noteworthy upswing in new jet sales – par-ticularly within the light segment (new andpre-owned, alike). All that could change,most predict, if the economic recovery start-ed to float more boats than those that stayedafloat during the downturn, explained aneastern-seaboard dealer who works acrossseveral southeastern states.

Noted the eastern seaboard dealer, “It'sback to the consumer to bail us out – pre-

DEALER BROKER MARKET UPDATE

H

Dealers, Brokers & The Year 2014:

Dealer Broker Mkt Update Jan14_Gil WolinNov06 17/12/2013 14:24 Page 1

suming the consumer can play without hisown bailout.”

NO TROUBLE WITH THE NUMBERSThere are good numbers, great numbers, andon the opposite end of the scale, not-so-goodnumbers, and outright-lousy numbers. Theseaggregate to what many brokers and dealersexpect to be another lackluster year for thesales of pre-owned business-turbine aircraft.

If you're investing in Wall Street equitiesthese days your portfolio should be lookingpretty good. The market edged into recordterritory in November 2013, and as of thiswriting in December no retreat was in sight.Your mutual funds should be doing fairlywell, too, thanks to the juicy profits reported

last year by most of the Fortune 500 andthousands of smaller concerns. Profits add todividends which add to the holdings – or thebank account. Even the economy seemscooperative in the economic boost, albeitwithout much enthusiasm at the GDP level.Growth in 2013 was looking to come in atabout 1.7 percent – short of the healthier 2.5percent of a couple of years ago, and wellshort of the 4 percent needed to makeinvestors reach for their bibs.

The only numbers not favoring business-es and their investors right now focus onemployment, jobs growth and real-incomechanges. Two of these three aren't encourag-ing: Unemployment is still too high for com-fort and jobs growth, steady though it is, isn'tmaking an appreciable dent in the ranks of

those who stopped looking for work months,even years ago.

Worst is the real-income figure – with realpurchasing power hurting, despite the help-ful declines in energy costs and the slowedgrowth of food and health-care costs. But jobgrowth continues to occur, with ever-so-slightly stronger numbers – more than220,000 new jobs alone in November 2013,above analysts' expectations, as unemploy-ment fell to its lowest level in five years,at 7 percent.

Corporate profits have been solid - and insome cases of certain industries at record, ornear-record levels in the past year. Shareprices are up; inflation is low to non-existent;and sales are up over the holiday season justended. Today's Dow Jones industrial averageof top stocks regularly closes above 16,000.That's up more than 20 percent from the13,300 level at which the Dow Jones opened2013.

“It's something of a minor miracle to us,”observed a West Coast broker who frequent-ly works with finance houses to structure air-craft acquisitions. “All these signs of prosper-ity for some, widespread stagnation for oth-ers, and most businesses are booming. Sowhy aren't pre-owned (business-turbineaircraft) selling better?

“The people already operating don't needto replace their aircraft just to get a nice inte-rior on a 10-year-old (light jet); they're notcandidates for bigger jets; and unless theirbusinesses grow beyond their current aircraftneeds, they're not likely to replace until it’s



❯

A little gain, a little flat, a little retreat... by Dave Higdon

He echoed others in the community, who

observe they see fewer first-time buyers

compared to even two years ago, let alone five. They all

note ‘new blood drivesmarket expansion’.


■


absolutely necessary. These are not like bigcompanies or corporations, but small outfitsin which the boss may still fly the airplane –but no doubt, the boss is still the boss.”

OPERATIONAL STAGNATION?“Don't get me wrong,” contributed the east-ern-seaboard dealer. “I want to see thingsbetter, even for my competitors. That wouldmean the whole market is growing again –but that's not what we're seeing.”

Indeed, in some terms General Aviation isshowing signs of some serious shrinkage.New pilot starts are down according to FAArecords; the population of pilots is down,too, as is the number of aircraft registered.And these are not wholly new issues. Thepilot population has been declining for morethan a 25 years and took one of its steepestdrops in 2012. The number of aircraft regis-tered is sliding.

Conversely, membership in the NationalBusiness Aviation Association achieved anew record in November, exceeding 10,000for the first time; charter hours were up, aswere business-flying hours. “The new peoplehave long been how we get small and medi-um business owners into airplanes and air-planes into their companies,” exclaimed theWest Coast broker. “New people offered usnew customers for pre-owned jets and, inturn, old customers for new jets.

“It's a problem down in the piston-singlesegment, the light-business aircraft operator,

which makes it a downstream problem forselling light jets and, eventually, everythingelse upstream.”

AGAINST ALL ODDSStrong auto sales; a modest gain in holidaysales year-over-year; strong profits; a boom-ing stock market… “It sounds like a prescrip-tion for better times, doesn’t it?” noted theeastern-seaboard dealer. “But there are stilltoo many people out of work, too many peo-ple needing assistance, and too many largecorporations sitting on large piles of cash.The two perspectives seem to almost canceleach other out.”

But as the West Coast Broker noted, thepool of available aircraft remains good,prices – particularly on light jets and every-thing older than 15 years – still make themarket a buyer's-choice proposition formuch of Business Aviation. “We still offer‘killer-low’ interest rates, albeit those startdisappearing for aircraft 15-years and older –save something rehabilitating.”

There's renewed competition for somepre-owned aircraft in the re-manufacturingmovement (reference the 400XTi jet and KingAir G90XTi projects of Nextant Aerospace,and a couple of other similar efforts in thepipeline).

“There's no shortage of viable, affordableoptions for anyone wanting to add privateflying to their business-travel mix,” noted theeastern seaboard dealer. “There is, frustrat-

ingly, still a shortage of the new blood need-ed to propel real sales growth by buyingsome of these bargain opportunities,however.”

When will that happen? According to ourMidwest-based broker, probably not untilconsumer business moves the economy intogrowth levels closer to traditional. “When westart to see solid 3-3.5 percent GDP growth orbetter, and new-hiring numbers consistentlyare above 350,000 a month there is not goingto be the kind of confidence and cash flow tomake Business Aviation look attractive againand start growing the community at alllevels.”

For now, then, upgrades and replacementsales will continue to drive the market fornew medium-and-larger business jets.

The consensus of our dealers’ and bro-kers’ opinions: Charter, Fractional andCommercial Aviation will all continue toabsorb the travel needs Business Aviationrequires to keep growing and driving aircraftsales, particularly at the lighter end of busi-ness-turbine ownership and flying. Until theeconomic tides rise higher, sales of new andpre-owned light jets look to be the segmentthat will continue to struggle – and with it,the overall growth of Business and GeneralAviation will remain anemic.❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


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he coming of a New Year usu-ally brings some significantchanges, but one that’s loom-ing large in 2014 in Wichita,Kansas is the disappearance of

The Boeing Company from the local land-scape. After 84 years, the ‘Air Capital of theWorld’ will be without one of its biggestaviation entities. The company’s decisionto move the last vestiges of what was oncea dominant industrial presence in the mid-dle of the US gives new, and unwelcome,meaning to the terms ‘Movers & Shakers’.The move has definitely shaken Wichitaand Kansas.

When Boeing originally determined thatit would relocate its operations toOklahoma, Texas and Washington state, itpointed to the vast number of suppliersand subcontractors that will remain in thecommunity. But, Wichitans (and by exten-sion Kansas) still felt betrayed. The state’scongressional delegation and the Governorall voiced a sense of dismay over "brokenpromises" from Boeing that were madeduring the competition for a new Air ForceTanker, the K-46. Boeing trumpeted thenumber of additional jobs that the contractwould mean for Wichita, and leaned heavi-ly on local officials to support thatmessage.

The impression Boeing cultivated dur-ing the run-up to the tanker award wasthat it considered Wichita a key part of theequation, what with its experienced work-force, efficiencies and established cost-conscious culture.

The irony of the situation was thatBoeing utilized the clout and voice of thestate of Kansas, its state and federal politi-cal leaders and the commitment of itsworkforce to influence the eventual deci-sion...and then took the company in anoth-er direction. It was a great disappointmentto the community and aviation industry,because Boeing's considerable presence inWichita and Kansas is impossible toreplace.

Wichita’s charitable organizations took atremendous hit. The city's reputation as theAir Capital of the World lost some of its

luster and the state's major educationalinstitutions now face the loss of a key col-laborative partner. Boeing's assurancesnotwithstanding, the local economy isalready being severely impacted in a nega-tive way, too...not to mention its (former)employees who were faced with theprospect of relocation (the best alternativein most cases), retirement (for those whocould qualify), or joining the ranks ofWichita’s unemployed.

ANGER TURNS TO DISMAYAnger over the decision was the initialreaction, but that gradually morphed intodismay. The workers who gave their pro-fessional lives to Boeing, and who identifystrongly with the company don't have thatrelationship anymore. Loyalty to the com-pany, once a powerful force in motivatingpeople, is no longer reciprocated - and it’sa huge deflator! As many of the lifelongemployees noted, “When you've workedmost of your life for one company it neverfeels right to work elsewhere”.

The government officials who workedtirelessly and took a lot of heat for theirsupport of Boeing were initially overjoyedby the positive outcome that promisedmore jobs in Kansas. They felt they couldtrust Boeing as much as they long to betrusted themselves! The silence that fol-lowed the awarding of the contract,whether prudent or not on the company'spart, turned out to be part of a deceptionthat left a sour feeling in the minds ofthose who considered Boeing and Wichitainseparable.

Finally, even though it’s not a widely-held sentiment, it’s impossible not to sym-pathize, at least a little, with Boeing wherethe costs of doing business are a hugeconsideration.

It had to walk a fine line as studies wereundertaken, alternatives considered, anddecisions made. Timing, as always, waseverything. It was imperative that it berevealed in a proper and appropriate way.Like a physician with an ominous testresult, though, Boeing found itself with noreally good way to utter the bad news.

Now, with the arrival of 2014 there’s thepromise of potentially positive develop-ments in the local business community, butseeing the ‘FOR SALE’ sign on 96 acres ofprime industrial real estate on the city’ssouth side is a very graphic reminder of thevoid we all feel at the loss of Boeing inWichita.❯ Dave is a veterancommunications exec-utive with more than35-years’ experiencein corporate manage-ment and consultingroles. Former employ-ers include NBAA;AlliedSignal; Cessna;and BombardierAerospace, and todayhe is Principal of TheFranson Consulting Group, a PR and MarketingCommunications firm serving a variety of domesticand international clients, and is Executive Directorof the Wichita Aero Club. ❯ Contact Dave via [email protected]

Movers & ShakersWICHITA INSIDER

T

The cost and effect of the loss of Boeing.by Dave Franson

BOEING’S SPLIT FROM WICHITA WILL LEAVE A HUGE VOID IN KANSAS

WichitaJan14_Gil WolinNov06 17/12/2013 10:33 Page 1

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


n 80-day ban on all GeneralAviation (GA) activity at DubaiInternational Airport (DXB)from May 1-July 20 while theairport’s two runways are re-

surfaced is causing business jet operators torethink their Gulf travel strategy. Some havebeen using Dubai’s new mega airport, AlMaktoum International Airport at DubaiWorld Central (DWC), since January 2012 andactivity there is accelerating.

The move to DWC has become urgent asDXB is reaching full capacity, and there isalready a major slot problem for GA aircraftwith none available after 08.00 until around14.00. FBO aircraft parking is at a premium soslots must come with a space.

In the period following the DXB runwayclosures (August onwards), Mike Berry, MDExecuJet Middle East, expects GeneralAviation to return to the International Airportbut with volumes down on previous levels.“After those 80 days, and when people havebecome familiar with the set up in DWC, Idon’t believe DXB [authorities] will want totake business aircraft back,” added MichaelRücker, the recently retired Senior VP andGeneral Manager at Jet Aviation Dubai.

Presently movements at DWC are runningat a respectable 300 per month and climbing.Handling these are Jet Aviation, ExecuJet andJetex from the temporary General AviationTerminal (GAT) at DWC’s Airline passengerterminal. The only company to have its own

Middle East Travel Alert:

MIDDLE EAST TRAVEL ALERT

ATraveling to

Dubai Next Year? Take Note...

by Mike Vines

MiddleEastTravelWatch_Bradley 18/12/2013 09:32 Page 1


private access and purpose-built hangar facili-ty so far is the joint venture betweenGermany’s DC Aviation and the UAE-basedAl-Futtaim Group (branded DC Aviation Al-Futtaim, pictured).

CAPABLE ALTERNATIVESDWC is a more-than-adequate alternative forthose visiting Dubai, particularly because it isbrand new and only opened its doors toAirline passenger traffic within the last twomonths. It currently has one runway but whencompleted will have five parallel 4.9 kilometerrunways and be ten times larger than the cur-rent Dubai International Airport (DXB). Theairport already has vast acreages of rampspace available and is virtually slot free,

making it ideal for non-scheduled operations.While some detractors say that DWC is too

far away from the center of Dubai, Ali AlNaqbi, founding chairman of the Middle EastBusiness Aviation Association counters, “Roadtraffic congestion makes travelling times muchthe same from either airport and in fact DWChas the advantage of being closer to theJumeira area.”

SHOP AROUNDUndoubtedly during the runway closure atDXB, DWC will become increasingly busy andpossibly stretch the FBO handling facilitiesand infrastructure to the limit. Some aircraftoperators might find it appropriate to use AlBateen Executive Airport, Abu Dhabi

International or Sharjah International Airportsduring this time.

Advice to operators planning to fly intoDubai in the near future is to shop around forbest value through flight planning and sup-port companies. Check out your destinationhotel and plan to arrive at the most convenientairport to it (e.g., if you are staying in theJumeira area, Abu Dhabi Executive Airport(ADEA) could be an alternative. Drive timefrom ADEA to the Jumeira area is around 45minutes and around 20/25 minutes fromDWC. If your destination is downtown Dubai,Gama Aviation’s Executive Aircraft FlightCentre at Sharjah is only a 20 minute driveaway with helicopter connections alsoavailable.

Advice to operators planning to fly into Dubai in the near future is to shop around for best valuethrough flight planning and support companies.

MIDDLE EAST TRAVEL ALERT

HANDLING AT DWCJet Aviation was the first to open a satellite operation from DWC’s GAT in January 2013 and hasextensive FBO/Maintenance facilities at DXB.

ExecuJet, with a major investment in two FBOs and a large maintenance operation at DXB,opened at DWC in April, with Jetex opening just a few weeks ago and a fourth operation, XJet,opening soon.

Line maintenance is currently supplied by Jet Aviation and ExecuJet with roving maintenancepersonnel from their respective bases at DXB. Jet Aviation plans to move the whole of its FBOoperation from DXB to DWC in 2015 and its total maintenance operation in 2018.

The present GAT at DWC is temporary as part of the Airline passenger terminal (which is rela-tively small by Dubai standards and designed to handle only seven million passengers annually).A planned larger GAT building will take two years to complete.

DC Aviation Al Futtaim (DCAF) is approximately half a mile from the GAT and offers linemaintenance for Bombardier Challenger- and Global-types as well as for ACJ and Gulfsteam air-craft. The aim eventually is to offer maintenance on all aircraft types covered by DC Aviation’sApprovals in Germany.

MiddleEastTravelWatch_Bradley 17/12/2013 12:08 Page 2

aise your hand if you've nevernodded off flying back homeafter a long day of travel punc-tuated by interrupted sleep pat-terns and irregular mealtimes.

Nobody? Not to worry – it happens to themost-seasoned of business road warriors, incabs en route to the airport; on Airliners; inprivate aircraft. So imagine the challenge forflight crews supporting your travels.

Do you think they get good rest duringthose “standby time” periods when you'relaboring away at the business of the day?Maybe... when they’re not prepping for thenext leg of the trip; attending to the aircraftrefueling and re-provisioning; briefing theweather; filing their flight plans and checking

in with the company dispatcher or home base- whichever applies.

The crew often turns in last and rises firston schedules driven by the needs of thosetraveling in the back cabin. And when finallyat work attending to the aircraft, even thoseperiods create challenges to human circadianrhythms, with periods of intense focus andsteady action sandwiching an expended andirregular period of doing little more thanmonitoring computer systems, answeringoccasional radio calls and, for the most part,passively engaging in “turning a knob here orpushing a button there”.

When you stop and consider the routine,you’ll understand that the flight crews face thesame fatigue-inducing challenges as most of

the passengers: long days of travel punctuatedby interrupted sleep patterns, time-zone shifts,irregular mealtimes and unproductive restperiods often at strange hotels. Thus it is littlewonder that one of mankind's oldest chal-lenges manifests itself too often in aircraftcockpits: Fatigue, and the risks it imposes onits sufferers.

However, just as companies and safetyauthorities finally start to apply measures theyrecognize will fight fatigue and its insidiouseffects, the chief air surgeon of the FederalAviation Administration raised the specter ofimposing a new medical standard he says willhelp avert fatigue where there was no priorrecord of the condition creating an unsafesituation in aircraft cockpits.

R


The Yoke of Fatigue.

Cockpit fatigue

topic resurrected

by FAA.

by Dave Higdon

SAFETY MATTERS: STAYING ALERT

Safety Matters Jan14_Gil WolinNov06 17/12/2013 12:33 Page 1

The issue of fatigue can be of particularconcern in single-pilot operations, where nosecond-in-command pilot exists to work withthe pilot-in-command...

THE WAGES OF FATIGUEAccording to “Fatigue in Aviation”, an FAApilot-safety brochure of medical facts forpilots, fatigue:• Is characterized by increased physical

discomfort;• Manufactures a lessened capacity for

work;• Leads to reduced efficiency of

accomplishment; and• Creates a loss of capacity to respond to

stimulation.

No wonder fatigue also brings on feelingsof “weariness and tiredness.” The body istired – and the brain suffers from the physicallack of rest, even when ‘jazzed’ by stimulantbeverages.

Far from being an abstract concept, ampleevidence exists of fatigue's impact. A casestudy exists of a business jet crew whoshowed signs of fatigue through a bout ofcockpit confusion that had the two pilots act-ing in opposition to one another after eachhad separately misunderstood the other – andcontrollers' instructions.

Another features an Airliner crew thatover-ran their landing runway, badly damag-ing the Airliner they were flying. The investi-gation concluded that fatigue contributed to

the crew's failure to calculate properly its run-way needs that snowy April day. After fussymental states kept the pilots from performingroutine runway calculations their rest-deprived state contributed to their slow awak-ening to their situation. Fortunately, the eventcaused no injuries to the 49 passengers, twopilots and flight attendant.

The pilots of another Airliner over-flew itsdestination by many minutes and miles. Thecockpit voice tapes helped confirm that theflight crew had nodded off for an ad hoc napwhen they should have been descending foran approach into the airport they flew past.Fortunately, the two pilots ultimately awokefrom their involuntary slumbers, returned tothe intended destination and landed normally– though lighter on fuel than usual.

NO HARM, NO FOUL...RIGHT?Not so fast. Each save portends the potentialfor the fatigue-inspired event to become inju-rious, even deadly. And we're addressing onlya scant few well-known incidents. Evidenceshows the occurrence of far more fatigue-related events than these well-publicized few.NASA's Aviation Safety Reporting Serviceand its CallBack newsletter regularly relatepilots' tales of close calls stemming from themflying too tired for safety's sake.

Only survivors who came up short ofcausing damage or incurring injury are eligi-ble to file a report with the ASRS, for which ❯

WOULD YOU DRIVE A CAR RUNNING ON EMPTY? WHY FLY ANAIRPLANE WHEN YOU’RE RUNNING ON EMPTY YOURSELF?

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – January 2014 99

No wonder fatigue also brings on feelings

of “weariness andtiredness.” The body

is tired – and the brainsuffers from the physical

lack of rest, even when ‘jazzed’ by

stimulant beverages.




they can get a pass on many enforceableevents. What makes fatigue a special chal-lenge arises from its impact on both the pilotand the party responsible for weighing apilot's readiness for duty... Yes, that samepilot.

PILOT, HEAL THYSELF...According to the FAA, medical specialists andfatigue researchers, the one person least ableto judge a pilot's readiness is the fatigued pilotthemselves. Put simply, the individual aviatoris neither capable of reliably diagnosing thedegree of fatigue felt nor judge the degree ofimpairment resulting from that fatigue. Tomake matters more challenging, fellow crewmay be in no better a position to judge theimpact of others' fatigue.

Adding to the complication can be the timeof year and the hemisphere flown in, mela-tonin levels in the body, and the amount ofsunshine available – which can flip in a dayflying from one side of the equator to another.Let’s not neglect Seasonal Affective Disorder,which works its own dark magic on thehuman body when the days reach theirshortest.

True, summer's long days can exacerbatefatigue problems because of the prevalence ofdaylight, but winter's long nights can con-tribute to the challenge of staying awake andalert in the cockpit. Even down in the ‘Lower48’ work days can start hours before sunriseand continue well past sunset, not even allow-ing for a time-zone shift.

With days ranging from a maximum ofabout 10 hours, 30 minutes, to a minimum of8 hours, 45 minutes in the Continental U.S.,and the ability to move multiple time zones ina couple of hours, there’s no wonder crew andpassengers struggle with their work, rest andsleep routines. Fatigue, it seems, has a particu-lar penchant for a perverse impact on pilots.Since private aviation operations aren't regu-latory-bound to follow pilot rest rules asAirline and charter pilots must, the questionbecomes one of finding ways to identify andobviate the occurrence of any fatigue-relatedevents.

FAA AC-120-103 START-POINTWith so many factors in play the questioninevitably becomes one of finding a way tojudge when a pilot goes beyond tired intofatigue – and where fatigue results in pilotimpairment. Start with the acknowledgedfactors contributing:

• The amount, timing and quality of daily sleep (i.e. the sleep/wake schedule with an assessment of the quality of the sleep);

• The time elapsed since the last sleep period (i.e. the length of time the pilot has been awake);

DAYLIGHT HOURS AND POTENTIAL FOR TRAVELING MULTIPLE TIMEZONES CAN HAVE A SIGNIFICANT EFFECT ON PILOT FATIGUE


• Time of day/circadian rhythm; and• The workload and time on task.

Out of this a crew can use a data-basedsystem to mitigate the possibility of a pilotspending too long on duty with too little rest...at least, to the extent that a pilot's flying day iscontrollable and predictable. A company'sSafety Management System can provide thefoundation for company-wide policy andpractices designed to avert situations that pro-duce a pilot who is too fatigued to be safe.

That approach, however, is of little help tothe single-plane operation staffed by one ortwo pilots – or by an owner/pilot operator.And in some ways, experts stress, the differ-ent ebb and flow of corporate flying can chal-lenge the demands of scheduled flying – par-ticularly when (a) schedules go out the win-dow for both types of flying and (b) pressurebuilds to complete the day's flying.

For the commercial pilots there are newPart 117 rules scheduled that go into effect onJanuary 4, 2014. For Business and GeneralAviation, there's only common sense and astrong sense of self-preservation and self-reg-ulation to deploy. The FAA's guidance isavailable on-line in Advisory Circular 120-103:

www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-103.pdf.

THE AVIATION FATIGUE METERElectronic Flight Bag users, tablet totters andsmartphone fans saw plenty of new productsand tools debuted at the 2013 NationalBusiness Aviation Association Convention,but one in particular aims to expand its role asa fatigue-mitigation tool by moving intoBusiness Aviation.

Pulsar Informatics showed off a free betaversion of its new crew fatigue evaluationweb application: the Aviation Fatigue Meter.The application works for every type ofBusiness Aviation operation, Pulsar said,regardless of its size, scale, or how complexthe operation may – or may not – be. Theappeal is its easily interpreted method ofshowing how any particular schedule isimpacted by human fatigue factors.

The ten-year-old company already has atrack record for developing fatigue-assess-ment tools for the National Aeronautics andSpace Administration (NASA), theDepartment of Transportation (DoT), and theDefense Department (DoD), for workers rang-ing from astronauts to surgeons. Previous

users of the company's fatigue-assessmenttools include such schedule-challenged work-ers as truck drivers, submariners aboard U.S.Navy nuclear boats and astronauts on theInternational Space Station.

This program was still available for free at www.fatiguemeter.com as of this writing. Thecompany continues to work on its effort tomassage the program into something usefuland effective for the Business Aviation com-munity, building on the programs alreadywritten for those previously mentioned areas.

Such a tool could not only help flightdepartments and pilots better assess their fit-ness to fly, but the tool could also be helpfulwhen the need arises to enlighten passengersand bosses why a crew is exercising a cap-tain's prerogative and standing down for agood night's sleep.

After all, it's not as if anyone is immune,and the pilot who refuses to face the fatigue isa candidate to have it surprise him upon wak-ing from an unwelcome cat nap.

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

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – January 2014 101

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Not just a tug.

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FUEL & SAVINGS STRATEGIES

Avoiding Fuel-Cost Faux PasStrategies favor planning, programs & detours.

by Dave Higdonrecent session of hangar flyingwith a collection of corporatepilots devolved from whimsi-cal wondering about thestrangest things passengers

wanted to bring onto the airplane to sharingtips on the best FBOs for courtesy cars, hoteldeals, restaurant access, pilot services, andone sure to warm the hearts of CFOs andflight-department managers everywhere…the best Fuel deals.

Defining the “best” fuel deals involvedsignificant ancillary issues beyond pureprice-per-gallon/liter considerations, toencompass the varying tangibles such as fre-quent-buyer points and rewards, crew free-bies and sundry perks. Also worth note -with this discussion group, the lowest per-

unit costs often lost out to other fiscal factorsnot always prominently present in FBOpromotions and program websites.

“A lot of variables can come into play,”explained the part-time captain of a CessnaCitation XLS+. “Sometimes we make a deci-sion we later have to explain to Accounting,when they only notice the price-per-gallonand not other factors in play at that samestop. We have to occasionally enlightenthem about the world beyond unit costs andpreferred-vendor declarations that can belinked to benefits for others who are notinvolved in the flight department or trans-porting our people.”

In his view, perks that benefit otherscome second behind attending to the fiscaland operational decisions impacting the

flight department. “Sure, it might make theCFO look good if we use an FBO that givesthe company points for our use of its specialcredit card or loyalty program. But not at theexpense of several thousand more in fuelcosts that will get charged to Flight – andthat the same CFO would criticize at audittime.”

Thus a crew can face numerous elementsin making a decision about where, whenand how to handle fuel purchases.

MISSION CRITERION & FUEL PLANNINGToday it's rare for a pilot not to indulge in abit of fuel-cost research before finalizing plansfor a trip. Thanks to a plethora of researchtools available online – both publicly or via

A

Fuel Saving Strategy_Gil WolinNov06 17/12/2013 15:21 Page 1

private services on-line, the smartphone, ortablet, these air crew (and dispatchers for thatmatter) are well equipped to understand thata little knowledge-based tweaking to theflight plan can produce big savings at the fuelpump.

There may be some trade-off – and that'swhere weighing considerations comes intoplay. Consider the gold-standard outcome of abusiness aircraft flight: To land at an airportliterally at the doorstep of the passengers' des-tination. More often, the passengers face somesurface ride, so when another airport within areasonable car ride offers lower fuel costs thattrade-off (e.g. passengers taking a 20-40-minute ride), fuel prices need not be hugelylower to produce three, even four-figure fuel-cost savings.

Consider the following example: A light jetburning 190 gallons hourly at cruise, flying a500-mile one-way trip. According to the data,you're looking at about 250 gallons of fuel, perdata for a popular light jet. Stretch the trip to1,000 miles and the fuel used rises to about410 gallons. And if fuel costs $0.57 per gallonless at an airport on the opposite side of town,then refueling at that second airport offers asavings of a modest $143 versus the preferred

FBO at the preferred airport. (And at 50 centsless per gallon, fuel at the non-preferred FBOat the preferred airport still saves about $125.)Note: The preceding example uses prices

for December 2013 in the Midwest; the sav-ings cited, however, pale compared to otherregions where a 30-minute car trip can pro-duce a whopping dollar-a-gallon saving, andthe savings in our example go up to $250 and$410, respectively, for the 500- and 1,000-milelegs. The bucks, of course, get bigger withprice difference, leg length and aircraft size!

HOME FIELD ADVANTAGEIt's a rare FBO that doesn't value a business-turbine owner's custom to the level of negoti-ating a fuel contract with a set discount.Almost as common is a contract-based fuelpre-purchase plan: The aircraft owner agreesto buy bulk fuel, in advance, at a set discount.Protection against price increases can add tothe appeal of such contract arrangements;some FBOs will even offer to recalibrate thefuel due should their costs drop.

Either approach can provide significantsavings to the based-aircraft owner, and in thecase of some chain FBOs they can deliver ben-efits at locations other than the home field.

One of the other appeals of the fuel contractor advance-purchase comes into play on legsthat allow the crew to tanker fuel sufficient forthe entire trip. In detail, that means fuelenough to start, taxi, take-off, climb, cruise,descend, approach and land – out and back.

Sometimes it can be worth differing a cou-ple of shorter trips and tackling them all in aday that allows the multiple stops usingtankered fuel – purchased at the guaranteedhome-field discount price. Of course, thisrequires a little research to be sure the crewisn't missing an opportunity to tank up onfuel at even lower prices than home field. Anddon't forget to check other factors that can addcosts.

…THOSE OTHER FACTORS…Another area worth checking to best alignfuel costs and flight planning is anotherFBO-level piece of research to examine ancil-lary items: Ramp fees, courtesy- and crew-car access, restaurant and hotel deals.

We know of many an airport thatexempts aircraft from its usual ramp fees –those money-making charges some FBOslevy for the privilege of your aircraft gracingtheir ramps. Some of those same airportsflatly charge the fees, period. Others exemptpart, or the entire fee when the aircraft buysfuel (with some applying a sliding scale thatonly exempts the entire fee when fuel pur-chases run into the hundreds of gallons);and still more exempt the fee for any level ofpurchase.

The best practice - one corporate-flightconsultant advises - is to do the research andbe vocal about why you won't grace theramps of those who tell you they exempt noone, or set a very high bar for full exemptionfrom their ramp fees. “You want $250 topark and $7 a gallon? Thanks, but no.”

Of course, that trite statement can workonly when you know of a suitable alterna-tive. And, it should go without saying thatno alternatives are eligible unless the run-way meets the aircraft's needs.

PRICE CLUBS, PROGRAMS & PAYBACKSAir BP has recently started its first loyaltyprogram, but the genre has been around fora while: Join a program, use a specific pay-ment card or method and earn points use-able toward gifts, prizes, lowered fuel costsor some other tangible “reward”. What theyreally do is reward your loyalty to them,sometimes at a price and sometimes at adiscount.

The key to this, mainline operators urge,is multiple memberships in as many pro-grams as are practicable for the operation –particularly if the operation flies a far-flungmap with little-to-no repeats or routine ❯



patterns. However, advisers caution thatcrew rewards – versus fuel-cost discounts –can become a decision driver beyond eco-nomic sense. That begins to happen whenthe reward's recipient spends more than nec-essary to add points to the rewards or loyal-ty program rather than to get the best dealfor the company.

An important element of enrolling inthese reward programs is clarity betweencompany and crew about who exactly issigning up and where any perks or benefitsgo. This varies by company, with someinsisting on retaining any benefits resultingfrom company spending, while others leavethe perks to the crew as a reward for smartdecision-making.

Clarity up-front is important, legalauthorities counsel. Conversely, researchshows that discount-fuel programs, whenconsistently used to gain the best discounts,can save a jet operation solid four-figuresper month and five-figures in a year.

Dispatch operations, for those companiesthat employ them, can take all this researchand work off the hands of flight crew and, atthe same time, help assure consistent use ofdiscount and loyalty programs, thus maxi-mizing savings and perks.

For companies lacking a dispatch depart-ment another over-arching option is using aflight-planning service to plan flight, paper-work and fuel arrangements to the same endas dispatchers. These folks can help crewmaximize winds, which can maximize sav-ings on fuel and maintenance. Ultimately,though, no program or club can take theplace of awareness and consistency in find-ing the sweet spot for minimizing fuel costs.

NBAA TOP TEN TIPSAmong the many services that drives opera-tors to join NBAA is its vast library ofresources crafted to help business aircraftoperators get the most out of their aircraft forthe least cost. Beyond those resources NBAApublishes a wealth of useful informationthrough a series of white papers developedaround specific topics. Among them, “TenCritical Strategies for Long-term Fuel Savings” isavailable (http://www.ascendwithnbaa.org/fuelwhitepaper). By way of summary, following is a quick run-down of those strategies, many of whichwe've reviewed above.

Negotiate fuel discounts at your homebase: Most business aircraft operators findtheir best price leverage exists at their homefield and many FBOs offer tenants discountsbased on the operator's fuel purchase volumeat the home base. If such discounts are notadvertised, as is often the case, be sure torequest it.

Compare fuel prices at alternative desti-

nation airports and FBOs: Anytime the desti-nation offers multiple options, operatorsshould compare fuel prices at competing loca-tions. Additionally, as noted above, it onlymakes sense to consider alternate airportswhenever the price spread between the FBOsat the various airfields in a location area issubstantial. Essentially, the bigger the areapopulation, the higher the prospect will be forfinding cheaper fuel.

Fuel contract programs and credit-cardrebates: Enroll in contract fuel programs withfrequently used FBO chains and nationwidefuel suppliers. An online search will revealwhich suppliers serve the destinations youmost frequently visit. Alternatively, use acredit card that offers discounts or rebates forfuel purchases.

Consider self-service fueling: Typicallysold at a discount, self-serve fuel can save upto $0.50 per gallon – as much as $500 per fill-up for a medium jet.

Modify the way you fly: The bestapproaches are often the simplest, such asminimize use of engines and APU unit whileon the ground; seek higher altitudes anddirect routes from ATC; and several other sim-ilar minor changes.

Carefully calculate on-board fuel require-ments: Calculating fuel needed for any givenmission makes sense beyond range andreserve issues, to a point. Buying more dis-counted fuel at home base may help keepdown your average fuel costs but the extraweight can initially impact climb and totalfuel burn. Calculate the fuel need both ways.

Weight reductions: Cutting aircraft operat-ing weight lowers the amount of fuel used,saving money. Regularly inventory all itemsroutinely carried, both in the cockpit andcabin.

The effort may reveal ways to cut weightby eliminating non-essential items or chang-ing to lighter essential items. For example,carbon-fiber auxiliary oxygen tanks can weighas much as 60 percent less than aluminumtanks.

Aircraft maintenance and fuelefficiency: It's no secret that well-maintained,properly rigged aircraft use less fuel. Be sureto check aircraft control rigging, especiallyafter painting or major maintenance. Andboth piston and turbine engines get dirtyinside, warranting fuel-saving cleanings.

Aerodynamic maintenance andimprovements: How well fairings fit, geardoors mate and panels seal impacts even thecleanest aircraft's aerodynamics. There are anumber of maintenance procedures andaerodynamic improvements that canimprove fuel efficiency – saving you money.

Finally, is a private or co-op fuel farm anoption for you? If your flight departmentoperates a larger fleet of business aircraft – orif you can partner with other major operatorsat your home base – you might realize signifi-cant savings by building your own fuel farmstocked with fuel purchased wholesale.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to:[email protected]

FUEL & SAVINGSSTRATEGIES


...research shows that discount-fuel programs, when consistently used to gain the best discounts,

can save a jet operation solid four-figures per month and five-figures in a year.


Static Display of Aircraft, Exhibitsand Education Sessions –

One Day Only, In Your Backyard!

ATTEND THE NBAABOCA REGIONAL FORUM

January 30, 2014 | Boca Raton, FL

Learn more atwww.nbaa.org/forums

ingapore Airshow is one of thefew multi-faceted events heldin the Asia-Pacific region com-bining Military, Commercialand Business & General

Aviation in one strategic location. This yearthe Airshow will be held from 11-16 Februaryat Changi Exhibition Centre.

With a successful track-record of bringingtogether high-level military delegations andleading industry players from the nationalAirlines, Airport Operators, as well as topGovernment Officials, Singapore Airshowcontinues to attract more than 60 of the top100 aerospace companies from around theglobe.

Giving testament to the show’s relevanceto the world’s aviation industry, as at earlyDecember 2013, 95% of the available outdoorand indoor exhibition space had beenbooked.

INCREASED ASIAN PARTICIPATIONIn line with the growing importance of Asiawithin global aviation, February’s installment

of Singapore Airshow will see increased par-ticipation from Japan. Other than the JapanExternal Trade Organisation (JETRO), theTokyo Metropolitan Government and theChubu region will also be setting up pavil-ions that will occupy twice the floor space ofthe previous edition.

And for the first time, the Hong KongAerospace Industry Association will have aPavilion while an increase in the number ofSMEs represented in the China pavilion willalso be notable. Significant participation fromIndonesia through PT Dirgantara Indonesiaoffers further evidence of the increased par-ticipation from the Asia Pacific contingent.

BUSINESS AVIATION PARTICIPATIONBased on trade attendees, which SingaporeAirshow categorizes by ‘industry interest’,the Business Aviation community proved tobe the second largest group of visitors attend-ing the previous Singapore Airshow 2012.The 2014 show is expected to be no different,backed by the presence of all the majorOEMs.


SINGAPORE AIRSHOW 2014

Singapore Airshow 2014

Changi Exhibition Centre, 11-16 February.

S

Singapore Airshow_FinanceSept 17/12/2013 12:11 Page 1


Airbus; Beechcraft; Boeing; Bombardier;Cessna; Cirrus; Dassault Falcon; Embraer;Gulfstream; Hawker Pacific; MitsubishiAircraft; Piaggio Aero; Pilatus; Piper; RuagAviation; and Viking Air will all participatein the show, and on top of the major OEMs,Singapore Airshow also welcomes a newexhibitor in the shape of ExecuJet - one ofthe world’s leading Business Aviation serv-ices companies. Other major BusinessAviation services providers - includingAlpha Star Aviation Services, BBAAviation, Jet Aviation, MAJ Aviation andWingsOverAsia – will also be present.

HIGH-LEVEL CONFERENCESAside from the display of the latest state-of-the-art systems and equipment, andproducts and services by top aerospace anddefense companies from around the world,the event also features a series of high-levelconferences.

Running the theme “Shaping the NextCentury of Commercial Aviation”, theSingapore Airshow Aviation LeadershipSummit (SAALS 2014) will focus on thekey issues affecting Commercial Aviation,including the need to strike a new balance

on how the industry is regulated; the vari-ous factors that could change global con-nectivity and opportunities; and the nextsteps for building a sustainable industryfollowing the climate change discussions atthe 38th ICAO General Assembly inSeptember 2013.

Adopting the theme “Asian SecurityDynamics and the Role of Airpower”, the AsiaPacific Security Conference (APSEC 2014)will discuss several trends, including theemergence of China as a regional militarypower and the uncertainty that this injectsinto the regional security calculus; thegrowing volatility in the East and SouthChina Seas; the on-going nuclear crisis inthe Korean peninsula; and the as-yetunknown repercussions of the USrebalancing towards Asia.

The A*STAR Aerospace TechnologyLeadership Forum, meanwhile, will seeleaders from aerospace companies sharetheir insights on the challenges and direc-tions of research and development inCommercial Aviation.

More information from www.singaporeairshow.com ■

QUICK FACTS ABOUTSINGAPORE AIRSHOW 2012

� 900 exhibiting companies from 50 countries

� 274 delegations from 70 countries

� Over 20 airline and industry associationCEOs in attendance, including the headsof IATA and ICAO

� 60 of the top 100 aerospace companiesrepresented

� 44,801 trade delegates from 134 countries/regions, with over 30% from overseas

� 872 accredited media representing 270 media outlets

� A comprehensive mix of exhibitors

� Sold out public day weekend with over 90,000 visitors over two days.

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

[email protected]

Security. Trust. Confidence.

YearsYearsasas

1997 - 2014

PAR AVION LTD

ASTRA SPX | S/N 1024050 TSN, MSP GOLD

APU, DUAL UNS 1C, IRS, TCAS IIP135 Qualified, FRESH C c/w SEPT/2013

1997 FALCON 900EX | S/N 0128232 TSN, 2867 TL, MSP GOLD,

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Duncan Aviation, thelargest family-owned air-craft support facility inNorth America, recentlycelebrated its 50th an-niversary. From a familyfarm, selling surplus gov-ernment airplanes andcar dealership inClarinda, Iowa to aBeechcraft distributor inOmaha, Nebraska, Don-ald Duncan sawprospects everywhere.

He started the rootsof Duncan Aviation inOmaha in 1956. Andwhen he decided toopen a second facility inLincoln in 1963, hechose the location be-cause he saw opportu-nity within thecommunity. When Don-ald’s son, Robert Dun-can, joined the companytwo years later, changehappened even morerapidly. As the businessgrew, adding services,capabilities, selling air-craft parts, openingsatellite locations,Robert also added hun-dreds of new teammembers to take onthese endeavors.

Today, Duncan Avia-tion operates under thedirection of its third Dun-can family member,Chairman Todd Duncan,and Duncan Aviation’slist of capabilities is vast,including airframe; en-gine maintenance; inte-rior; paint; avionicssystems installation;

modification; repair;overhaul; accessory re-pair and overhaul; partsand components; aircraftacquisition and consign-ment; fuel and pilot serv-ices; governmentprograms; and supportservices./ More information fromwww.DuncanAviation.aero

NEWS ROUND-UP

BizAv Round-Up 01.14AgustaWestland is to deliver oneAW189 twin engine helicopter to the DubaiAir Wing to perform VIP transport missions.This contract is the first order for a VIP trans-port-configured AW189 and marks the en-trance of the AW189 into the United ArabEmirates./ More from www.agustawestland.com

CEPA (Central Europe PrivateAviation) Expo 2013, held in Praguerecently, attracted record delegate numbersto what was the fourth and most successfulevent to date. Following the opening introduc-tions by CEPA Chairman Philippe Lienard, theDirector of Foreign Trade at The Ministry ofIndustry & Trade of the Czech Republic wel-comed attendees and confirmed its commit-ment to help grow Business Aviation in theregion.

CEPA Founder Dagmar Grossmann re-vealed that the location for the 2014 Expowould be Prague Airport and that, for the firsttime, a static display of Business Aviation air-craft would be featured as part of the showagenda. Jiri Pos, CEO of Prague airport, gavea presentation detailing the Master plan forthe growth of the airport and reinforced itscommitment to CEPA.

Amongst the attendees at this year’sevent were aircraft operators, the key MROs,leading banks and financiers, aircraft brokers,lawyers as well as local government depart-ments and airport operators. Some of themain themes generated from the panels andpresentations included the concern over in-creasing bureaucracy of taxation and regula-tion, the desire for the whole of Europe toadopt the Cape Town Convention and howthe industry needs to work together to growthe market instead of fighting for the samebusiness./ More from www.cepa.aero

GOLDEN ANNIVERSARY FOR DUNCANMRO GIANT LOOKS BACK ON FIVE DECADES OF EXCELLENCE

LEFT TO RIGHT - CEPA CHAIRMAN, PHILIPPE LIENARD,CEPA FOUNDER, DAGMAR GROSSMANN AND SECRETARYOF STATE FOR FOREIGN AFFAIRS OF THE CZECHREPUBLIC, DR JAN KOHOUT

(LEFT-RIGHT) CHAIRMAN EMERITUS ROBERT DUNCAN, PRESIDENT AND CEO AARONHILKEMANN, CHAIRMAN TODD DUNCAN

PHOTO: DUNCAN AVIATION

BusAviationNewsJan14_Layout 1 17/12/2013 16:21 Page 1

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BizAv Round-up 2

Gulfstream recently celebrated the 10thanniversary of its service center at LondonLuton Airport in the United Kingdom. The fa-cility, located at one of Europe’s leading Busi-ness Aviation hubs, was the company’s firstinternational service center. The facility is acertified European Aviation Safety Agency(EASA) and U.S. Federal Aviation Administra-tion (FAA) repair station and EASA Part 21design organization, which includes installa-tion and repair capability for avionics and inte-riors. The facility also holds 13 other civilaviation authority approvals./ More from www.gulfstream.com

Bombardier announcedthat Learjet has beenawarded Federal AviationAdministration (FAA) Cer-tification for its Learjet 75aircraft. The aircraft offersenhanced performancethrough an engine thrustincrease with an im-proved Honeywell en-gine, offering improvedtake-off field lengthperformance over itspredecessor.

With a maximumrange greater than 2,000nautical miles at cruisespeeds up to Mach 0.81,the Learjet 75 aircraft willbe able to fly four pas-sengers and two crewmembers non-stop fromLos Angeles to Toronto.Additionally, it will beable to handle a rangeclose to 1,950 nauticalmiles with eight passen-

gers. Bombardier out-lines that overall up to anine percent improve-ment in field perform-ance under hot and highconditions and up to afour percent improve-ment in fuel efficiency areexpected.

Based on the Learjet85 aircraft interior designand technology, the Lear-jet 75 includes improvedcomfort and styling of theseats; a Cabin Manage-ment System featuringindividual touchscreenmonitors with full audioand video control; andLED lighting throughoutthe entire aircraft.

Up front in the cockpit,meanwhile, Vision FlightDeck is designed to de-liver a completely newcockpit experience. Bycombining the best in

technological advance-ments with superior de-sign aesthetics. TheVision Flight Deck fea-tures the fully integratedGarmin G5000 digitalavionics suite that is de-signed with leading edgetechnology and one ofthe most intuitive crewinterfaces available.

The aircraft will besupported by a mainte-nance program designedto allow customers to op-erate to a generous 600flight-hour fixed inspec-tion interval at Bom-bardier's worldwideCustomer Services infra-structure. In addition, di-rect operating costs willbe reduced as a result ofperformance efficiencygains./ More information from www.bombardier.com

LEARJET 75 RECEIVES FAA CERTIFICATION

Dassault Aviation’s next-generationFalcon 5X has performed its first simulatedflight, completing an important milestone inthe development program. The “flight” wasperformed on the Falcon Simulation Bench atthe company’s design office in St Cloud,France. Philippe Deleume, Dassault Aviation'schief test pilot, and Philippe Rebourg, testpilot, were at the controls. The 5X will featurea brand new wing and be equipped with anenhanced version of the pioneering digitalflight control system on the ultra-long-range7X, designed to command all flight controlsurfaces, including slats and flaps. It will be-come the first business jet fitted with flaper-ons - active deflection control surfaces thatcan act both as flaps, ailerons or airbrakes./ More from www.dassaultfalcon.com

Guernsey, one of the Channel Islands lo-cated in the English Channel, has launched itsmuch anticipated aircraft register under thebrand name ’2-REG’. The first aircraft bearingthe island’s unique registration mark ’2-’ fol-lowed by four letters was unveiled as 2-PLAY(a TBM 700), while other registrations include2-HIGH and 2-OFUS. At the present timeGuernsey is the only member of the ChannelIslands with its own aircraft register. It wasoriginally hoped that Guernsey would, to-gether with its sister island of Jersey, create acombined Channel Islands Aircraft Registrybut the two islands have decided to go italone. And recently Jersey announced that itwould launch its own separate aircraft registerthis year in direct competition to Guernsey./ More from www.oceanskies.com

FALCON 5X


Kevin Brink is the new Gulfstream sales director, North Ameri-can Sales, Northwest. He reports to Brent Monroe, vice president,North American Sales, West Division.

Hardy Bütschi has been appointed by Jet Aviation as vice presi-dent and general manager of Jet Aviation’s facilities in Dubai andAbu Dhabi, effective this month.

Scott Clarey was recently appointed sales director, North Ameri-can Sales, Southwest, on behalf of Gulfstream.

David Edwards joins Qatar Airways as executive vice presidentto lead the growing business of its corporate jet arm, Qatar Execu-tive. Launched in 2009, today Qatar Executive operates a fleet ofseven wholly-owned Bombardier aircraft of which a brand-newGlobal 5000 Vision was delivered as recently as October. Prior tojoining Qatar Executive, Edwards was managing director, MiddleEast and Asia for Gama Aviation.

Chafik Hilal has been named managing director, Middle East,Turkey and Africa, on behalf of Rockwell Collins. He succeeds YvesGallety who retired at the end of December.

Craig Hutchison is appointed vice president operations atPrivate Jet Services Group.

Ralph Leach joined the FlightSafety Academy in Vero Beach,Florida, recently as managing director, marketing and sales.

Jay Mesinger - Received NBAA’s Silk Scarf Award in recogni-tion of his exemplary efforts on behalf of NBAA and Business Avia-tion. In particular, the award honors Mesinger's grassroots advocacywork, his expertise in the international arena and his strong leader-ship as chairman of NBAA’s Associate Member Advisory Council.Mesinger is the CEO and founder of Mesinger Jet Sales.

John B. Mowell now becomes chairman of Aspen Avionicshaving served on the board as a director.

Justin Roberts has joined ARGUS International as marketingmanager, based in the Cincinnati office.

Ken Sewell has been named head of aircraft transactions at theUK-based International Bureau of Aviation.

Robert Smith becomes president of Jet Aviation. He will reportto Joe Lombardo, executive vice president of parent company, Gen-eral Dynamics’ aerospace group. Smith succeeds Daniel Clare, who becomes Gulfstream CFO.

Capt. Mike Watt has been appointed chief pilot and director offlight operations at Twinjet Aviation, based at London Luton Airport.

BizAv Events 2014Events in RED indicate Business Aviation related. If you would like your event included in our calendar email: [email protected]

NBAA: SCHEDULERS & DISPATCHERS CONFERENCE Jan 14 – 17 New Orleans, LA, USA / www.nbaa.org

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

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

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

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

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

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

SINGAPORE AIRSHOW Feb 11 - 16 Changi Center, Singapore / www.singaporeairshow.com.sgUS CORPORATE AVIATION SUMMIT Feb 14 Miami, FL, USA / www.aeropodium.comNBAA: LEADERSHIP CONFERENCE Feb 19 – 20 Atlanta, GA, USA / www.nbaa.orgHAI HELI-EXPO Feb 24 – 27 Anaheim, CA, USA / www.rotor.com/heliexpoAVIONICS INTERNATIONAL Mar 4 - 5 Abu Dhabi, UAE / www.avionics-event.comABU DHABI AIR EXPO Mar 4 - 6 Abu Dhabi, UAE / www.adairexpo.comWOMEN IN AVIATION CONFERENCE Mar 6 – 8 Orlando, FL, USA / www.wai.orgAEA (AIRCRAFT ELECTRONICS ASSOCIATION CONVENTION) Mar 12 – 15 Nashville, TN, USA / www.aea.netINDIA AVIATION 2014 Mar 12 – 16 Hyderabad, India / www.india-aviation.inNBAA: INTERNATIONAL OPERATORS CONFERENCE Mar 17 – 20 Tampa, FL, USA / www.nbaa.orgBUSINESS AIRPORT WORLD EXPO Mar 19 - 20 Farnborough, UK / www.businessairportworldexpo.comBUSINESS JET INTERIORS Mar 19 – 20 Farnborough, UK / www.businessjetinteriors.comAVIATIONPROS LIVE Mar 25 – 26 Las Vegas, NV, USA / www.aviationproslive.comFIDAE Mar 25 – 30 Santiago, Chile / www.fidae.cl

David EdwardsScott ClareyKevin Brink Jay Mesinger

3 BizAv Events



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Market Indicators

Reviewing flight activity year-over-year (No-vember 2013 vs. November 2012); TRAQPakdata shows November 2013 posted a yearover year decrease of -2.0%. The results byoperational category continue to follow therecent trends with Part 135 flight activityposting a year-over-year increase of 3.7%.The Part 91 and Fractional segments finishedthe month down -4.3% and -5.4%respectively.

Looking at activity by aircraft categorythe Large Cabin segment continued its recentgrowth trend, up 5.3%. Small Cabin aircraftfinished flat for the period, while Mid-SizeCabin aircraft declined -2.3%. The Turbopropindustry posted a year-over-year decrease of-6.0% (down in both the Fractional and Part91 segments). The largest growth for an indi-vidual segment occurred in the Large Cabinfractional market, with an increase of 15.7%.

Comparing January-November 2013 vs.the same period in 2012, flight activity hasseen an overall year-over-year decreaseof -0.8% in 2013.

November 2013 vs October 2013 Part 91 Part 135 Fractional AllTurboprop -11.7% -8.4% -14.2% -10.7% Small Cabin Jet -11.2% -8.0% -6.7% -9.6% Mid-Size Jet -12.6% -10.3% -5.9% -10.1% Large Cabin Jet -8.8% -4.7% -4.2% -7.2% All Combined -11.3% -8.4% -6.5% -9.8%

ARG/US ViewBizAv Flight Activity - US & Canada

Market Indicators - January 2014 / More from www.argus.aero

PMI MEDIA ViewVLJ Market to Enter New Dynamic PhaseA second phase in the development of theVery Light Jet (VLJ) market is about to getunderway, according to a new study by aero-space consultants, PMI Media Limited, andmore than 1,700 aircraft of this type will bedelivered in the next seven years.

“This is a market defying logic,” accord-ing to report author Philip Butterworth-Hayes. “The most innovative andmarket-changing aircraft concepts are com-ing from companies with their roots in theFar East. And the most exciting new personaljet concept, an aspirational aircraft aimed atwealthy personal jet owners wanting to tradeup from their piston or turboprop aircraft toa single-engined jet, is being pioneered by acompany owned – ultimately – by the gov-

ernment of the People's Republic of China.”The report – the fifth in a series of focused

studies on this sector that PMI has publishedsince 2006 – examines the shape, extent anddimension of the re-emergent VLJ market.Demand for these aircraft collapsed with thebanking crisis of 2008, but recent years haveseen two established manufacturers developa successful line of mature programmes. Bythe end of 2013, more than 1,000 VLJs willhave been delivered.

One of the major changes to market overthe coming years, according to the report,will be demand for new VLJs from customersin the Middle and Far East, while the VLJsales to aircraft operators in Latin Americawill fall from the current 21% of global de-

mand to 15% by 2019, behind Europe. “Westill have yet to see whether affordable jetscan really take root in the General Aviationmarket,” said Philip Butterworth-Hayes. “Webelieve they can and will – though it willtake longer than predicted.”

New models recently entering, or about toenter, the market include the Cirrus VisionSF50, the HondaJet and the Eclipse EA 550.What will the future hold for this market andwhat is it really worth? How will Cessna andEmbraer respond to the developing competi-tion? PMI Media Limited’s The Market forVery Light and Personal Jets 2013-2019 isavailable as an electronic publication of 95pages, priced at US$720.

Market Indicators - January 2014 / More from Philip Butterworth-Hayes, email: [email protected]

November 2013 vs November 2012 Part 91 Part 135 Fractional AllTurboprop -8.0% 2.8% -38.2% -6.0% Small Cabin Jet -4.8% 7.0% 3.4% 0.0% Mid-Size Jet -5.1% 5.4% -5.5% -2.3% Large Cabin Jet 8.6% -5.2% 15.7% 5.3% All Combined -4.3% 3.7% -5.4% -2.0%

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JP MORGAN ViewYoung Aircraft Inventory Dwindles, Prices Still DecliningThe latest business jet monthly update fromJP Morgan released in December indicatesthat the above trends have been in placesince mid-year and they remained so in No-vember. Used prices fell 90 bps sequentiallyin aggregate, though there were wide varia-tions among models, and only half declined.More encouragingly, JP Morgan estimatesthat used inventory of 0-5 year old aircraftfell 30 bps to 6.0% - the lowest level sinceJuly 2008, and 70 bps below the eight-yearaverage.

JP Morgan sees stabilizing and then im-proving used prices as a pre-condition for agenuine pick-up in new jet demand.Nonetheless, the optimistic interpretation ofthese recent trends is that there is finally a

market clearing bottom in pricing takingplace.

Used jet inventory fell by 30 bps m/m inNovember. Aircraft for sale reached 10.3% ofthe fleet, returning to the 10.1-10.3% rangeobserved from January-September. Mediumjets drove the decline, with six of seven mod-els falling, for an aggregate decline of 75 bps.As noted above, toddler and Pre-K inventoryfell again and is now down 140 bps sinceJune.

Average asking price decreased 0.9%m/m. Heavy jet prices fell 2.8%, partially off-set by increases of 4.5% and 0.5% for Mediumand Light Jets, respectively. A 28% increasefor the G200 drove Medium jet prices higher.Overall, prices are now down 13% y/y.

US flight ops continue growingThe FAA reported that US flight ops in-creased by 4.4% y/y in October. Flight opsflattened out in 2H11 and exhibited littlegrowth though 1Q13 but they have pickedup this year with growth ranging from 1.6%to 5.0% in the seven months ending in Octo-ber. The 12-month moving average growthof 1.9% is now at the highest level sinceFebruary 2012.

Ultimately, the combination of improvingflight ops and the inventory trend amongyoung jets suggests demand conditions areimproving, while weak used prices are themain evidence to the contrary. Europeanflight ops are still declining, falling 1.0% y/yin November.

Market Indicators - January 2014 / More from www.jpmorgan.com

Market Indicators - January 2014 / More from www.avinode.com

AVINODE ViewA Positive 2014 BizAv Market ForecastAvinode Business Intelligence forecasts apositive year ahead for the Business Avia-tion markets in Europe and the UnitedStates. The company projects a 0.7% in-crease in business jet flights in the U.S. nextyear, with positive numbers across most ofthe regions. In Europe, despite several yearsof negative growth, Avinode predicts thatthe market will remain flat in 2014 with amarginal 0.1% growth.

Looking more closely at the individualregions in the United States reveals somemixed fortunes. While most of the regionsare predicted to fare well over the comingyear, the South and West are expected to,once again, lead the pack with 1.0% and0.9% growth respectively. The Midwest isprojected to remain fairly level with a -0.1%decline in flight activity, while the North-east is forecast to see an increase of 0.4%during 2014.

Avinode predicts that 2014 will be a

mixed bag for the two regions that make upthe European continent. Northern Europe,which tends towards business travel, is fore-cast to experience a -0.9% decline in actualflights during 2014. The more leisure travel-oriented southern region is predicted to seea flight activity increase of 0.7% next year.After several years of decline this should bea welcome break for southern Europe,though it will not bring the region back tothe previous high water mark.

On the aircraft side, Avinode projectsthat some of the current trends will continuewith minor variations, while others will seean about-face next year. In Europe, the LightJet category (Entry Level, Light and SuperLight jets), will experience a slight declineof -0.5%, brought on primarily by the mar-ket share losses in the Light Jet sub-cate-gory. Entry Level jets, however, areprojected to continue their upswing with a2.3% increase.

In the United States, the Light Jet category isexpected to see a marginal 0.5% increase inactivity, driven mainly by growth in EntryLevel jets. Avinode projects the class willgrow by 5.3% in the region over the courseof 2014.

Moving up the weight categories, Avin-ode projects European declines in the Mid-size jet category (including Super Midsizejets) will continue into 2014 with a lossof -3.6% in flight activity. The Heavy Jets(including Ultra Long Range) will grow by3.6% in Europe.

In the U.S. Medium jets are expected togrow by 0.7% during 2014 and the HeavyJet category will grow 1.2%, while the UltraLong Range sub-category is forecast to growby 3.1%.

In Europe, where the Ultra Long Rangeclass appears to be largely unaffected bygeneral market trends, they are expected toperform 8.6% more flights.

▼


2 Market Indicators


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HELI-EXPO 2014 Ad for World Aircraft Sales.indd 1 11/1/2013 3:47:04 PM

AEA View> $1.72bn Avionics Sales in Q3 2013The Aircraft Electronics Association (AEA)announced its third quarter Avionics MarketReport for 2013. In the months of July, Au-gust and September 2013, total worldwideavionics sales amounted to$1,721,888,397.14, as reported by the 20 avi-ation electronics manufacturers participat-ing in the report.

The extent of the quarterly report simplyis one total number: the collective sales fig-ure, both forward-fit and retrofit, for the

current time period sales, as received fromthe participating manufacturers. The dollaramount (using net sales price, not manufac-turer's suggested retail price) includes allaircraft electronic sales (including all com-ponent and accessories incockpit/cabin/software upgrades/porta-bles/noncertified aircraft electronics); allhardware (tip-to-tail); batteries; and charge-able product upgrades from the participat-ing manufacturers. The amount does not

include repairs and overhauls, extendedwarranty or subscription services.

The third quarter sales of$1,721,888,397.14 were the most robust ofthe three quarters reported thus far for 2013.(1Q sales = $1,706,006,894.49; 2Q sales =$1,620,201,160.49). The 2013 total worldwideavionics sales to date is $5,048,096,452.12.Last year's total year-end sales for 2012amounted to nearly $6.3 billion.

Market Indicators - January 2014 / More from www.aea.net

FORECAST INTERNATIONAL ViewBizjet Market Gaining TractionForecast International predicts that manufac-turers will build 9,575 business jets during the10-year period between 2013 and 2022. TheConnecticut-based market research firm esti-mates the value of this production at $235 bil-lion in constant 2013 U.S. dollars. Forperspective, we reported last month thatHoneywell projects 9,250 jets worth $250bnbetween 2013 and 2022 while JETNET iQ ex-pects 9,094 units worth $255bn will be builtbetween 2013 and close of 2022.

Business jet production has declined eachyear since 2008, when manufacturers pro-duced more than 1,300 business jets. Produc-tion totaled some 670 business jets in 2012and, according to Forecast International, out-put will be at slightly below this level in 2013.However, the company expects production toincrease in 2014 (with 708 aircraft forecast tobe built that year) and continue to risesteadily each year through 2020. In 2020, thepeak production year of the forecast time-frame, a total of 1,166 business jets is expectedto be produced. A minor cyclical downturn isanticipated for the 2021-2022 timeframe.

The business jet market is finally gainingsome traction after suffering a significantdownturn that had its beginnings in theglobal economic and financial collapse of thesecond half of 2008. After 2008, demand forlarger business jet models held up fairly well,but demand for small and medium jets wasdevastated. More recently, demand for largerjets has further strengthened, while demandfor small and midsize models has improvedsomewhat but remains fragile.

Forecast International does not expect an-nual business jet production to return to the2008 level of more than 1,300 aircraft at anytime during the 2013-2022 forecast period.According to senior aerospace analyst Ray-mond Jaworowski, "All signs point to theupcoming recovery in business jet produc-tion rates being relatively gradual and meas-ured. Most market indicators, such aseconomic growth rates, flight activity andused inventories, are somewhat mixed.

“On the positive side, corporate profitsare strong but, amid economic and regula-tory uncertainty, corporations are holdingonto their money rather than spending it onnew assets such as aircraft. Continuing eco-nomic improvement, however sluggish, willhelp unlock underlying demand in themarket."

At least initially, the recovery is expectedto vary considerably in strength from regionto region. Demand is already growingstrongly in emerging markets in Asia, LatinAmerica and Russia. The large North Ameri-can market is showing signs of life. The Eu-ropean market, though, continues to bemoribund.

Forecast International's market forecastindicates that, in terms of unit production,Cessna, Bombardier and Embraer will be thetop three business jet OEMs during the 2013-2022 time period. When the market is calcu-lated in terms of the monetary value ofproduction, the top three companies are ex-pected to be Gulfstream, Bombardier andDassault.

Market Indicators - January 2014 / More from www.forecastinternational.com


3 Market Indicators



Market Indicators - January 2014 / More from www.assetinsightinc.com

In-Service Aircraft Technical Condition and Price: Maintenance status for the 73fixed-wing models and 1,572 aircraft listed‘For Sale’ researched on October 30 evi-denced the following changes since our pre-vious analysis, published in the Decemberedition:

Maintenance Condition (ATC Score): evi-denced a slight degradation, with the aver-age Asset Technical Condition Score falling8.2 AI2 basis points to 5.374 – still above theMid-Time/Mid-Life 5.000 level – on the ATCScore scale of -5 to 10.

Financial Condition (ATFC Score): the aver-age Asset Technical Financial ConditionScore fell slightly, decreasing 2.7 AI2 basispoints this month, but still registered abovethe Mid-Time/Mid-Life 5.000 level, at 5.070,on the zero to 10 ATFC Score scale.

Financial Exposure (ATFE Value): AssetTechnical Financial Exposure Value (ac-crued/future maintenance expense) wors-ened by over $93k, increasing the averageaircraft’s ATFE Value to $1.240 Million.

While not as strong as last month’s fig-ures (the best overall Asset Insight Index fig-ures for the year), the maintenance quality ofaircraft available ‘For Sale’ continues to begood. Large and Medium jets registered ahealthy overall Asset Technical and FinancialFigures, and maintenance quality for Smalljets and Turboprops has improved suffi-ciently for us to wonder how much longervalues will continue to favor Buyers.

Maintenance Exposure vs. Ask Price RatioSpread in the Ratio of maintenance FinancialExposure to aircraft Ask Price (“ETP Ratio”),which achieved its narrowest band of the yearin our September survey, widened in October.The weighted average for aircraft tracked byAsset Insight increased to 39.3% from 37.1%.Anything over 40% to be an excessive ATFEValue in relation to the Aircraft Ask Price.

Of the assets we track, 23% of the aircraftlisted for sale (versus last month’s 29%) gener-ated an ETP Ratio of 40% or more. However,the weighted average increased to 39.3%,from September’s 37.1% (the best ETP Ratiothis year).

Market OutlookWith October’s overall market figures contin-uing to demonstrate improved asset quality,three months of Technical and FinancialScores above 5.000, and average ask price (forthe models we track) decreasing $250k, Buy-ers seeking good ‘value’ would be well ad-vised not to wait.

Aircraft prices have hovered around thesame level for the past three months, whileasset technical condition has generally im-proved. Owners, seeking to optimize theiraircraft’s selling price, may soon find morethan one offer on the table – and actaccordingly.

ASSET INSIGHT ViewTechnical Condition of Aircraft Listed ‘For Sale’

Large Jets Medium Jets

Small Jets Turboprops

Market Indicators - January 2014 / More from www.marketpublishers.com

MARKET PUBLISHERS ViewCommercial Helicopter Market Poised for GrowthThe worldwide market for commercial heli-copters is poised to witness healthy growth ata 3.08% CAGR through 2023, driven mainly bythe offshore oil and gas exploration, rapidgrowth of the light helicopter sector and bur-geoning demand from Asia and Latin Amer-ica. Currently, Europe captures the dominantshare of the overall market and is expected tomaintain its leadership during 2013-2023.

The developing markets of APAC, LatinAmerica and Africa are forecast to experiencerobust growth in the upcoming years.Medium helicopters are likely to account forthe largest share of the world commercial heli-

copters market; this sector is expected torecord a 1.49% CAGR through 2023. Mean-while, the light helicopter and heavy helicop-ter sectors are forecast to register a 2.46%CAGR and a 5.26% CAGR, respectively, dur-ing 2013-2023.

Published in October and priced atUS$4,800, the research report provides a com-prehensive analysis of the global market forcommercial helicopters. It sheds light on thehistorical and current industry performance,examines the actors influencing the marketgrowth, outlines the main market challengesand opportunities, and highlights the recent

industry news. The study benchmarks the in-dustry against key global markets, delves intothe competitive landscape, profiles the leadingcompanies, evaluates the investment climate,and traces the recent industry developments.

The report contains a SWOT analysis of theindustry, offers different country marketoverviews, and also discloses details on themajor commercial helicopter programs. In ad-dition, the report presents extensive forecastsfor the global commercial helicopters marketthrough 2023, including detailed expectationsof growth rates and projected totalexpenditure. ■

Market Indicators 4


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

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• 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 17/12/2013 11:30 Page 1

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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 17/12/2013 11:27 Page 1

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

2005 Bombardier Challenger 300Photos FGL Associates

Fresh 96 Month and Gear Inspections

Serial Number: 20059Registration: N659JFAirframe TT: 1998Landings: 1079

• Freshly Completed at Bombardier Tucson:• Fresh 6/12/24/48/96 Month inspections• Fresh Landing Gear Overhaul• Fresh 2000 Hour Engine Inspection andNew On condition Combustion Liners

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) 1302AvionicsAvionics 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 Collins

Automatic Direction Finder (ADF) 2 CollinsAutopilot/ Flight Director (AP/FD) 1 CollinsFlight Director (FD) 2 CollinsVHF Radio (VHF) 2 CollinsHF Radio (HF) 2 CollinsSELCAL 1 CollinsWeather 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 AftGalleyRight Side Deluxe Galley. TIA Microwave OvenCoffee Maker (Loose Equipmet)Sink with 4 Gallon Water SystemDual Electric Hot PotsLavatoryStandard Plated Sink Option

ManhattanSeattle

Silicon Valley

IAG Bombardier Challenger January 17/12/2013 15:43 Page 1

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2004 Dassault Falcon 2000EX

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

ManhattanSeattle

Silicon Valley

Serial Number: 25Registration: N699MCAirframe TT: 3064Landings: 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

IAG Falcon 2000EX January 17/12/2013 15:46 Page 1

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Serial Number: 560-5575Registration: N75XLAirframe TT: 4,954.2 Landings: 4,574

• FRESH ENGINES• DELIVERS ON ESP GOLD

EnginesPW545B: L/H: 4954.2 HRS TSNR/H: Completion in July 2013APUHoneywell RE100XL 808.5 HRS TSN, 1789 CSNAvionicsHoneywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDRHoneywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAASDual Honeywell DM-850 DME AirCell ST-3100 Satcom PhoneDual UNS-1Esp 803 Software UniLink UL-701 COM Data Management SystemFeatures & EquipmentRVSM Artex C406-2 ELT MSG-3 maintenance as of July 20088.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde BatteryL3 FA2100 CVR Cockpit Speaker Mute Switch

Precise Pulselites HF-1050 ProvisionsAv Visor Plus, LED wing, navigation and strobe lightsInteriorSix premium grey leather executive seats arecomplimented by a two-place side facing divanopposite entry door and belted seat opposite the lav. Burl cabinetry, grey headliner, grey sidewalls,neutral lower sidewalls and grey carpeting, extendedgalley with ample storage and ice cooler. Three110-volt outlets.ExteriorMatterhorn White with Starlight Silver, Ocean Blue Metallicand Columbia Blue Pearl striping.Inspections/MaintenanceCESCOM-CAMPDOC 44 c/w May 2012

2005 Cessna Citation XLS

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 680-0132Registration:Airframe TT: 2750 Landings: 1521

Airframe & EnginesPratt & Whitney PW 306C Engines on Power AdvantageLeft: 2750 Hours 1470 CyclesRight: 2750 Hours 1470 CyclesAPU: 818 hours 1641 CyclesPro PartsCESCOMAvionicsHoneywell Primus Epic 4-Tube EFISDual Honeywell TR-65A COMMDual Honeywell NV-875A NAVSingle Honeywell DF-855 ADF

Dual Honeywell XS-875A Mode S Transponder w/ EHSDual Honeywell FMSDual Honeywell GPSHoneywell CAS-67A TCAS II w/ Change 7Honeywell Primus 880 RADARHoneywell RT-300 RADALTHoneywell EGPWS w/ WindshearHoneywell HF-1050 w/ Coltech SelcalCVRAdditional EquipmentElectronic ChartsRAAS / WASS AirCell ST-3100 Sat/Com w/ 2 Cabin &1 Cockpit

Handsets & Intercom110 VAC Electrical OutletsLCD Video Monitor (10.4”)Dual Disc DVD w/ Remote

Airshow 4000Extended Range Oxygen SystemEros Oxygen MasksPulse Light System w/ TCAS InterfaceAirshow Cabin Briefing SystemDual aileron trim optionSurvival life raft certified for Part 135 operationsInterior9 passenger seatsGray leather8 video monitors at seatsFwd Galley with electric ovenMaintenance Details1A (400hr) complied with at 2589 hrs. Due in 232 hrs2A (800hr) complied with at 2192 hrs. Due in 235 hrsalong with the 1A

3A (1200hr) complied with at 2192 hrs. Due in 635 hrs

2007 Cessna Sovereign Kyle FoddrillCell: +1 (817) 372-4527,E-mail: [email protected]

Tel: +1 214 351 9595www.mentegroup.com

Mente Cit & XLS Sovereign Nov 17/12/2013 11:29 Page 1

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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 17/12/2013 11:37 Page 1

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Serial Number: FL-580

Avionics/RadiosCollins ProLine 21 w/ IFIS 5000 Three AFD-3010displays – 2 PFD’s & MFD

Comms: Collins Dual VHF-4000 (8.33 spacing)Navs: Collins Nav 4000 and Nav 4500FMS: Collins dual FMS-3000 and GPSAutopilot: Collins FGC-3000Radar: Collins TWR-850DME: Collins dual DME-4000ADF: Collins dual Nav-4000Xponders: Collins Dual TDR-94 Mode Sw/ Enhanced Surveillance

TCAS: Collins TCAS II 4000EGPWS: Honeywell Mark VII

Additional EquipmentRVSM; Collins HF-9000 w/ Selcal; RaisbeckWing Lockers and Aft Strakes; IRIS Nose and TailCameras; Hi Intensity Presti Landing Lights;AirCell ST3100; Collins ECH-5000 ElectronicCharts integrated into IFIS; L3 CommunicationsFA-2100 CVR; Collins/XM GWX-3000 SatelliteGraphical Weather

ExteriorAttractive Overall White with Custom IBIS CrystalMica Design

InteriorStunning Nine Passenger Seating in BlackLeather with Complimenting Accents andBeautiful High-gloss Limba Veneer Woodwork.Dual Pyramid Cabinets; Forward RefreshmentCenter w/ Nespresso Coffee Machine; OptionalCustom Dual Catering Cabinets. I Package w/Monitors and ipod Docks at each seat and threedisc DVD player

2008 Beechcraft King Air 350


Carolina Corporate Jets Tel: +1 (0) 704 662 [email protected]

• Gorgeous Showroom Condition!

• Only 1191 Hours Total Time!

• Over $619,000 in Factory Options!

• State of the Art Entertainment System!

• One Owner, Professionally Flown!

• Pratt & Whitney ESP & Factory

Support Plus Programs!

• Priced below Blue Book and VREF

Carolina Corporate Jets January 18/12/2013 12:24 Page 1

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Serial Number: 9145Registration: HB-JEXAirframe TT: 3739Landings: 1302

• 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 - 3657 TSN, 1264 CSN• RH: S/N 12406 - 3739 TSN, 1302 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 January 18/12/2013 16:47 Page 1

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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 18/12/2013 12:23 Page 1

Serial Number: 20272Airframe TT: 797Landings: 5482010 in Service - Double Club Cabin for 8Passengers - Lufthansa NICEview Cabin System- Inmarsat and Iridium SATCOM - DeLuxe Galley- Collins ProLine 21 - EASA OPS 1 Equipped -RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 -Fresh 48 Months LUMP Inspection 12/2013 -38,850 lbs MTOW - No Damage History

Engines2 Honeywell AS907-1-1A (MSP)L/H: S/N P118687 R/H: S/N P118686TSN: 797 hrs TSN: 797 hrsCSN: 548 CSN: 548APUHoneywell GTCP-36-150(BD) (On MSP)Avionics and Other FeaturesCollins Integrated Digital ProLine 21 Avionics Suite

withCollins Automatic Flight Control System4 Collins CDU3 Collins VHF-4000 Comm w/8.33 kHz Spacing2 Collins HF-9031A with SELCAL1 ICS-200 Iridium Satcom1 Collins Inmarsat Satcom-5000ACARS Data Link w/ Graphical Weather Maps2 Collins NAV-4000 Nav2 Collins DME-4000 DME2 Collins NAV-4000 ADF2 Collins TDR-94D Mode S w/Enh. Surveillance2 Collins FMC-5000 FMS with V-Speed

Additional EquipmentLighted Chart HoldersEnhanced Baggage Compartment16G Seat in Lavatory Certified for Take Off and

LandingLufthansa NICEview Cabin SystemAirshow 410 Cabin Entertainment with DVD/CD

Player and Two 18” MonitorsDeluxe Galley with Espresso MachineForward Partition with Sliding DoorFloor Accent LightOver Water Flight KitCockpit Writing TablesDual LED Navigation LightsPulsating Main Landing LightsDoor Lock PackageCabinThe cabin has a luxury layout for eightpassengers consisting of dual club four individualpassenger seats arrangement with three bi-foldretractable and one plug-in executive tables. Theaft lavatory is fitted with a warm/cold waterdispenser, lighted mirror, storage drawers and abelted 16G seat certified for take off and landing.Seats are upholstered in grey leather, ceiling andside wall are of light grey, armledges, tablesgalley, cabinetries, forward and aft cabin partitionare of high gloss carbon fiber. DeLuxe Galleycomprises a microwave oven, two hot liquidcontainers, an ice drawer with overboard drain,and ample drawer storage for crystal and china.Interior in excellent conditionExteriorPainted allover white with one warm red stripefrom nose to tail. Excellent condition

SHOWCASE

2009 Challenger 300

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100

90411 NuernbergGermany

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: [email protected]


Asking Price: US $15,450,000

Low Time

Aero-Dienst January_Heeren Cit Ultra sep 17/12/2013 15:40 Page 1

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Serial Number: 525-0239Airframe TT: 1,726

EnginesWILLIAMS/ROLLS FJ44-1ALEFT: 1503 TT RIGHT: 1726 TT

InteriorNew Jan. 2006!Six-Passenger Beige Leather Seatingw/Complementing accents. Deluxe RefreshmentCenter, Dual Executive Writing Tables, Aft Dividerw/Removal Curtain. CD Player w/XM RadioSystem for Cabin Entertainment. LH Belted andFlushing Lav. Gloss Wood Laminate w/24K GoldPlated Hardware. New 1/06 by Goderich Aircraft,Canada

ExteriorNew Jan. 2006!Attractive Overall Off-White with Black andCopper Trim. New 1/06 by Goderich Aircraft,Canada

AvionicsHoneywell/Sperry SPX-5000 2-Tube EFISBendix/King RDR-2000 VP ColorDual Bendix/King KN53 Nav RadiosDual Bendix/King KR87 ADFHoneywell C-14D Compass SystemFairshild A-100 CVRTCAS 900 BX Traffic Collision System

Garmin MX200, XL Weather and TCAS 900 BXGarmin 500 GPS w/WAAS, XM Weather & TAWSSperry SPZ-5000 Autopilot and Flight DirectorDual Bendix/Kng KY 196A Comm RadiosDual Bendix/King KT70 Mode TranspondersBendix/King KN63 DME w/Hold ButtonBendix/King Radio Altimeter KRA-405BLocator Beacon Artex ELT 407Angle of Attack (AOA)Aircel SAT PhoneRVSM Compliant

AdditionalDoc.10 Inspection complied with June 20, 2011at 1,686 hoursNew Doc. 21 completed August 2, 2013 atCitation - Greensboro. Cescom, aircraft sustaineddamage after landing and was repaired 1/06

1998 Citation CJ 525


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

Palm Beach Tel: (561) 433-3510Fax: (561) 433-3842Cellular: (561) 289-3355Email: [email protected]: www.caijets.com

CAI CJ525 January 18/12/2013 10:11 Page 1

Serial Number: 525C-0073Registration: M-NSJSAirframe TT: 150

Only 150 Hours Since New.5-year contract for ProParts, TapAdvantageElite, & ProTech from March 2012.All programs paid by Cessna untilMarch 2015 or 450 hrs whichevercomes first. Aircraft is EC VAT paid

Optional EquipmentAutomatic Direction Finder (ADF) - CollinsReplaces one Collins NAV- 4500 with a NAV-4000 with ADF and installs the antenna. Audiopanels include volume controls

Second FMS-3000 – CollinsThis option provides a second Collins FMS-3000.Dual FMS-3000s offer fully synchronizedoperation of the lateral and vertical flight plans. Asecond WAAS LPV enabled GPS-4000S and asecond DME receiver are included. Each FMSmonitors the navigation solution of the other toprovide redundancy

HF-9000 High Frequency Communicationswith SELCAL (Provisions Only) – CollinsComplete HF system installation including theantenna, excluding Collins components

FA2100 Flight Data Recorder – L-3CommunicationsThe FA2100 is a solid-state FDR with 25 hoursflight data storage capacity. Note: The FA2100only meets the requirements of Part 91 (foraircraft with 10 or more passengers seats) andJAR-OPS 1 (for aircraft 12,500 pounds or more)

DataLink – CollinsAircraft data link communications complimentvoice communications between the aircraft andground facilities by providing a faster, moreaccurate means for transmitting and receivinginformation. Provides double sideband amplitudemodulated voice and analog data operation,including VHF data link Mode A and VHF datalink Mode 2. Provides capability to display textualweather on the CDU. Also allows for flightplanning capability thru use of the CDU (Requiressubscription through service provider. Othercharges may apply)

Passenger Seat Swivel

Interior Crew Seat Sheepskin

RH Side Facing Seat

Mobil Jet II

SHOWCASE


Price $7,500,000

Tim Leacock Aircraft Sales LtdGulfstream - Independent Authorised Sales

Representative for the United Kingdom

Tel: +44 (0)1258 818181E-mail: [email protected]

2012 Citation CJ4

Tim Leacock January 18/12/2013 17:13 Page 1


Marketplace

Premier AviaPrice: Price Reduced!

Year: 1987

S/N: 49412

Reg: P4-AIR

TTAF: 45683

Location: Switzerland

Nineteen seats. Aft ownerís 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 (0) 985 762 9787Email: [email protected]

AELIS GroupPrice: Please call

Year: 2000

S/N: 084

Reg: HB-VML

TTAF: 4,497

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

Hawker PacificPrice: Make offer

Year: 2013

S/N: 168

Reg: M-DTBP

TTAF: 269.6

Location: Singapore

Under full new manufacturer warranties. Entry Into Service:January 31 2013 (start of warranties). In impeccable state, asnew. Hangared when possible. Maintenance by Hawker PacificAsia. Engines On ESP. EQUIPMENT: Overall USD 2.99 M Valuein Options. INTERIOR: Luxurious and tasteful 12 Passengerconfiguration. ‘Elegance’ Dassault Falcon InteriorConfiguration. Bronze-coloured matching accents throughout.EXTERIOR: Matterhorn White with dual red and silvergreystripes

Dassault Falcon 7X Tel: +65 (0) 8522 1258Email: [email protected]

Business Aviation LTDPrice: USD $12,900,000

Year: 2008

S/N: 14501057

Reg: HB-JFL

TTAF: 1515

Location: Russia

Airframe: Aircraft model: EMB-135BJ. Manufacture date:08.08.2008. Hours since new: 1515. Landings since new: 792.Name of program: Embraer Executive Care. Engine SpecsManufacturer: Rolls Royce. Model number: AE3007A1E.Left Serial Number: CAE-313106.Right Serial Number: CAE-313103Name of program: Rolls Royce Corporate Care

Embraer Legacy 600 Tel: +7 (0) 495 926 7001Email: [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, Nodamage History - Engine Specs: 2 Engines- Williams FJ44-3A- Avionics/Radios: Collins Pro-Line 21 - Custom paint: White,Blue & Maroon - Interior: Center club seating with 6 pedestalseats, belted flushing toilet, refreshment center - InspectionStatus: CESCOM Available. TAP Elite, maintenance by CessnaCitation Service Centers

Cessna Citation CJ3 Tel: +484 (0) 862 76306Email: [email protected]

P132-136 19/12/2013 10:30 Page 1


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]

Marketplace

P132-136 18/12/2013 14:27 Page 2


Marketplace

Avia Source, Inc.Price: $1,795,000 USD

Year: 2007

S/N: 422

Reg: LX-JFO

TTAF: 2,005

Location: France

Engine has 2005 Hours Since New and is on the ESP GOLDPROGRAM. Propeller has 15 hours Since Major Overhaul. VHFCom/Nav/GPS: Dual Garmin 530s. Transponder: Garmin GTX330D (Mode S)/GTX 32. Altimeter: Bendix King AM250.MFD/Chart View: Garmin GMX 200. EFIS: Bendix King EFIS40. Auto Pilot: Bendix King KFD 325. DME: Bendix KingKN0063. HSI: Bendix King KI525B. Int: 4 Passenger, ClubConfiguration

Socata TBM 850 Tel: +1 (626) 584 8170Email: [email protected]


Year: 2007

S/N: 391

Reg: LX-JFL

TTAF: 2,428

Location: France

Engine has 2378 Hours Since New and is on the ESPGOLD PROGRAM. Propeller has 65 Hours Since MajorOverhaul. VHF Com/Nav/GPS: Dual Garmin 530s.Transponder: Garmin GTX 330D (Mode S)/GTX 327. Altimeter:Bendix King AM250. MFD/Chart View: Garmin GMX 200. Int: 4Passenger, Club Configuration. Aircraft has Damage History,call for details

Socata TBM 850 Tel: +1 (626) 584 8170Email: [email protected]


Year: 1995

S/N: 525-0089

Reg: N600HS

TTAF: 5,679

Location: France

Delivered with ZERO time SINCE ENGINE OVERHAULS,Doc 10 Inspection Completed and Ferry to the USA.N600HS is enrolled in Cessna Pro Parts and has Williams TAPELITE coverage on the engines. The Honeywell avionicsinclude SPZ-5000/IC-500 AP/FD, Dual KY-196 COM, Dual MST-67A Transponders, RVSM, and KMH-820 TAS/EGPWS.N600HS has all of the equipment required for EASACertification and was previously EASA registered from2007 through 2010

Cessna Citation Jet Tel: +1 (626) 584 8170Email: [email protected]

Piotr PietraszewskiPrice: EURO 850,000

Year: 2008

S/N: 1549

Reg: SP-WIG

TTAF: 1058

Location: Poland

VFR day and night with additional Moving Terrain and otherfeatures, dual controls, Air conditioning 5 BOSE X headsets, handling wheels, Mint condition. One, private owner,More photos follow the link below:https://plus.google.com/photos/102380869651027860239/albums/5943116715244642721?authkey=CNf_8uDBksSgxQE

Eurocopter EC 120BColibri Tel: +48 (0) 506 005 430Email: [email protected]

AIR LLOYD Deutsche HelicopterFlugservice GmbH

Price: Make offer

Year: 2008

S/N: RN 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]

P132-136 18/12/2013 17:15 Page 3


Marketplace

DAT LITEPrice: Please call

Year: 1990

S/N: FA-206

Reg: LY-LTE

TTAF: 6920

Location: Denmark

MTOW 6350 kg. Engines PT6A‐60A both TSO 3342,remaining till overhaul 258H. Land. gear next overhaul due01.05.2014. LH prop time remaining 2758H. RH prop timeremaining 2.609H. Exterior - new paint 2012, all white, redcone. Interior - 7+1 seats. Fully refurbished in June 2012.Leather seats. Avionics: Collins EFIS‐85B (5 tubedisplay), Honeywell CAS 67A TCASII with dualMST‐67A Mode S, Collins WXR 350, etc. Aircraft freshfrom phase I-IV and yearly insp.

Beechcraft King Air 300 Tel: +37 (0)686 40453Email: [email protected]

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Beechcraft Vertrieb & Service GmbHPrice: Please call

Year: 2012

S/N: TBD

Reg: N-Reg

TTAF: 753

Location: Germany

Pro Line 21, 2x HF-9000, 2X FMS-6000, 2X TDR-94DXPDR, TCAS II, RVSM capable, SSFDR, Aircell &Highspeed Internet, on JSSI, with several Warranties- aircraft like new!

Hawker 900XP Tel: +49 (0)821 7003 100/145Email: [email protected]

Beechcraft Vertrieb & Service GmbHPrice: Please call

Year: 2007

S/N: TBD

Reg: EU-Reg

TTAF: 3,720

Location: Germany

EU Reg, EU-OPS, 8 Seats, CVR (2h), HF-1050, CMS-400 Checklist, Dual FMS UNS-1ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, top condition!

Cessna Citation XLS Tel: +49 (0)821 7003 100/145Email: [email protected]

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]

P132-136 19/12/2013 10:30 Page 4

Advertiser’s Index

21st Century Jet Corporation.................................138

ABACE.........................................................................109

Aero-Dienst .................................................................129

AeroSmith/Penny ......................................................128

AIC Title Services ........................................................95

Albinati Aeronautics ............................................ 127

Aradian Aviation............................................................71

Avjet Corporation ................................................42 - 43

Avpro...............................................................10 - 15, 65

Bell Aviation..........................................................48 - 49

Boutsen Aviation ..........................................................79

Business Airport World............................................112

Carolina Corporate Jets...........................................126

Central Business Jets......................................137, 139

Charlie Bravo ................................................................41

Conklin & de Decker.................................................101

Corporate Aircraft Photography ............................136

Corporate AirSearch Int’l .................................93, 130

Corporate Concepts ..........................................58 - 59

Dassault Falcon Jet Europe .....................................2-3

Dominion Aircraft..........................................................75

Donath Aircraft Services ...................................22 - 23

Duncan Aviation............................................................57

Eagle Aviation................................................................35

Elliott Aviation................................................................47

Freestream Aircraft USA ...................................17 - 19

General Aviation Services..........................................51

Gulfstream Pre-Owned......................................24 - 25

HAI HELI-EXPO........................................................116

Intellijet International..................................1 (FC), 6 - 7

Intercontinental A/C Group.........................122 - 123

Jet Support Services (JSSI) ......................................63

JetBrokers .............................................................44 - 45

Jetcraft Corporation ......................52 - 53, 140 (BC)

Jeteffect ..........................................................................61

John Hopkinson & Associates ........................39, 119

JETNET ........................................................................105

Lektro............................................................................101

Mente Group...................................................124 - 125

Mesinger Jet Sales..............................................36 - 37

Northern Jet Management ...........................120 - 121

OGARAJETS .......................................................30 - 31

Par Avion......................................................................107

PremiAir Aircraft Sales................................................73

Rolls-Royce....................................................................29

Singapore Airshow....................................................114

Southern Cross Aviation ............................................85

Tempus Jets...................................................................55

The Jet Business .................................................32 - 33

The Jet Collection ...........................................................5

Tim Leacock Aircraft Sales .....................................131

Universal Avionics ........................................................27

VREF Aircraft Values ................................................136

Wright Brothers Aircraft Title ....................................89


Next Issue copy deadline: Wednesday 15th January 2014

World Aircraft Sales (USPS 014-911), January 2014, Vol 18, Issue No 1 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.

P132-136 19/12/2013 11:58 Page 5

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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Just because you no longer have connecting flights

DOESN’T MEAN

you no longer need connections.The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots. www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

2002 Airbus A320VIP2010 Challenger 3001988 Challenger 601-3A2002 Challenger 6042011 Challenger 605EIS May10 Challenger 8502007 Challenger 850ER2005 Eurocopter AS365N32005 Falcon 2000EX EASy

2012 Global 50002014 Global 60002005 Global Express2010 Global XRS2008 Gulfstream 4501998 Gulfstream GIVSP1991 Hawker 1000BQ1 2015 Legacy 5002007 Legacy 600

2006 GlObAl 5000 - SN 9192New Engines on CorporateCare - Trades Welcome Fresh Pre-buy at Jet Aviation - St Louis

2010 ChAllENGEr 605 - SN 5813Privately Flown - Engines on GE On Point APU on MSP - New Paint April 2013

2003 GulfSTrEAM 550 - SN 5020New to Market - Engines Enrolled on RRCC Honeywell HAPP Avionics Program

2007 fAlCON 900DX - SN 614C Check Currently in Progress in TAG Aviation GenevaEngines and APU on Honeywell MSP Gold

2007 ChAllENGEr 300 - SN 20135Immediately Available - Fully Programmed 1,938 Hours & 1,399 Cycles

Download the Jetcraft AppScan this QR code to

download to your Apple or Android device.

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world aircraft sales magazine january 2014

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