world aircraft sales magazine june 2013

The global marketplace for business aviation June 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 32 - 71

Read more on pages 30 - 31

FC O'Gara June 2013_FC December 06 22/05/2013 09:41

Project1_Layout 1 28/05/2013 11:27 Page 1

4 WORLD AIRCRAFT SALES MAGAZINE – June 2013

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

AIRBUSA318 Elite. . . . . . 156,A318-112 Elite. . 38,A319 . . . . . . . . . . 69,A310-304 . . . . . . 156,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 10, 11, 29, 39, 61,BBJ 3 . . . . . . . . . . 61,CRJ 200 . . . . . . . 156,Super 27-200 . . 87,727-100REW . . . 141,737-500 VIP . . . . 150,747-8 . . . . . . . . . . 61,757-200 Exec . . . 87,767-200 . . . . . . . . 61,

BOMBARDIERGlobal 5000 . . . . 24, 41, 47, 61, 156,Global 6000 . . . . 156,Global Express . 19, 35, 39, 41, 52, . . . . . . . . . . . . . . . 53, 59, 67, 69, 144,. . . . . . . . . . . . . . . 156,Global Express XRS.. 13, 19, 29, 35,. . . . . . . . . . . . . . . 53, 156,Challenger300 . . . . . . . . . . . 7, 21, 47, 47, 113, . . . . . . . . . . . . . . . 150, 155, 156,601-1A . . . . . . . . 48, 67, 150,601-3A . . . . . . . . 27, 52, 156,

601-3R . . . . . . . . 21, 52, 140,601-3A ER . . . . . 21,604 . . . . . . . . . . . 21, 27, 31, 47, 52, 55,. . . . . . . . . . . . . . . 67, 155, 156,605 . . . . . . . . . . . 7, 12, 29, 47, 52, 69,. . . . . . . . . . . . . . . 152, 156,850 . . . . . . . . . . . 145,850ER . . . . . . . . . 12, 156,Learjet 31A . . . . . . . . . . . 45, 49, 67, 113,31ER . . . . . . . . . . 31,35A . . . . . . . . . . . 113, 115,40 . . . . . . . . . . . . . 69,40XR . . . . . . . . . . 45,45 . . . . . . . . . . . . 27,45XR . . . . . . . . . . 31, 57,55 . . . . . . . . . . . . 115, 150,60 . . . . . . . . . . . . 23, 53, 57, 137, 148,60SE . . . . . . . . . . 45,60XR . . . . . . . . . . 23, 67, 136,

BRITISH AEROSPACEBAe-125 . . . . . . . 112,

CESSNACitationISP . . . . . . . . . . . 43,II. . . . . . . . . . . . . . 44, 48,IISP . . . . . . . . . . . 44,

III . . . . . . . . . . . . . 23, 48, 77,V. . . . . . . . . . . . . . 48,VI . . . . . . . . . . . . . 55,VII . . . . . . . . . . . . 5, 44,X . . . . . . . . . . . . . 29, 52, 67, 156,XL . . . . . . . . . . . . 97,XLS . . . . . . . . . . . 16, 29, 48, 51, 85,. . . . . . . . . . . . . . . 97, 147, 156,XLS+ . . . . . . . . . . 22, 48, 51,650 . . . . . . . . . . . 5,CJ1. . . . . . . . . . . . 69,CJ1+ . . . . . . . . . . 22, 27, 51, 52,CJ2. . . . . . . . . . . . 22, 43, 44,CJ3. . . . . . . . . . . . 22, 26, 31, 43, 61, . . . . . . . . . . . . . . . 69,CJ4. . . . . . . . . . . . 44, 156,Encore . . . . . . . . 23, 69,Encore+ . . . . . . . 26,Excel . . . . . . . . . . 155,Jet . . . . . . . . . . . . 44, 45, 67,Mustang . . . . . . . 21, 22, 49,Super SII . . . . . . 67,Sovereign. . . . . . 22, 25, 29, 43, 44,. . . . . . . . . . . . . . . 57, 61, 73, 77, 85, 97,. . . . . . . . . . . . . . . 145,Ultra . . . . . . . . . . 23, 48, 146,ConquestII . . . . . . . . . . . . . . 49,

EMBRAER500 . . . . . . . . . . . 29, 156,Legacy 600 . . . . 7, 19, 39, 44, 61, 69,

Legacy 650 . . . . 13,Lineage 1000. . . 39,Phenom 100 . . . 85,

FALCON JET7X . . . . . . . . . . . . 3, 7, 57, 154, 156,20-5BR-2C . . . . . 115,20F . . . . . . . . . . . 155,20F-5. . . . . . . . . . 27,50 . . . . . . . . . . . . 21, 26, 44, 52, 55,. . . . . . . . . . . . . . . 76, 149, 154,50EX . . . . . . . . . . 20, 25, 154,50-4 . . . . . . . . . . . 154,900B . . . . . . . . . . 61, 69, 97, 134, 135,. . . . . . . . . . . . . . . 154, 155,900C . . . . . . . . . . 20, 154, 155,900EX . . . . . . . . . 5, 20, 24, 31, 85,. . . . . . . . . . . . . . . 87, 154,900EX EASy . . . 7, 139, 154, 155,900LX . . . . . . . . . 20,2000 . . . . . . . . . . 16, 24, 25, 44, 61,. . . . . . . . . . . . . . . 73,2000EX EASy . . 3, 156,2000LX . . . . . . . . 3, 156,

GULFSTREAMIIB . . . . . . . . . . . . 150,III . . . . . . . . . . . . . 113, 149,IV . . . . . . . . . . . . . 20, 31, 39, 61, 67,. . . . . . . . . . . . . . . 73, 156,IVSP . . . . . . . . . . 14, 15, 20, 24, 25,

AC Index June13 23/05/2013 15:03 Page 1

WORLD AIRCRAFT SALES MAGAZINE – June 2013 5

06.13

- IN THIS ISSUE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

IVSP . . . . . . . . . . 14, 15, 20, 24, 25, . . . . . . . . . . . . . . . 34, 41, 61, 67, 113,. . . . . . . . . . . . . . . 138, 156,V. . . . . . . . . . . . . . 19, 34, 53, 67, 155,100 . . . . . . . . . . . 97,150 . . . . . . . . . . . 20, 39, 85, 97, 111,. . . . . . . . . . . . . . . 115,200 . . . . . . . . . . . 7, 20, 24, 26, 31, 35,. . . . . . . . . . . . . . . 41, 55, 67, 76, 113,. . . . . . . . . . . . . . . 155,400 . . . . . . . . . . . 142,450 . . . . . . . . . . . 14, 15, 19, 39, 41,. . . . . . . . . . . . . . . 55, 67, 97,500 . . . . . . . . . . . 35,550 . . . . . . . . . . . 7, 34, 35, 53, 61, 67,. . . . . . . . . . . . . . . 97,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 44,400A . . . . . . . . . . 41, 44, 57,Premier 1A . . . . . 17, 27, 51, 97, 151,King Air200 . . . . . . . . . . . 49,350 . . . . . . . . . . . . 25, 45, 49, 67, 97, . . . . . . . . . . . . . . . 113,B200 . . . . . . . . . . 49, 73, 97,C90 . . . . . . . . . . . . . 44, 45, 69, 97,Hawker400XP . . . . . . . . . 67, 97,750 . . . . . . . . . . . 115, 156,

800A . . . . . . . . . . 151,800B . . . . . . . . . . 47,800XP . . . . . . . . . 31, 45, 47, 55, 73,. . . . . . . . . . . . . . . 97, 147, 156,850XP . . . . . . . . . 1, 17, 31, 53, 69,. . . . . . . . . . . . . . . 76, 97, 141,900XP . . . . . . . . . 45, 53, 69, 97, 156,1000B . . . . . . . . . 47,4000 . . . . . . . . . . 21,

IAIAstra . . . . . . . . . . 44,Astra SP . . . . . . . 155,Astra 1125 . . . . . 55, 59, 67,Astra SPX. . . . . . 5, 41, 55,

LOCKHEEDJetstar II . . . . . . . 155,

PIAGGIOAvanti II . . . . . . . 113,Avanti P180 . . . . 47, 57,

PILATUSPC12-47 . . . . . . . 29,PC12-45 . . . . . . . 152,

PIPERCheyenne IIXL . 44,Seneca . . . . . . . . 43,

Seneca V . . . . . . 69,Meridian . . . . . . . 49,

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

SOCATATBM 700A . . . . . 111,TBM 700B . . . . . 44, 111, 143,TBM 700C2 . . . . 111,TBM 850. . . . . . . 111,

HELICOPTERSAGUSTAWESTLANDA109 Power . . . . 47,AW 109E. . . . . . . 152,AW139 . . . . . . . . 24,Koala. . . . . . . . . . 97,

BELL206L4 . . . . . . . . . 151,212 . . . . . . . . . . . 151,230 . . . . . . . . . . . 69,407GX. . . . . . . . . 119,412EMS . . . . . . . 151,

EUROCOPTERAS 350 B . . . . . . 152,

AS 350 B3 . . . . . 69,AS 355 N . . . . . . 69,EC 135 P2+ . . . . 97,EC 135T2 . . . . . . 23,EC135T2i . . . . . . 69,

MCDONNELL DOUGLASMD 600N . . . . . . 97,

SIKORSKYS-76+ . . . . . . . . . 26,S-92 . . . . . . . . . . 23,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 81,Aircraft Perf & Specs . . . . . 117, 123,. . . . . . . . . . . . . . . . . . . . . . . . 153,Aircraft Title/Registry . . . . 79, 121,Avionics . . . . . . . . . . . . . . . . 102,103,Finance . . . . . . . . . . . . . . . . 99,Ground Handling . . . . . . . . 153,Photography . . . . . . . . . . . . 117,

The Global Aircraft Market Online

AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

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

[email protected]

Security. Trust. Confidence.

1997 - 2013

PAR AVION LTD.

YearsYearsasas

ASTRA SPX | S/N 1024048 TSN, MSP GOLD

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

Will deliver with Fresh C Inspection

1994 CITATION VII | S/N 70445440 TSN, MSP GOLD

NZ 2000, TCAS I, STORMSCOPEDOC 8 C/W MAY/2010

EXCELLENT PAINT/ INTERIOR

CITATION 650 | S/N 0059AVAILABLE FOR LEASE

5573 TSN, -3C, MSP GOLDHONEYWELL EFIS (4-TUBE), DUAL GNS-XLS W/ GPS

TCAS II, EGPWS, SATPHONE, FREONNINE PASSENGER INTERIOR INCLUDING BELTED LAV

1997 FALCON 900EX | S/N 0086016 TSN, MSP

HUD, TAILWIND 500, WIFISATCOM, SATPHONE, SATAFIS, FULLY WIRED FOR FANS

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

1997 FALCON 900EX | S/N 0128105 TSN, 2814 TL

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

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

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

COMING SOON: EASA CJ3, FALCON 50EX

AC Index June13 23/05/2013 15:00 Page 2

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

World Aircraft SalesEDITORIAL

Deputy Editor (London Office) Matthew Harris

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

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proudly presents1998 Gulfstream IV-SP

Serial Number 1338See page 27 for further details

Ultra long and long-range aircraft:

Cover feature: 2003 Gulfstream G550 #5004

1998 Airbus A310-3042005, 2006, 2007, 2013 Global 5000; Q4-2013 Global 6000

2000, 2001, 2002, 2005 Global Express

2006, 2007, 2010 Global XRS; 2010 Falcon 7X

2015 Gulfstream G650; 2002 Gulfstream V

Medium range aircraft:2007 Challenger 300; 1988, 1989 Challenger 601-3A

1995 Challenger 601-3R; 1998, 2001, 2005 Challenger 604

2009, 2010, 2012, 2013 Challenger 605; 2007 Challenger 850ER

2001, 2005 Citation X; 2004 Falcon 2000EX EASy

1987 Falcon 50; Q1-2015 Legacy 500

1997, 1998 Gulfstream GIVSP; 1988 Gulfstream IV

2003 Hawker 800XP; 2006 Hawker 850XP; 2008 Hawker 900XP

Short range aircraft:1993 Citation VI; 2009 Hawker 750; 2006 Lear 60

Jetcraft is pleased to present the

following exceptional opportunities:

gg

g

g

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April 2013

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Excellence.

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


May 2013

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Panel June13 21/05/2013 10:04 Page 1

Contents

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

Regular Features18 Viewpoint28 Aviation Leadership Roundtable104 Aircraft Performance & Specifications114 JETNET >>KNOW MORE124 Market Indicators128 BizAv Round-Up

Next Month’s IssueBusiness Aviation & The BoardroomTurboprops: Single or Twin?Aircraft Comparative Analysis: Hawker 800A

Featured Articles - Business Aviation and the Boardroom32 Control: Business aircraft offer many benefits, but none is as significant as an

operator’s ability to influence the safety and effectiveness of air transportation…

36 Trends Favoring Business Aviation: As Airlines seek to increase passenger load factors (reducing capacity and focusing on hub airports), the need for Business Aviation is highlighted.

42 BizAv Services Use Policies: Boards set Business Aviation travel policy.Here, we explore how that policy should reflect the unique needs of the corporation.

56 Block Charter & Jet Cards: Continuing our series on methods for accessing Business Aviation, we consider the pros and cons of Block Charter and Jet Cards.

60 Buying Wisely in an Unstable Market: Noting instability in today’s BizAv market, we consider the benefits of acquiring the right product to serve today’s business opportunities.

64 Non-Owned Aircraft Insurance: If you utilize a non-owned aircraft to transport company personnel you’ll need a true understanding of the additional insurance needs.

66 Medium Jet Value: A look at the benefits of the Medium-sized jet, and a listing of values for models built over the last 20 years.

Main Features72 Aircraft Comparative Analysis – Gulfstream G200: How does the

performance of the G200 stand up against Bombardier’s Challenger 300 and Dassault’s Falcon 2000?

80 GAMA 1Q 2013 Shipment Analysis & Report: Mike Potts looks at the delivery numbers and discusses the intricacies of what seems to be a slightly prettierpicture than before…

Plane Sense on Paperless Cockpits88 Electronic Flight Bag Classification: Ken Elliott walks us through the different

classifications and capabilities for EFB hardware and software.

94 EFBs and the Pre-Owned Aircraft Purchase: EFB systems may be certified on the aircraft you’re looking to buy, but what are the FAA requirements for transferring use?

98 Tablet’s Cockpit Invasion: They’re useful additions to any cockpit, but there’s also a danger that the various devices that can be used in the paperless cockpit could provide a distraction if their use isn’t regulated.

108 Downsizing Your Aircraft: A look at the advantages to downsizing your aircraft asopposed to stepping away from the market altogether…

118 Global Systems Tracking: Dave Higdon looks at the way global systems have evolved to connect business aircraft everywhere today.

Volume 17, Issue 6 – June 2013

32

56

66

Panel June13 22/05/2013 16:10 Page 2

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

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FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

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Hawker 850XP/258812

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Gulfstream G550/5025

Gulfstream G450 2Q 2012

Hawker 850XP/258812

Boeing BBJSerial Number: 29273

Registration: VP-BBJ• 18 Passenger

• One Owner Since New

• Pats 9 Tank Configuration

• CVR/FDR

• SATCOM

• Heads Up Display (HUD)

• Airshow Network

• SFAR88 modification requirements c/w

3/12

• Basic Operating Weight: 95,096 lbs

• US$31,950,000

Boeing BBJSerial Number: 36714

Registration: VP-BFT• 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

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Hawker 850XP/258812

Boeing BBJSerial Number: 28579Registration: N920DS

• 17 Passenger

• 2008 Paint & Interior

• Both aft stateroom's have private

lavatory & shower

• Six fuel tanks installed (one in storage)

• SFAR 88 tank mod c/w 4/09

• Flight Dynamics Heads Up Display

(HUD)

• CMC EFB's with XM Weather

• High Speed wireless internet access

• Engines on GE MCPH

• Fresh 36 Month/2000 Hour Inspections

• Make Offer

Boeing BBJSerial Number: 30076Registration: VP-BBW

• 19 Passenger

• Interior Refurbishment 2010

• Pats 8 Tank Configuration

• Recent A1, B1, C1 Checks and

SFR88 Mod

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Challenger 850ERSerial Number: 8051Registration: VP-BSD

• 1260 Hours Total Time

• APU: Time Since New 1861 Hours

• Engines enrolled in JSSI/VEST

Complete Plus Engine Maintenance

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• Airshow 410

• Two fuel tanks (PATS System)

• AERO-H SATCOM

• 15 Passenger

• US$15,950,000

Challenger 605Serial Number 5704Registration: M-FBVZ

• Total Time: 1616 Hours

• Total Cycles: 993

• Proline 21

• Collins SRT 2100 Inmarsat SATCOM

• Airshow 410

• 10 passenger

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Hawker 850XP/258812

Global XRSSerial Number: 9195

Registration: N4T• Total Time: 3119.4 hrs• Landings: 1023• Aircraft Maintenance Tracking

Program: CAMP SYSTEMS• Engines are on Condition • Second GPS (Honeywell GPS550)• Cabin Humidification System• FDR Upgrade – Crew Force

Measuring System• High Speed Data• 13 Passenger Interior• In Service May 31, 2007• US$30,950,000

Legacy 650Serial Number: 14501136

Registration: VP-CPL• Total Time: 633.18• Total Cycle: 248• Airframe is on Embraer Executive Care

Agreement• Engines are enrolled on RRCC• Long-Range Fuel System• Electronic Flight Bag• Solid State Cockpit Voice Recorder – SSCVR• Solid State Flight Data Recorder – SSFDR• Airshow 4000• 13 Passengers Interior• US$22,950,000










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Hawker 850XP/258812

Gulfstream IVSPSerial Number: 1385

Registration: N4818C• TTAF: 4266

• Landings: 2701

• APU on MSP

• Honeywell MCS-6000 SATCOM

• Securaplane 500 security system

• CVR/FDR

• Honeywell TCAS 2000

• Aft galley

• 14 Passenger

• US$10,995,000

Gulfstream 450• Year of Manufacturer: 2007

• 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

• Forward Galley

• 14 Passenger Interior

• Make Offer










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Boeing BBJ/28579

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Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

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Hawker 850XP/258812

Gulfstream G450Serial Number: 4148Registration: VQ-BCE

• In Service 2009

• Total Time: 976

• Landings: 410

• Airshow 4000 System

• Honeywell PRIMUS EPIC II

• External Camera System

• Forward Galley

• 14 Passenger

• Available for Showings

• US$26,950,000

Gulfstream IVSPSerial Number: 1468

Registration: N700NY• TTAF: 4827

• Landings: 2692

• Engines on RRCC

• CMP MSG-3 Maintenance Tracking

• Honeywell TCAS II w/Change 7

• EGPWS

• 13 Passenger

• RVSM Compliant

• US$13,950,000










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Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

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Hawker 850XP/258812

Falcon 2000Serial Number: 1

Registration: G-YUMN• Total Time: 6289.27 hrs• Landings: 5614• Engines and APU on Honeywell MSP Gold• B-RNAV/RVSM/RNP10/RNP5 Compliant• CVR/FDR• Honeywell Mark V EGPWS• Collins TTR 920 TCAS II• Aero M SCM1000 Honeywell SATCOM• Airshow Genesys 400• Elegant 10 Passenger Fireblocked Interior• New Paint in April 2007• US$5,300,000

Citation XLSSerial Number: 5763Registration: OE-GSZ

• Total Time: 2919.50 Hours

• Total Cycle: 2206 Landings

• RVSM Capable

• Thrust Reversers

• Precision RNAV Capability, B-RNAV/RNP5

• U.S. Steep Approach including England

Option

• On Cessna ProParts Program

• On ProAdvantage+ Program

• On AuxParts Program

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Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

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Boeing BBJ/36714



Hawker 850XP/258812

Hawker 850XPSerial Number: 258812Registration: D-CLBH

• TTAF: 1552

• Landings: 1078

• Engines on MSP Gold

• Collins Pro Line 21 system

• Airshow 410

• 2nd 15’’ LCD monitor

• Belted Lavatory

• AFM Supplement for JAR OPS

• Additional stowage drawers under four

forward seats

• Long Range Oxygen

• US$5,750,000

Premier 1ASerial Number: RB-172Registration: G-EVRD

• 1450 Hours TTAF

• UK Based

• Engines on JSSI

• Executive Package

• Moving Maps

• Electronic Charts

• US$2,250,000


18 WORLD AIRCRAFT SALES MAGAZINE – June 2013 Aircraft Index see Page 4www.AvBuyer.com

by Gil Wolinne of the most famous aviationmovie quotes, from Top Gun, afilm that helped inspire count-less mid-1980s teen to pursueflying as a career, was “I feel the

need … the need for speed.” After all, flyingis all about speed…isn’t it? Perhaps – butperhaps not in all aspects.

Business Aviation certainly has been aboutspeed; about saving time; getting to cus-tomers, to vendors, to partners, in the mosttime-efficient manner possible; and stayingahead of the competition. And this year marksthe golden anniversary of a couple of well-known aviation “speed demons” – not a badtime to reflect on that “need for speed” – inaviation, as well as in business.

Those ‘speed demons’ are Dassault andLearjet, two business jet manufacturers thatnow have been in continual production for 50years. The former is marking the 50th anniver-sary of the Fan Jet Falcon, forerunner oftoday’s family of Falcon business jets. And theLearjet celebrates the 50th birthday of thegranddaddy of all light jets, the Lear JetModel 23.

Now, while both were among the first busi-ness jets in production, neither can claim to bethe first. That honor belongs to the LockheedJetStar (first flight 1957) followed by the NorthAmerican Sabre 40 (first flight 1958).Certification for both aircraft took four years,with first customer delivers occurring in 1961and 1962 respectively. The Fan Jet Falcon (laterbranded the Falcon 20) moved a bit morequickly, with first flight occurring in May 1963followed two years later with the first cus-tomer delivery in June 1965.

But it was Bill Lear who put “jet perform-ance” into the “jet development” process –and he did so by restricting the Lear Jet Model23’s maximum take-off weight to 12,499pounds, enabling him to certify the Lear Jet 23to the less-stringent Federal AviationRegulation (FAR) Part 23 standard, usuallyreserved for piston aircraft, in just one year.

The entrance of other mid-size and lightjets into the market– like the DH/HS 125 and

Jet Commander – dictated that Falcon andLearjet immediately look to the next iterationof their product line. And in short order camethe Falcon D in 1968, and Models E and F in1970. Learjet moved into the more-demandingFAR Part 25 realm in 1966 with the Model 24,followed by the 24B in 1968, and the 24D andeight-passenger Model 25 in 1970.

Dassault and Learjet have not been alonein the relatively rapid introduction of newmodels over the years. The development ofthe high-bypass turbofan engine in the early1970s spurred the development of new busi-ness jets by all manufacturers. Some wereupgrades of existing models – like the Lear 35from the Lear 25, and the HS125-700 from the-600 – and others were completely new air-craft, like the first business tri-jet, the Falcon50, and the mid-size Learjet 55.

Cessna followed its 1969 Citation 500 withthe Citation I and an extended-cabin CitationII, quickly followed by the mid-size CitationIII. And so the OEM game of numbers and let-ters has played out for the last 50 years, as theII becomes the III, the IV the IV-SP, the 604becomes the 605, and the Global Express theGlobal 7000.

It’s not unlike what we’ve seen in SiliconValley during the past 40 years – only there,the product upgrade introductions come sofast, they’re measured not in whole numbers,but in tenths. 1.0 may beget 2.0. But you’relikely to see 2.1, 2.2, and 2.3 in short orderlong before version 3.0 comes to market.

And that’s because the mantra in SiliconValley is not just to move fast, to stay ahead ofthe curve, to be first. It’s also “fail fast,” andlearn from your mistakes – but make certainthat you are first to market with Version 1.0

before anyone else.If you wait, some-one else will seizethe initiative, andestablish a poten-tially unassailablemarket share. Youdon’t have to beperfect right out ofthe box – youwaste a valuable“first to market” advantage if you try.

Frankly, you can fix it with those succes-sive versions 1.1, 1.2, 2.0 – and sometimesincrease your ROI on the original sale bycharging for the upgrades. Just be first tomarket with new technology.

In the words of computer guru GuyKawasaki (channeling Bobby McFerrin),“Don’t Worry, Be Crappy.” As he says in hisblog:

“An innovator doesn’t worry about shippingan innovative product with elements of crappinessif it’s truly innovative… If a company waits – forexample, the engineers convince management toadd more features – until everything is perfect, itwill never ship, and the market will pass it by.”

But “failing fast” just isn’t an option for us.In aviation, being just “good”, isn’t goodenough. Coming to market too quickly, just tobe first with a new product or service, withthe intent to “fail fast” and follow withVersion 2.0, can cost lives.

After all, this isn’t “Flight Simulator”. Thisis Real Flight we’re dealing with here!

❯ Gil Wolin draws on forty years of aviation market-ing and management experience as a consultant tothe corporate aviation industry. His aviation careerincorporates aircraft management, charter and FBOmanagement experience (with TAG Aviation amongothers), and he is a frequent speaker at aviation,travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, andcurrently serves on the Advisory Board for CorporateAngel Network and GE Capital Solutions-CorporateAviation. Gil can be contacted at [email protected]

Don’t Worry, Be Crappy

But “failing fast” just isn’t an option for us.

VIEWPOINT

O

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

Gil WolinJune2013_Gil WolinNov06 22/05/2013 09:39 Page 1

Avpro 4 page June 20/05/2013 15:18 Page 1

AIRCRAFT FOR SALEFOR MORE INFO VISIT WWW.GUARDIANJET.COM

OR CALL 203-453-0800

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

2009 Global 5000 SN 9222Airframe TT - 1566.3 $32,995,000* APU enrolled on Honeywell MSP* Engines enrolled on Rolls Royce Corporate Care Program* Honeywell Primus 2000 XP integrated Avionics System* Triple Honeywell Laseref III HG-2001GD03 IRUs* Additional Refuel/Defuel Panel in cabin* Securaplane Security System

2002 Falcon 900EX SN 110Airframe TT - 6271.1

$15,250,000* Honeywell Primus 2000* Pilot & Co-Pilot EVAS Systems* Aircell ATG4000 High Speed Internet Broadband System* New carpet installed July 2012* One Fortune Owner Since New

Photos by FGL & Associates


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

2004 Falcon 2000 SN 218Airframe TT - 1638.4

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

* Third Flightdeck Seat* Airshow Genesys



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

2006 Agusta AW139 SN 31061Airframe TT - 517.4

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



Guardian Jet 4 page June 21/05/2013 10:53 Page 1


OR CALL 203-453-0800


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

1996 Gulfstream G-IVSP SN 1301Airframe TT - 7974.5

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



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

2005 Citation Sovereign SN 680-0054Airframe TT - 3623.6

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



2005 Citation Sovereign SN 680-0046Airframe TT - 3618$7,295,000* One Fortune Owner Since New* Airshow 400 & XM Radio 400* GoGo Biz ATG-4000 High Speed Data* Engines enrolled in P&W ESP Gold* Honeywell WU-880 radar receiver/transmitter* Dual Honeywell GPS modules for Epic System

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

$6,400,000* 3.5 years remaining on warranty* Part 135 equipped and capable* Jeppesen Electronic charts* Collins Pro Line 21 System* Maintenance Tracking by CAMP* Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System





OR CALL 203-453-0800


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

2010 Citation Encore+ SN 815Airframe TT - 899

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



2008 Cessna Citation CJ3Airframe TT - 850.7 $5,600,000* One owner since new* Engines enrolled on Williams TAP ELITE program* Aircell ST-3100 Iridium Satellite Phone System* Precise Flight Pulse Light System with TCAS II Interface* Enrolled in CAMP/CESCOM* Collins RTA-800 Weather Radar System

1999 Sikorsky S76C+ SN 760499Airframe TT - 2865

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



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

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

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





OR CALL 203-453-0800


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

* One Owner Since New

1999 Lear 45 SN 45-056Airframe TT - 7023

$2,790,000* One Fortune Owner Since New* Engines enrolled on MSP* Honeywell Primus 1000 Avionics System* Honeywell Primus WU-650 Color Weather Radar* Thrust Reversers* Magnastar C-2000 Flight Phone



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

1991 Challenger 601 3A SN 5084Airframe TT - 8158.4

$2,295,000* Honeywell SPZ-800 five-tube Avionics Suite* Satellite AFIS* Additional Refueling Panel* Pulselight System* APU Enrolled on MSP* Honeywell Primus-880 Weather Radar with 18 inch dish



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

2001 Challenger 604 SN 5488Airframe TT - 3760.5

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




realized I had been spending somuch time talking about the val-ues and the trends of aircraftthat I have not focused on awonderful topic for discussion -

the great men and women who make up ourindustry globally. Believe me it is not because Iam taking them for granted or forgetting theyare here every day. Sometimes we just get busyand do not acknowledge this powerful group.

Two weeks ago I had the privilege to beincluded in a manufacturer’s special informa-tional event at an off-site location. This was atwo-day gathering that was both a social aswell as a business update session. It wasattended by at least fifty people from all overthe United States and abroad. These were notexclusively dealers and brokers but other keyplayers of our industry including aircraft attor-neys, 1031 Exchange specialists, lenders andconsultants. These people are exceptionalexamples of who makes up our industry.

Early in my career I was very skeptical ofthe role of the aviation attorney as I wasinclined to believe they would find ways toconfuse a deal and prevent it from proceedingsmoothly. I was so wrong and as I maturedand became more aware of the exceptionalservice they provide, I also became aware ofhow important they are to the success of thedeal. I might also add that in the transactionsthat our office is a part of each year, probablyninety-five percent of them have brokers onthe other side. So the participation of a skilledaviation sales professional and aviation attor-ney is critical to the success of a transaction.

It is important that neither side createswhat I call manufactured tension. There is noreason to push or pull in a transaction. Justguide. This is about the partner not anaccidental occurrence.

The manufacturer’s event reminded me of

the treasures we all get to work with daily: Thepeople who attended are many of the peoplethat I get to talk to and shape successful trans-actions with daily. It was like a family reunion!We were all sincerely glad to be together. Weshared stories of the more difficult transactionswe helped our respective clients navigate suc-cessfully, and those stories of the one that gotaway. We each questioned, ‘why did the clientchoose you and not me?’ It was such a greatexchange of war stories.

In keeping with this theme, I am remindedof an old friend who has shared this industrywith me for the entire 39 years I have beeninvolved. One day a few months ago thephone rang and it was him - the owner of afamily brokerage business just like ours. Hejust wanted to say ‘hello’ and catch up, andtold me he had made a pledge to call three oldfriends a day for the next two weeks.

So often we forget to just say hello tofriends and see how they are doing. That con-versation allowed us to discuss the kids ofcourse, and how they were progressing in thebusiness as well as talk a little about old times- but more importantly we looked together atwhat might be in store for us going forward.There was no competitive banter, simply twoold friends who have shared an industry fordecades talking about our future - after all, wehave many collective years and have with-stood the test of time.

We have shared many downturns andmany recoveries and now was a chance to dis-cuss how our businesses are changing. Forexample, when we first started out as youngmen we really only had three time zones tomanage. Today we must manage an entireworld of cultures and time-zones. As we hungup, we promised each other to talk far moreoften and reach out to each other to find moreways to work together. I think this exercise is a

great one. We do notalways think aboutour friends within theindustry enough.

The message of thisarticle is a simple one:Remember how won-derfully populated thisindustry is. Don’t justsit back and have thethought. Reach outand say hello to your partners more often.

With respect to the aviation attorneys, thelenders, or the other fine specialists that thisindustry employs a quick call with some regu-larity might even bring you a few extra trans-actions each year. At the very least it might justbe a nice way to begin or end a day in theoffice.

So today, I am going to make those threecalls to say hello and remind old friends that Iam here and anxious to rekindle those power-ful friendships. To all those industry friendswho I saw at the manufacturer’s event recent-ly, what a treat it was for me. See you all againsoon, I hope!❯ Jay Mesinger is the CEO and Founder of J.Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman ofAMAC. He now serves on the Jet Aviation Customerand Airbus Corporate Jets Business AviationAdvisory Boards (BAAB). Jay is also a member ofEBAA and the Colorado Airport BusinessAssociation (CABA). If you would like to join in onconversations relating to trends in BusinessAviation, share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. Formore information visit www.jetsales.com.Do you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to: [email protected]


The People In Our Industry

THE AVIATION LEADERSHIP ROUNDTABLE

I

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

JMesingerJune13_JMesingerNov06 20/05/2013 14:18 Page 1

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

2014 Q2 BBJ

2011 Global Express XRS

2011 Challenger 605

2007 Citation XLS

2000 Citation X

2007 Cessna Citation Sovereign

2014 Q4 EMB 500

2007 PC-12/47

CHICAGO312.226.8541

SAN FRANCISO707.592.6960

DALLAS214.415.3725

TAMPA727.420.1607

PARIS33.4.72.81.15.15

LYON33.6.28.75.69.30

MUNICH/STRAUBING49.151.466.47553

VIENNA43.676.780.0147

ISTANBUL90.212.283.02.42

BEIJING86.10.65330620

2014 Q4 EMB 500 2007 Citation XLS

2014 Q2 BBJ 2007 PCC-12/47

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Jet Collection June_Layout 1 20/05/2013 15:24 Page 1

—DWIGHT D. EISENHOWER

The supreme quality

for leadership is unquestionably

integrity. Without it,

no real success is possible.

After three decades of proven success in aircraft sales and more than 1,000 transactions, OGARAJETS continues to prove the most crucial elements in any transaction are integrity and trust. Imagine putting that kind of leadership to work for you when buying or selling an aircraft.

FOSTERING CONFIDENCE IN AIRCRAFT TRANSACTIONS

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O'Gara June 21/05/2013 17:35 Page 1

O'Gara June 21/05/2013 17:35 Page 2

Control:Business Aviation’s Unique Advantage.Business aircraft offer many benefits, but none is assignificant as an operator’s ability to influence the safetyand effectiveness of air transportation, contends Jack Olcott.

BUSINESS AVIATION AND THE BOARDROOM


alk to your associates andfriends about BusinessAviation. Ask them if they arefamiliar with this form oftransportation, and if so what

are their opinions? You may be surprisedby what you learn.

Recently I was introduced to a retiredgentleman who had a long and impressivecareer with a manufacturing company thatdid business throughout the world. As amarketing expert with the firm, which wasfounded in 1898, he had been responsiblefor company activities in various locationsin the Americas as well as in Australia. One

of his assignments required him to be basedfor several years in Canada.

With no other motivation than facilitatingour friendly conversation, I mentioned that I

was a Director of a Canadian firm engaged inaerospace. Noting the aviation connection, my new

acquaintance said he was a frequent passenger on aLearjet 36 owned by the company and used to reachCanadian customers his firm served in remote loca-tions. Without any prompting on my part, he expand-ed upon the importance of the business aircraft inreaching areas of Canada where public air transporta-tion was limited or non-existent.

“The aircraft was essential to our operation," he vol-unteered. “Our company made many products includ-ing large conveyer belts used in the mining industry. Wewere able to meet with our Canadian customers at theirwork sites promptly to address their needs. That Learjetwas a great way to travel. Fast, ample for our smallteam of sales and engineering specialists, and very fast.We were able to use airports that bigger jets didn’tserve.”

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

T

PUT FAR-AWAY PLACES IN THE PALM OFYOUR HAND WITH BUSINESS AVIATION

BG 1 June13_FinanceSept 20/05/2013 16:53 Page 1

BENEFITS BEYOND ACCESSBeing able to reach remote locations is just one ofthe many benefits of Business Aviation. Placingthe right person or sales team at the right place atthe right time, ahead of the competition, is simplygood business.

The duration of a meeting depends on what isbeing accomplished rather than being constrainedby Airline arrival and departure times, sluggishsecurity screening and boarding delays. In addi-tion to being effective, use of business aircraftdemonstrates commitment to customers. Themobility provided by Business Aviation reflectsthe high value a firm places on employees, clientsand time.

But there is much more to the benefits of thisform of transportation. In particular, considerbroader issues of control beyond those of schedul-ing. Individuals deeply engaged in BusinessAviation often say that control over the nature andimplementation of transportation is the benefitthey value most.

ONE USER’S RESPONSEA provocative response to the benefits questionwas given by an entrepreneur who owned a com-pany with business aircraft. ”One word is myanswer,” he said. “‘Control’—pure and simple!

“Business Aviation,” he continued, “more sothan any other form of transportation, providesour company with the greatest ability to influencefactors that impact safety, security and effective-ness. Our Board, working with the experts we hirewithin the company’s flight department, sets thesafety standards of our operation. We establishbest practices and monitor the implementation ofthose policies and procedures.

“While other providers of air transportation,such as the scheduled Airlines and major charteroperators, have excellent safety records, we don’twant to be dependent on someone else—someonewho we do not know as well as we know ourcompany’s flight personnel—to be responsible forsafe and secure travel. In essence, when we usepublic transportation we abdicate control over thewellbeing of our most important assets—ouremployees—to parties over which we have neithercontrol nor detailed knowledge of their behavior.”

Re-enforcing his reasoning, he said, “Unlikeautomobiles and even to some extent trains, busi-ness aircraft are rarely involved in collisions withother vehicles. Thus we have a very low risk thatour company aircraft will be blindsided by anoth-er aircraft, and we can strictly adhere to policiesthat minimize even the low risk of mid-aircollisions.

“Other safety issues, such as what weather con-ditions are acceptable, are stated in our operationsprocedures and followed with pride by our crews.Because our pilots know our employees and rec-ognize who is the lead passenger on each flight,security is assured. Nothing is more effective incountering terrorism than facial recognition.

“Because operating our company aircraft pro-vides us with more control compared with otherforms of transportation, we feel more secure—andthat is a good feeling,” he concluded.

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

Business Aviation and the Boardroom continues on Page 36

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – June 2013 33Advertising Enquiries see Page 8

“ Individualsdeeply engaged

in BusinessAviation often

say that controlover the

nature andimplementation

oftransportationis the benefit

they valuemost.”


eport No. ICAT-2013-02 published in May2013 by the Massachusetts Institute ofTechnology’s International Center forTransportation describes a recent trend by

scheduled Airlines in the USA to reduce the numberof flights available for passengers as well as increaseconcentration of activities at hub airports.

As shown in the charts below, since 2007 thenumber of departures by scheduled air carriers hasfallen by over 14 percent at all domestic airports andby over 21 percent at smaller airports, due mainly tomajor Airlines reducing frequency of service to largehubs and removing direct flights to small andmedium-sized communities.

Furthermore, the report concludes that the trendtoward frequency reduction and hub concentra-tion—a policy it calls “Capacity Discipline”—is like-ly to be practiced throughout most of the nextdecade.

Coupling this trend with the reality that businessaircraft have traditionally provided access to nearly10 times the number of airports with any scheduledservice and about 100 times the locations withschedules that meet the demanding needs of manybusiness travelers, and it is clear that our nationrequires the added dimension of transportation thatBusiness Aviation provides.

Transportation in its many forms is a necessityfor our nation’s economic recovery. Rural America isprimed to welcome companies willing to establish anew plant or expand existing facilities, thereby cre-ating jobs. As scheduled Airlines increase their con-centration on established hubs, Business Aviationprovides access to emerging opportunities.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 42

Responding to high fuel prices and stockholder demands forgreater returns, scheduled Airlines in the USA are adoptingstrategies that increase passenger load factors by reducingcapacity and focusing on hub airports—trends that reflect theneed for Business Aviation, notes Jack Olcott.

R

Trends FavoringBusiness Aviation



” ...it is clear that our nation

requires theadded

dimension oftransportationthat Business

Aviationprovides.”

CHART A - SCHEDULED DOMESTIC DEPARTURESFROM ALL U.S. AIRPORTS

CHART B - SCHEDULED DOMESTIC DEPARTURESAT SMALLER U.S. AIRPORTS

2007 2008 2009 2010 2011 2012Not Lg Hub 4.33 3.9 3.75 3.7 3.6 3.43Large Hub 5.4 5.3 4.95 4.9 4.9

02468

1012

Millions of Departures

Not Lg HubLarge Hub

4.8

2007 2008 2009 2010 2011 2012Non Hub 0.75 0.75 0.75 0.75 0.75 0.75Sm Hub 1.475 1.25 1.1 1.15 1.1 1.05Med Hub 2.15 2 1.8 1.7 1.65 1.575

00.5

11.5

22.5

33.5

44.5

5

Millions of Departures

Non HubSm HubMed Hub

SOURCE: MIT SMALL COMMUNITY AIR SERVICE WHITE PAPER NO. 1, MAY 2013

BG 2June13_FinanceSept 20/05/2013 16:59 Page 1

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hen I started my aviation consultingcareer, one of my first clients told me;“Once you’ve seen one company’suse of Business Aviation, you haveseen one company’s use of Business

Aviation.” His point was straightforward: The busi-ness, organizational and cultural challenge related

to “who can use the company airplane” is unique toeach user.

The “one-size-fits-all” approach to policies candegrade the benefits that business aircraft create.Before policies can be developed, it is critical toanswer three questions:

1. What is your business’ Strategic Intent?2. What is your corporate Organization and its

resulting Culture?3. How does Business Aviation support each?

STRATEGIC INTENT Is your business growing or maintaining? If you aremaintaining (i.e., focusing on holding cash) thencost management is a major part of your strategy,which may be mutually exclusive to the premiumcosts of Business Aviation. On the other hand, ifyour goal is growing, you are more focused on rev-enue development through offering new productsor services, reaching underserved markets, or seek-ing horizontal or vertical acquisitions.

The impact of time on the key people makinggrowth happen has a leveraging effect on your busi-ness’ success that far outshadows the marginal costof Business Aviation over the Airlines. The highestand best use of Business Aviation is, therefore, insupport of accelerating and assuring the achieve-ment of your enterprise’s Strategic Intent.

CORPORATE ORGANIZATION AND CULTURE The use of Business Aviation is an effective methodto support the enterprise’s structure and to commu-nicate its corporate culture. For example, if yourcompany is organized around a small team of keyexecutives, you will liberate them to make the most

Boards set policy, and Business Aviation must not be anexception to this ethos. But each policy should reflectthe unique needs of the corporation, assert Pete Agurand his associate Don Henderson.

W

BizAv Services Use Policies.How will you prioritise use of your Company’s airplane?

�



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

continued on page 46


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JetBrokers June 20/05/2013 15:33 Page 2


“Regardless ofculture,Business

Aviation usepolicies shouldbe thoughtful,clearly defined,and published.They should be

endorsed orreviewed by the

highestleadership

group withinthe corporation

(Board ofDirectors,

owner, etc.).”

of their time by saving them three hours for everyleg when you put them on business aircraft.

One Airline trip per week will cost over 300hours per year (which is the equivalent of five exec-utive work weeks or 10% of their work year, assum-ing the average hard-driving executive puts in 60hours per week) of wasted time per executive.Business Aviation puts that time, and much more,back in the plus column for your company for eachfrequent-traveling key executive.

On the other hand if your organizational struc-ture is flat, supported by a culture of collaboration,then egalitarian aircraft use policies that are basedon highest and best business purpose, cost vs. bene-fit, and first-come, first-served, may be appropriate.

BUSINESS AVIATION SUPPORTBusiness Aviation services offer several significantbenefits. They:

• Allow key individuals or teams to participate inmultiple meetings at disparate destinations in days instead of weeks;

• Provide access to communities and business sites that are not served by other forms of transportation;

• Leverage senior leaders’ and other key individuals’ time;

• Act as a powerful sales and branding tool;• Support a corporate culture committed to pro-

viding quality of life for employees; and• Recognize that respecting an executive’s wellbe-

ing is an effective and approprtiate incentative.

How you wish to address each of these questionsshapes your Business Aviation use policies. As thecompetitive arena shifts or the corporate culture

evolves, those use polices also may need to beadjusted.

WHAT USE POLICY SERVES YOURCORPORATION?Regardless of culture, Business Aviation use policiesshould be thoughtful, clearly defined, and pub-lished. They should be endorsed or reviewed by thehighest leadership group within the corporation(Board of Directors, owner, etc.). And they shouldaddress as a minimum the following:

• Access—who has the right to request the company aircraft?

• Authorization—who approves use of the company aircraft?

• Scheduling—who resolves conflicts for competing use of the company aircraft?

• Justification—what method evaluates the bene-fit/cost issues of company aircraft use?

• Purpose—a clear and concise statement of why Business Aviation serves shareholders.

There are a number of other important policiesthat should be addressed overtly, including:

• Operational Standards – What standards will be expected of Business Aviation services? How will those be determined and measured? Will they emulate Airline standards? Will they be just regulatory compliant or Best Practices? How do we align the Business Aviation opera-tional standards with our other corporate quality initiatives, strategic intent and Business Aviation Use Statements?

• Policy Exceptions – Policies cannot be written for every situation. It is important to declare if


HOW DOES YOUR BUSINESSAVIATION USE POLICY

DEFINE WHO HAS PRIORITY IN YOUR CORPORATION ?

�continued on page 50


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1992 Learjet 31A | 31A-0512009 Citation Mustang | 510-0204

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1983 King Air B200 | BB-1140Also Available: BB-545

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“Your use ofBusiness

Aviation isunique becauseyour business is

unique. Thatrequires you todevelop yourown policies.”

exceptions are allowed, and if so, under what circumstances, with whose authority and with what mitigating controls?

• Passenger Pairing or Co-Rider Issues – Are there passengers who should not ride together in the interest of business continuity? Tactically, passenger-pairing policies may be perceived as unnecessarily restrictive and not cost effective. Strategically, business continuity is a factor in passenger pairing policies and brand protection.Furthermore, the highly remote possibility of a mishap may have an impact on market capital-ization for publically traded companies. Even anaircraft incident without injuries can disrupt investor confidence if too many leaders are on the same aircraft. Co-rider policy exceptions may be allowed in predetermined circumstanceswhere risks are deliberately mitigated. Routine exceptions, or variances, indicate the policy is either being ignored or needs to be reviewed.

There are additional supporting Business Aviationpolicies that deserve top leadership review andapproval to assure the effective support of theenterprise:

• Business Aviation service limitations and distribution can be accomplished by a number of methods –o Constrain the number of aircraft available:

Ideally this leads to a negotiation for highestand best use, especially challenging for companies with only one or two aircraft andlittle or no supplemental support from frac-tional/charter aircraft services. User negoti-ations for access requires open and adult dialogue and is least effective in organiza-tions with substantial internal politics or an informal power structure.

o Elevate the point of trip authorization: Thehigher the executive to whom trip requests go, the greater the political visibility (and liability) there is. This situation acts as an effective constraint on use in most organiza-tions, and it usually is in place because one or more top executive feels a high need to control Business Aviation services for all potential users.

o Use an internal transfer fee for the aircraft use (typically called a chargeback): Internalchargebacks can meter the use of the air-craft, depending upon their costs versus commercial alternatives as well as the lati-tude the requestors have within their budg-ets. This method may have a high adminis-trative costs, but it can reduce the need for senior executives being burdened with man-aging aircraft use. Tacticly, it may allow the company to subsidize the expense of the air-craft for lines of business that are under time and performance pressures. Internal charge rates range from artificially nominal to full cost recovery.

o Personal Use: Is personal use allowed? How is it documented? How will imputed income be calculated, and who is responsi-ble for reporting that income to the IRS? Is the impact of personal use on the compa-ny’s tax treatment of aircraft depreciation considered?

• Public Officials – What is the policy for the transportation of public officials?

• Charter Aircraft Use – Are all on-demand formsof transportation subject to the same proceduresand standards as the corporate aircraft? What are the the corporation’s quality assurance stan-dards, processes and practices for charter air-craft services?

• Charitable Use – Is charitable use allowed? Is the business expense risk (loss of depreciation expense) considered? How are requests handled?

• Empty Seats – Are the unused seats available to other traveling employees? Does the user of the aircraft have the authority to not allow others onthe aircraft? Is the expense shared, or do the “add-ons” ride for free?

Your use of Business Aviation is unique becauseyour business is unique. That requires you to devel-op your own policies. Even so, a dialog with otherowners and operators as well as with outsideexperts can ensure the development of a robust, yetefficient policy structure. The graphics overleafpresent a framework for aligning corporatecharacteristics with Business Aviation benefits.


WHO HAS THE AUTHORITY TO APPROVE/ DENY ACCESS TO YOUR COMPANY AIRPLANE ?

�continued on page 54


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ACCESS POLICYWho has the right to request the use of the air-craft? Is there a specific role (i.e, the CEO) orgroup (the Senior Leadership Team) who shouldalways have access? Are specific individuals orlines of businesses excluded from BusinessAircraft use? Are specific types of trips or individ-uals provided preferred or denied access?

APPROVAL POLICYWill aircraft access be controlled by a specificindividual or will multiple layers of approval berequired to use the aircraft? Will any individualor position have the authority to use the aircraftwithout any additional approval (self-approval)?

SCHEDULING CONFLICTIf there are competing requests to use the aircraft,who will get priority? Will individuals or teamshave the authority to “bump” others off the air-craft? If someone is bumped from the aircraft, willtheir needs be satisfied by another form of on-demand air travel (e.g., charter aircraft service,fractional aircraft service), and who will beresponsible for the incremental expense?

JUSTIFICATIONJustification and documentation should be part ofany policy, regardless of the traveler’s position ona cultural spectrum. It is imperative to be able tosubstantiate to the IRS the business purpose ofeach passenger on each leg. Otherwise the compa-ny’s ability to deduct the aircraft as a businessexpense could be jeopordized. Why the aircraftwas used in comparison to another form of trans-portation is not an issue to the IRS, but it is rele-vant to the company’s internal culture. Value oftime for key individuals or accelerating the busi-ness cycle can easily outweigh a clinical analysisof business aircraft vs. other transportationexpense.

PURPOSE POLICYA Business Use Statement that declares the align-ment of the Business Aviation services with thecorporate strategic intent reduces uncertaintyabout the purpose and value of the use of busi-ness aircraft. In the absence of specificity in poli-cy, a broad statement may provide sufficientguidance.

Examples of a Business Use Statement mightbe as simple as: ‘The use of Business Aviationservices will be a primary tool to maximize theSenior Leadership Team’s time and impact for theenterpise’, or ‘Business Aviation is our primarymethod of reaching our customers. It helps us selltrust and demonstrate our uncompromisedcommitment to excellence’.




ACCESS POLICY

EEgalitarian, Flat, Team Oriented CCulture

IIndividualistic, Hierarchical, CCompetitive Culture

• Access is defined by very large groups or may not be restricted.

• The use of the aircraft is promoted.

• Existence of the aircraft is known across most of the organization.

• Access is limited to a select few individuals.

• Titles or specific individuals are named in the policy identifying access to the aircraft.

• Existence or use of the aircraft may be confidential.

AUTHORISATION POLICY



• May have multiple layers of approval.

• May have predefined “approved” uses.

• Multiple individuals (line of business leaders) may have

• Simplified, possibly only one or two approvals required.

• Approved only at senior leadership level.

• May have a few individuals with “self-approval”

final approval on aircraft use. authority.

SCHEDULING CONFLICT EEgalitarian, Flat, Team Oriented CCulture


• First-come, first-served. • No “bumping”.

• Simplified, possibly only one or two approvals required.

• Approved only at senior leadership level.

• May have a few individuals with “self-approval” authority.

JUSTIFICATION POLICY



• May be based on a comparison against the expense of other forms of transportation.

• May have an additive factor for the value of time.

• May be used to help multiple approvers weigh appropriate use.

• May be based on corporate quality of life issues.

• May be based on information security.

• May be very simple and based on senior leadership request only.

• May be based on the value of business related to the specific trip.

• May be based on Line of Business (requestor).

• May be different based on requestor.


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

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World Aircraft Sales Ad 5_15_13.indd 1 5/14/2013 9:32:40 AM

raditionally, you charter a business aircrafton an “as-needed” basis with no commit-ment beyond the current scheduled flight.If you consistently make use of charter,

however, you may be able to purchase hours inblocks of time for a set price. Block Charter and JetCards are both pre-paid arrangements to receive aspecific number of charter hours.

The Jet Card commonly refers to a formalizedprogram whereby you purchase a “card” that enti-tles the holder to a prescribed number of charterhours. The idea probably came from the gift cardsthat are available from credit card companies andmerchants. Essentially Block Charter achieves thesame purpose, sans the card image and branding.With both, you agree to purchase a set amount of

charter from a single provider. From here on,therefore, I will use the term Jet Card

to apply to all methods ofpre-purchasing a block ofcharter.

The provider of Jet Cardsmay be a single company(such as Marquis NetJets), ora broker (such as AirPartner) that deals withseveral charter providers.

So, what are the advan-tages and disad-vantages of thisform of charter?First, let us lookat what Jet Cardsoffer.

While pro-gram specificsvary fromprovider toprovider, a typi-cal Jet Card planhas the followingfeatures:

Continuing his series on methods for accessing BusinessAviation, David Wyndham addresses Block Charter and Jet Cards...

T

Block Charter & Jet Cards: What are they,and when are they right for you.

�



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


General Aviation June_Layout 1 20/05/2013 16:01 Page 1


• A block of 25-hours is purchased for a set price (e.g., 25-hours for $150,000).

• The type of aircraft is specified (e.g. light jet), along with a specific service provider or categoryof provider.

• There is a single point of contact for scheduling.• The price guarantee and length of contract has a

time limit of a year; most programs will allow the use of unused amounts after contract end, but at a different price.

• Availability may be guaranteed if booked in advance. You may get an aircraft with as little as 24-hours advanced notice for example.

• The provider guarantees the level of service.• Some programs also offer concierge services by

booking ground transportation, hotels and even obtaining tickets to special events or restaurant reservations.

ADVANTAGESCost Savings: Purchasing charter in advancesecures a guaranteed price that does not increaseduring the length of the contract. Many programsdo stipulate a variable fuel cost surcharge toaccount for the volatility of fuel prices.

Availability: With traditional charter, you do nothave a guaranteed aircraft when you call. If the air-craft you require is not available, you may have tobook a larger, more costly aircraft, or look else-where. With a Jet Card, if your aircraft category isnot available, the provider will supply the equiva-lent or superior aircraft. So if the Hawker 900XP isnot available, for example, you may get a larger,Gulfstream G200 at the same price.

Service Consistency: Using a single providershould enable you to enjoy the same level of serviceeach time you fly. Service levels may even improveas the provider learns your needs and preferences(Diet Coke, no ice. Cashews, not peanuts).

DISADVANTAGES (i.e., CAVEAT EMPTOR)You need to be confident that you will use the allot-ted hours during the contract time. If you purchasea Jet Card and find the service is no longer needed,you may not be able to get a refund for the unusedhours. If you do not use the allotted hours duringthe contract length, you may not be able to extendthe contract without paying additional fees. Readcarefully the terms of the contract:• Does the company provide for a refund of

unused funds? Can you apply the unused fundsto a new card?

• Does the service provider have different sizes/capability aircraft? A client of ours flies a mix of short trips with few passengers and longer trips with many passengers. For them, a light jet and a mid-size jet are needed.

• Be sure your special needs are specified in advance and are met by the terms of your Jet Card agreement.

• Does the card have a pre-defined service area? Ifyou travel internationally, does the provider offer the opportunity for charter in those regions? One client of ours is evaluating charter travel from the US to China. If the card provideralso has the ability to offer charter within China,that would make the logistics of the trip planning much simpler.

• What if the company providing the card goes out of business? This may be more of a risk witha smaller charter company, but even large companies are not immune to market forces.

If traditional charter works for you, but you need25 to 50 hours per year, the Jet Card can be a costeffective means of accessing Business Aviation.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 60

“ If traditionalcharter worksfor you, but

you need 25 to 50 hours per

year, the JetCard can be

a cost effective means ofaccessingBusinessAviation.”



2000 Bombardier Global ExpressSerial Number: 9002

Exceptional Pre-Owned Aircraft For Sale

• Capacity: 13 Passengers

• Range: 6,150 NM

• Sleeps: 7

• Leather Seating

• Wi-Fi / Datalink

• Worldwide, Broadband

• High Speed Internet

• Airshow Genesys

• DVD / CD Player

• Forward Galley

• Two Enclosed Lavatories

• Three 21’’ Monitors

1989 Astra 1125Serial Number: 035

• Capacity: 7 Passengers

• Range: 2,643 NM

• Leather Seating

• Engines on Honeywell MSP

• Airframe on Gulfstream CMP

• RVSM Compliant

• Fully Berthable 3-place

divan or 2-single seats

• L/H Extended Range Galley

FEATURES INCLUDE:

FEATURES INCLUDE:

Office: +1 303.799.9999Mobile: +1 949.636.3678

[email protected]

Contact: Brian Panning

‘To buy or not to buy?’, that is the question. Notinginstability in today’s market for business aircraft, JayMesinger reflects on the benefits of acquiring the rightproduct now to serve today’s business opportunities andto move boldly into the future.

Buying Wisely In AnUnstable Market.

�


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


“The challengefor the buyer,therefore, is

deciding whatparametersapply when

evaluating thepurchase of a businessaircraft...”

ome sales professionals say we are in themidst of a buyer’s market for businessaircraft. Others look at prices trendingdown and ask if there might be a better

deal tomorrow. With prices lower than ever in therecorded history of our industry, there is littledoubt that the market favors buyers. We cannotsay with confidence, however, that prices havebottomed or that clear signs of a rebound arepresent. Rather, I believe that our present market

for business aircraft is best described as unstable.The challenge for the buyer, therefore, is decid-

ing what parameters apply when evaluating thepurchase of a business aircraft in today’s unstableand unpredictable market.

UNIQUE OPPORTUNITIESResale prices of business aircraft are not the onlyfactors that are attractive. The price of borrowinghas never been lower, and many buyers can

S

WHICH DIRECTION IS RIGHT IN THIS UNSTABLE MARKET ?

BG5 June13_FinanceSept 21/05/2013 09:10 Page 1

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

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

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

Dennis Blackburn

+1 832 647 7581

• New paint in January 2013 • EASA qualified – Currently operating under a EASA commercial certificate

• Thirteen passenger configuration with forward and aft lavatories • Iridium satellite phone system

• Engines and APU on MSP - Upgraded -150 APU (Lower MSP rate and increased reliability) • Fresh C/2C

inspection and landing gear overhaul • Immediately available – For Sale or Lease – Some trades considered

• Highly desired ten passenger configuration • Upgraded entertainment system with six individual monitors

• Ultra Mid-Class cabin with over 3,000 mile range • EASA qualified – Currently operating under a EASA

commercial certificate • Engines and APU on MSP • Provisions for HUD • Immediately available – For

Sale or Lease – Some trades considered

ALSO AVAILABLE■ New Gulfstream G-550 ■ Global 5000 ■ Citation Jet 3 ■ Boeing BBJ3

■ NEW Boeing 747-8 ■ Boeing 767-200 ■ Citation Sovereign ■ Green BBJ■ Gulfstream G-IV SP ■ Legacy 600 ■ Gulfstream G-IV – Lease

Corporate Concepts International, Inc.1988 Falcon 900B - S/N: 058

1996 Falcon 2000 - S/N: 030

Fernando Garcia

Latin & S. America

+52 55 54077686

Chris Zarnik

+1 919 264 6212

Larry Wright

+1 704 906 3755

Corporate Concepts June 22/05/2013 15:54 Page 1



self-fund an acquisition. Many corporations haveeither the borrowing ability or the ready cash topurchase. Buyers, however, are sensitive to theimpact of price instability on the acquired air-craft’s residual value; they want to retain as muchresale potential in the asset as possible. Suchthinking may be the result of times gone by andthus be misleading in today’s dynamic businessenvironment.

In past markets it was possible to buy a busi-ness aircraft, fly it for a few years and then sell itat - or near - its purchase price. (In fact, there wereunique situations in the mid-2000s when an air-craft garnered a higher resale price from buyersthat wanted the advantages of Business Aviationwithout delay.) At the very least you might sufferwhat had been in the past a traditional deprecia-tion factor of one to three percentage points ayear. Any of those three scenarios (retention ofpurchase price, windfall, or nominal depreciation)would be acceptable to the buyer. Today, though,no one can say with certainty what will happen toresidual values.

SIGNS OF INSTABILITYThe financial crisis that erupted in 2008 had a pro-found effect on the market for business aircraft.One would have thought that an aircraft pur-chased in 2010 might increase in resale value overits depressed purchase price, or at the very leastmight be an even ride. In fact prices continued aslide in every category of aircraft, and in manycases lost as much as 28-35% of value since thefalse 2010 bottom.

Furthermore, following 2008 the lending com-munity changed drastically. Borrowed moneyeither was not available or was rather cumber-some to obtain, especially for some older aircraft.

In the recent past, if you wanted a pre-ownedaircraft that would retain its value based on his-torical markers you needed to buy a model cur-rently in production but not over 10 years old. Insome situations, the better option was purchasingan aircraft that was manufactured within the lastfive to seven years, and considering resale beforeit was 10 years old. No longer could you considerthe older mainstays of the Business Aviation fleetas safe bets for retaining high resale valuations.

In the words of songwriter Bob Dylan, “Timesthey are a-changing.” Today stock indices are atrecord highs. Business seems to be recovering.Airlines are curtailing service to smaller marketswhere growth appears to be emerging—routeswhere business aircraft really shine. Globalizationcontinues to encourage increased travel interna-tionally—another good arena for BusinessAviation. Yet the US economy still has unresolved

issues, such as how business will be affected bysequestration. Considering the countering forcesbuffeting business, it is understandable that themarket for business aircraft is best described asunstable.

Within such instability, however, there liesunique opportunity. You may choose to buy anattractively priced aircraft knowing that the resid-ual value component is somewhat uncertain butyou have committed less capital. More significant-ly, you will have access to excellent transportationthat enhances the ability of your company to groweven in a challenging economy.

PURCHASING FOR THE RIGHT REASONSBusiness aircraft are good investments becausethey enable the best use of employee talent andtime. Companies that embrace Business Aviationin one or more of its delivery forms—charter, frac-tional use, timesharing, or outright ownership—grow faster, reward shareholders with higherreturns in dividends and stock appreciation, andgarner more accolades for being well-managedthan do their counterparts that do not use busi-ness aircraft.

A timely purchase of an attractively-pricedbusiness aircraft is a corporation’s best strategyfor dealing with market instability.



Compare aircraft performance using our


“ Airlines arecurtailingservice tosmaller

markets wheregrowth

appears to be emerging—routes where

businessaircraft

really shine.”

BG5 June13_FinanceSept 21/05/2013 09:11 Page 2

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

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

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

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

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

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

WE GIVE AIRPLANES A SECOND CHANCE TO MAKE A FIRST IMPRESSION

AVAILABLE CUSTOM UPGRADES FACTORY RE-DELIVERY

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W

Many companies that own an aircraft also use what aviationcognoscenti call ‘supplemental lift’ (i.e., utilize a non-owned aircraftto transport company personnel when their own is not available). ABoard must have a true understanding of the risk exposure they takeon when they select such an option, cautions Stuart Hope.

Non-Owned Aircraft:Insurance options for companiesthat use them.



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] on-owned aircraft can take the form of a

charter aircraft, an aircraft accessedthrough a dry lease or time-share agree-ment, or possibly a rental aircraft. You

might think there is coverage for such flights underyour Commercial General Liability policy or some-where in your Business Insurance program, but youwould be wrong. Such policies almost universally

exclude the aviation peril. Insurance coverage ISavailable under a Corporate Non-Owned

Aircraft Liability policy, however,which can cover non-

owned fixed-wing or

rotor-wing aircraft, piston or turbine powered.Such a policy may stipulate the total seating

capacity, what the approved use is, and who theapproved pilots are in order to be valid. If yourcompany owns an aircraft, you may already havethis coverage under your policy – you can certainlyadd it for an additional premium if you don’t.

Perhaps your company never charters aircraft soyou don’t feel you needed to purchase this cover-age. Imagine, however, that you have an employeewho happens to be a licensed pilot and who (withor without your knowledge) decides to rent an air-

craft (maybe he/she even owns an aircraft)and fly it on company business.

Alternatively, an emergencycould surface at anytime that requires

you or another execu-tive of your company

to suddenly charter anaircraft. Corporate Non-

N


Owned Aircraft Liability coverage would automati-cally extend to protect the company in the event oneof these employees is involved in an accident.

RISK MANAGEMENT TOOLSIn addition to carrying Non-Owned Aircraft liabilityinsurance, there are other offensive measures youcan take to mitigate this risk. You could practice riskavoidance by having a clearly-stated and communi-cated policy prohibiting the use of any mode of airtravel other than Airlines when the company air-craft was not available. Keep in mind, however, thatthis will not relieve you of liability. If you have arogue employee who either ignores the policy or“didn’t get the memo”, you still have the exposure.

In any case, in today’s super competitive busi-ness arena, companies are using private aircraft astools to gain an advantage over their competitors.Why handicap your company with policy or proce-dure that limits use of Business Aviation?

If your company decides it will allow employeesto operate employee-owned aircraft on companybusiness, you should have a two-pronged insuranceapproach:1) Have a written policy in force detailing exactly

what coverage the employee-owner must carry. The firm’s policy for employee-owned or provided aircraft should prescribe a minimum acceptable liability limit, mandate the employ-er’s company be named as an additional insured, and specify that the insurance contract of the employee be primary, without right of contribution from any insurance the employer may carry.

2) Coordinate this information with the insurance underwriter (and agent) that provides your company’s Non-Owned Aircraft Liability policy.

If your company owns an aircraft, you willalready have some form of coverage for use of non-owned aircraft. Whether you purchase a standalone

policy or already have coverage under your ownedaircraft insurance policy, the important point is thatthe structure of the non-owned coverage mustmatch the exposure.

Consult with your aviation insurance brokerthroughout this process. Be sure to purchase as higha liability limit as you can reasonably afford. Like allliability policies, you only find out if you bought anadequate limit after the loss has been settled. Theaverage aviation wrongful death claim per person isnow somewhere north of $5m USD.

CHARTER CONSIDERATIONSIf you charter aircraft, inquire about the charteroperator’s insurance limits to ensure the coverage isadequate. Many prospective jet charter clients lookfor a minimum of $50 million combined single limit,bodily injury to passengers and property damageliability. However, you might require more insur-ance coverage or, depending on your situation andthe operator’s needs, less insurance might beappropriate.

Have the charter operator list your company,and any other appropriate parties, as an additionalinsured with waiver of subrogation status on theiraviation insurance policy. In addition, have thecharter operator endorse their policy to state it isprimary without any right of contribution from anyinsurance your company may carry.

Last, request 30 days’ notice of cancellation ormaterial change and obtain a certificate of insur-ance/endorsement verifying compliance with theseinsurance requirements before riding in the aircraft.By doing all of the above, you should be well pro-tected to fly non-owned aircraft on companybusiness.

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 66

“...the importantpoint is that the structure

of the non-owned

coverage mustmatch theexposure.”

www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – June 2013 65Advertising Enquiries see Page 8



rom Entry Level Jets, through Light Jetsand on to the heady realm of the VIP-configured airliners, an airplane existsthat will accommodate your requirementfor speed, range and capacity. Of all the

business jet categories, however, none does more tobalance capability with utility than the Medium Jetsegment (loosely defined by aircraft with a maxi-mum take-off weight between 20,001-40,000 lbs);and no segment provides more options, either.

Medium Jets, as their label indicates, fall betweenthe Light Jet and Large-Cabin Jet segments innumerous ways, while leaning closer to the Large-Cabin segment in several specific areas. This catego-ry of jets will tend to be not too big, not too small,and not too expensive.

CABIN VALUEA smaller Medium Jet can only improve incremen-tally on the cabin space of the largest Light Jets,while the largest Medium Jet could dwarf the vol-ume of that same Light Jet model. Medium Jets,

however, tend to cruise at the upper-end of the pri-vate jet speed range – between Mach 0.78 and Mach0.85.

If there’s a contest to identify a specific give-backelement to the Medium Jet segment, most wouldopt for runway flexibility. Runway requirements forMedium Jets are generally longer than the averagelength needed by a Light Jet. But Medium Jets typi-cally can use a significant percentage of thesecondary airports serving most of the 150 largestmetropolitan areas in the U.S.

In general the average Medium Jet can reachmost of the U.S. non-stop from almost anywhere inthe U.S. as Medium Jets typically can fly from sever-al hundred miles to more than 1,000 miles fartherthan the Light Jet average. That range capability alsogives the crew the flexibility to string together asequence of stops that total the same distance. Usingthe latter approach makes it possible for a MediumJet to cover multiple stops and get home at the day’send, without buying fuel along the way.

This capability to avoid refueling on a multi-leg

Among the many advantageous aspects of BusinessAviation, the broad spectrum of solution options suggestsMedium Jets can be just the right fit for many operators.

F

The Medium Jet Value

�



“Using thelatter approach

makes itpossible for aMedium Jet tocover multiplestops and gethome at theday’s end,

without buyingfuel along the way.”

BG 7 Jun13_FinanceSept 21/05/2013 09:29 Page 1

Year Model Serial No.1988 Astra 1125 012

1983 Challenger 601-1A 3010

1999 Challenger 604 5421

2005 Challenger 604 5587

1997 Citation Jet 525-0198

1998 Citation Jet 525-0243

1985 Citation Super SII S550-0046

1997 Citation X 750-0016

2001 Global Express 9029

2003 Global Express 9085

2001 Gulfstream G200 015

1988 Gulfstream GIV 1057

1989 Gulfstream GIV 1107

2000 Gulfstream GIV/SP 1433


1998 Gulfstream GV 545


2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

2000 King Air 350 FL-268

1997 Learjet 31A 147

2002 Learjet 31A 239

2007 Learjet 60XR 320

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

PALM BEACH561.747.2223

Jeteffect Inventory June 21/05/2013 10:34 Page 1


trip is called “tankering”, and it makes the MediumJet a more-suitable solution than a Light Jet for theoperator who regularly needs to fly 2,000 nauticalmiles or more on a leg – or who may cover thatmuch in a day or two flying multiple legs.

CONSIDER A MEDIUM JET IF…While on average faster than the Light Jet, aMedium Jet’s superior speed generally providesonly a few minutes of gain on the typical BusinessAviation trip of 350 to 500 miles, but the differencewill be noticeable on legs as long as the averageLight Jet’s typical maximum range.

There’s no disputing the advantages of space inthe comfort equation, particularly when applied tolonger trips. That is ultimately where the MediumJet’s basic advantage comes into play. Medium Jetsdeliver plenty of added space and comfort over thetypical Light Jet, but at costs still significantly belowthose of the Large Cabin segment.

Indeed, Medium Jets generally can match theirLarge Cabin kin in terms of speed and, to a point,range while providing reasonable office amenitiesthat are competitive with most larger aircraft.

All things considered, it is little wonder that theMedium Jet segment is the biggest selling, deepestsegment across the business aircraft market.

MEDIUM JET PRICE GUIDEThe following Medium Jets Retail Price Guide repre-sents current values published in the AircraftBluebook – Price Digest. The study spans modelyears from 1994 through Spring 2013 (20 year peri-od). Values reported are in USD millions, with eachreporting point representing the current averageretail value as published in the Bluebook by its cor-responding calendar year. For example,Bombardier’s Learjet 45XR values reported in theSpring 2013 edition of Bluebook shows $4.7 millionfor a 2005 model, $5.0 million for a 2006 model andso forth. Aircraft are listed alphabetically.

Aircraft specifications for many of the followingmodels can be found in the Specifications andPerformance section in this issue (page 104).

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


�

THE WORLD’S FINESTBusiness Jets,

Turboprops and Helicopters www.AvBuyer.com for sale at

and lots more...

“Medium Jetsdeliver plenty

of added spaceand comfort

over thetypical LightJet, but atcosts still

significantlybelow those of

the LargeCabin

segment.”

BG 7 Jun13_FinanceSept 22/05/2013 14:09 Page 2

Boutsen June_Layout 1 20/05/2013 16:07 Page 1



MEDIUM JETS AVERAGE RETAIL PRICE GUIDE SPRING 2013

BOMBARDIER CHALLENGER 300 22.0 18.2 17.2 15.5 14.65 13.75 12.75 11.75 11.25

BOMBARDIER LEARJET 60XR 12.0 8.8 7.6 6.8 6.0 5.5

BOMBARDIER LEARJET 60SE 5.5 4.5 4.0 3.6

BOMBARDIER LEARJET 60

BOMBARDIER LEARJET 45XR 12.0 9.5 8.1 6.9 6.2 5.7 5.0 4.7 4.5

BOMBARDIER LEARJET 45 4.8 4.4 4.1 3.9

BOMBARDIER LEARJET 40XR 9.9 8.1 6.4 4.9 4.5 4.0 3.7 3.3

BOMBARDIER LEARJET 40 3.6 3.3 3.0 2.7

CITATION X 750 20.0 16.7 15.2 13.5 11.5 10.5 9.6 8.5 7.6

CESSNA CITATION V1 650

CESSNA CITATION V11 650

CESSNA CITATION SOVEREIGN 680 16.5 14.5 12.8 11.3 9.8 9.4 8.7 8.2 7.7

CESSNA CITATION XLS+ 560 11.8 10.0 9.2 8.5 7.8

CESSNA CITATION XLS 560 6.9 6.1 5.5 5.3 4.9

CESSNA CITATION EXCEL 560 4.1

DASSAULT FALCON 50EX 9.3 8.9 8.4 7.9

DASSAULT FALCON 50

GULFSTREAM G280 24.0

GULFSTREAM G200 14.0 13.0 10.3 9.5 9.0 8.5 8.0 7.5

GULFSTREAM G150 14.0 11.0 10.0 8.8 7.8 7.3 7.0

GULFSTREAM G100 4.6 4.3 4.0

GULFSTREAM/ ASTRA 1125 SPX

GULFSTREAM /ASTRA 1125 SP

HAWKER 4000 12.0 11.0 10.0 9.0 8.0

HAWKER 1000

HAWKER 900XP 15.0 10.5 8.5 8.0 7.0

HAWKER 850XP PRO LINE 6.9 6.5 5.6 4.9

HAWKER 800XP PRO LINE 4.2

HAWKER 800XP 4.0

HAWKER 800

HAWKER 750 9.0 7.5 6.5 5.9

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 June13_PerfspecDecember06 21/05/2013 09:35 Page 1



What your money buys today

11.0 BOMBARDIER CHALLENGER 300

BOMBARDIER LEARJET 60XR

BOMBARDIER LEARJET 60SE

3.4 3.2 3.0 2.9 2.7 2.5 2.4 2.3 2.2 2.0 BOMBARDIER LEARJET 60

4.0 BOMBARDIER LEARJET 45XR

3.5 3.2 3.0 2.9 2.8 2.7 BOMBARDIER LEARJET 45

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 40

7.0 6.6 6.1 5.6 5.1 4.7 4.5 4.3 CITATION X 750

1.8 1.7 CESSNA CITATION V1 650

3.1 2.8 2.7 2.6 2.4 2.2 2.1 CESSNA CITATION V11 650

CESSNA CITATION SOVEREIGN 680

CESSNA CITATION XLS+ 560

CESSNA CITATION XLS 560

3.9 3.7 3.4 3.1 2.8 2.5 CESSNA CITATION EXCEL 560

7.5 7.0 6.7 6.3 6.0 5.7 5.5 DASSAULT FALCON 50EX

3.8 3.7 3.6 DASSAULT FALCON 50

GULFSTREAM G280

7.0 6.5 6.0 5.6 5.2 GULFSTREAM G200

GULFSTREAM G150

3.9 3.6 3.4 GULFSTREAM G100

3.4 3.0 2.9 2.8 2.7 2.6 GULFSTREAM/ ASTRA 1125 SPX

2.0 1.9 GULFSTREAM /ASTRA 1125 SP

HAWKER 4000

3.2 3.1 3.0 HAWKER 1000

HAWKER 900XP

HAWKER 850XP PRO LINE

HAWKER 800XP PRO LINE

3.6 3.1 2.9 2.7 2.5 2.4 2.3 2.2 2.0 HAWKER 800XP

1.9 1.8 HAWKER 800

HAWKER 750

______________________________________________________________________________________________________________

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

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

MODEL

YEAR OF MANUFACTURE$

Retail Price Guide June13_PerfspecDecember06 21/05/2013 09:37 Page 2

n this month’s Aircraft Comparative Analysis, weprovide information on a selection of pre-ownedbusiness jets in the $11.5-16m price range for the pur-pose of valuing the pre-owned Gulfstream G200.We’ll consider the usual productivity parameters

(payload, range, speed and cabin size), and cover current andfuture market values.

The field in this study also includes Bombardier’s Challenger300 and Dassault’s Falcon 2000. For the purpose of this compari-son, prices are based on 2011 models for the G200 and Challenger300, while the Falcon 2000 is based on the 2006 model.

BRIEF HISTORYThe Galaxy 1126 first flew on Christmas day 1997 and is a super-midsize, medium-range twin-turbofan corporate jet. By December1998 it had received certification from the US and the Israeli avia-tion authorities. Deliveries began in 1999.

Powered by a pair of 5,700 lbst Pratt & Whitney Canada PW306powerplants, this Galaxy model was designed with a new, wider

fuselage with seating configurations for 8 to 10 passengers and astand-up cabin. Attached to the fuselage were strengthened AstraSPX wings with integrated winglets that imposed a limit on maxi-mum size, but allowed for the larger fuselage.

On May 1, 2001 General Dynamics (GD) announced the acquisi-tion of Galaxy Aerospace Company from Israel AerospaceCompany Ltd. (IAI) which included the type certificates for theentire family of aircraft. When the deal closed, GD placed theentire family of aircraft with Gulfstream, which it had acquired in1999. General Dynamics chose to rename the Astra and Galaxymodels the Gulfstream G100 and G200 respectively. Under thearrangement, IAI would continue to manufacturer the G100 andG200 aircraft in Israel and fly the aircraft for interior completion toGulfstream in the US.

The final production G200 rolled off the production line onDecember 19, 2011 and a total 250 units have been built over theyears. In 2005, Gulfstream began designing a follow-on aircraft.The new model, known as the G250 was launched in 2008. It waslater renamed the Gulfstream G280 and began delivery in 2012.

by Michael Chase


❯

I

Gulfstream G200

AIRCRAFT COMPARATIVE ANALYSISGULFSTREAM G200

CHALLENGER 300

AirCompAnalysisJune13_ACAn 20/05/2013 16:43 Page 1

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

2008 Citation Sovereign s/n 680-0213• Very low time, only 468 hours• Engines and APU on 100% JSSI• AirCell ST-3100 SAT COM • Airshow 4000 w/European map• RVSM, EASA approved

1999 Hawker 800XP s/n 258419• Engines on MSP• Avionics Enrolled on Honeywell HAPP• New paint and refreshed interior 2007• On CAMP, on a Hawker progressive maintenance schedule

1990 Gulfstream IV s/n 1155• ASC 190 gross weight incr. 75,000 lbs.• ASC 266A Dunlop wheels/brakes• ASC 469 water line ribbon heater upgrade• ASC 230 stabilizer access covers• Interior refurbishment Jan. 09, new paint Sept. 08• 16 pax, forward and aft lavs

1987 Gulfstream IV s/n 1018• Dual Honeywell SPZ-8000• Enrolled on HAPP Program• Forward crew and aft lavs• Maintenance due, call for details

1998 Falcon 2000 s/n 66• Engines on CSP Gold, APU on MSP• AirCell Axxess II dual channel Iridium SATCOM• ATG 4000 Broadband Hi-speed Wi-Fi internet• Paint and interior July 2009• 1C/2C insp., landing gear detailed insp. & O/H insp. July 2010

2008 King Air B200GT s/n BY-3• Partial interior refurbishment Oct. 2012• New paint Nov.. 2012• 5 year insp. and Phase I-IV Oct. 2012• JAR OPs compliant, previously EASA registered

Whether you are looking to buy or sell, it pays tohave a trusted advisor to help navigate thecomplex processes of aircraft ownership. Throughover $10 billion in aircraft transactions, LeadingEdge has earned a reputation for developing andexecuting solutions that make the best sense forits clients.

Contact us:USA [email protected]

Price $2,895,000

Price $5,895,000Price $7,595,000

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LEAS Single June_LEAS 21/05/2013 10:36 Page 1


MARKET SHAREChart A (top left) represents the in-opera-tion aircraft market share as of April 2013for the Gulfstream G200 (28%), theChallenger 300 (45%), and the Falcon 2000(27%). There are currently 867 total aircraftin operation for these three models.

PAYLOAD AND RANGEThe data contained in Table A (left) is pub-lished in B&CA (May 2013 issue) and is alsosourced from Conklin & de Decker. As men-tioned in previous articles, a key area for apotential operator to focus on is payloadcapability. The Gulfstream G200 ‘AvailablePayload with Maximum Fuel’ at 650 poundsis significantly less than the competitors inthis field of study.

CABIN VOLUMEAccording to Conklin & de Decker, the cabinvolume of the Gulfstream G200 (868 cubicfeet) is marginally larger than theChallenger 300 (860 cubic feet), see Chart B(left). Both of these aircraft offer less cabinvolume than the Dassault Falcon 2000 at1,024 cubic feet.

POWERPLANT DETAILSThe Gulfstream G200 aircraft has twoPW306A engines each offering 6,040 poundsof thrust. Meanwhile, the Challenger 300utilizes a pair of Honeywell HTF7000engines offering more thrust at 6,826 poundseach. The Dassault Falcon 2000 has two CFE738-1-1B engines with less thrust at 5,918than either of the other two models.

Using data published in the May 2013B&CA Planning and Purchasing Handbookand the August 2012 B&CA OperationsPlanning Guide we will compare our air-craft. The nationwide average Jet-A fuel costin the August 2012 edition was $6.30 pergallon at press time, so for the sake of com-parison we’ll chart the numbers aspublished.

Note: Fuel price used from this source doesnot represent an average price for the year.

Table B (left), sourced from the AircraftCost Calculator, shows the fuel usage ofeach aircraft in our field of study. TheGulfstream G200 - at 235 gallons per hour(GPH) has a lower fuel usage in this field ofstudy.

COST PER MILE COMPARISONSChart C (top, right) details ‘Cost per Mile’and compares the Gulfstream G200 to itscompetition, factoring direct costs and withall aircraft flying a 1,000nm mission with an800 pound (four passengers) payload. TheGulfstream G200 cost per mile at $4.91 is

Challenger 300

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

35,450

38,850

35,800

Gulfstream G200 15,000

14,045

12,155

4,050

3,350

5,910

650

1,105

1,095

3,530

3,340

3,130

2,371

2,581

1,411

Max P/Lw/avail fuelIFR Range

(nm)

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

Falcon F2000


CHART A - MARKET SHARE

CHART B - CABIN VOLUME

Challenger 300 275

Model Fuel Usage(GPH)

Gulfstream G200 235

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

Dassault Falcon 2000 265

TABLE A - PAYLOAD & RANGE

Cubic Feet

G200

1,024

750 950

F2000

850 800 900

860

1000 1050

868

CL300

TABLE B - FUEL USAGE



❯


* 1,000 NM TRIP, 800LBS PAYLOAD

only slightly more per mile compared to theChallenger 300 ($4.87). The Dassault Falcon2000 cost per mile is significantly higher at$6.58 per nautical mile.

TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’ illustrated in ChartD (right) is defined as the cost of FuelExpense, Maintenance Labor Expense,Scheduled Parts Expense, and MiscellaneousTrip Expense. The total variable cost foroperating the Gulfstream G200 at $2,056 perhour is less than the Challenger 300 at $2,206and the Falcon 2000 at $2,819.

PRODUCTIVITY COMPARISONSThe points in Chart E (right) center on thesame group of aircraft. Pricing used in thevertical axis is as published in the B&CA2013 Purchase Planning Handbook and Vref.The productivity index requires further dis-cussion in that the factors used can be some-what arbitrary.

Productivity can be defined (and it ishere) as the multiple of three factors.

1. Range with full payload and available fuel;

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

3. The cabin volume available for passengers and amenities.

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

Also included in Chart E is theGulfstream G280 business jet which hasreplaced the G200 as Gulfstream latest supermid-cabin aircraft. After consideration of thePrice, Range, Speed and Cabin Size, we canconclude that while the Gulfstream G200model has a slightly larger cabin volume, theChallenger 300 shows a slightly better pro-ductivity value. However, beyond theparameters set within Chart E, the G200 hasa lower operating cost than its competition,and a 2011 model can be purchased for lessthan a 2011 model Challenger 300.

Table C (right) contains the relative retailprices from Vref for each aircraft. The num-ber of aircraft in-operation, percentage “For

US $ per nautical mile

CL300

$6.58

$0.00

F2000

$4.87

$2.00 $4.00 $6.00 $8.00 $10.00

$4.91G200

CHART C - COST PER MILE*

US $ per hour

CL300

$2,819

$0

F2000

$2,056

$2,000 $4,000 $3,000 $1,000

$2,206

G200

CHART D - VARIABLE COST

CHART E - PRODUCTIVITY

Index

Pri

ce

(M

illio

ns)

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

0.9 1.2 1.5

Gulfstream G280(2013)

$10.0

$5.0

$15.0

$20.0

$25.0

$30.0

Challenger 300(2011)

Falcon 2000(2006)

Gulfstream G200(2011)

TABLE C - COMPARISON TABLE

Model

Avg.Speed

CabinVolume(cu.ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

G200

CL300

F2000

459

459

459

Vref RetailPrices $m

(Model Year)

$15m

Data courtesy of Conklin & de Decker; JETNET; Vref; 2012 Operations Planning Guide B&CA Aug. 2012.

* Past 12 months

$16.5m

Avg. SoldMonthly*

(2011)

(2011)

868

860

1,024

2,371

2,581

1,411 $11.5m(2006)

246

391

230

11.8%

5.4%

10%

3.4

6.8

2.2




Sale” and the number “Sold” over the past12 months are from JETNET. As shown, theGulfstream G200 has 11.8% of the fleet onthe market (buyer’s market) with a monthlyaverage of 3.4 aircraft sold currently.

LOCATION BY CONTINENTThe majority of the Gulfstream G200 fleet isbased in the United States (62%), followedby Asia (16%) and Europe (14%) – see TableD (right).

This information is compiled by JETNETSTAR reporting system. The data can bevaluable information for dealer/brokerrepeat business where the majority ofGulfstream G200 aircraft are located bycontinent.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the attributes thatbusiness aircraft operators value. There areother qualities such as airport performance,

terminal area performance, and time toclimb performance that might factor in abuying decision, too, however.

The Gulfstream G200 aircraft holds itsown among its competition, so those opera-tors in the market should find the precedingcomparison of value. Our expectations arethat the Gulfstream G200 aircraft will contin-ue to do very well in the pre-owned market.

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

Location of Aircraft By Continent

Make/Model

Africa Asia

Australia/ Oceania

Europe

North America

South America

Total

Gulfstream G200 129Fleet Percentage 0.0% 14.0%

• Three aircraft are in shared ownership arrangements and 28 are in a fractional program.

This information is compiled by JETNET STAR reporting system. This data can be valuable information for dealer/broker repeat business where the majority of Gulfstream G200 aircraft are located by continent.

062.0% 8.0%

1616%

1 28 208100% 0.0%

34

TABLE D - FLEET LOCATION

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The piston category had the smallestincrease at 3.8 percent with 193 pistondeliveries in the quarter compared with 186last year. In announcing the first quarterdelivery results, GAMA President and CEOPete Bunce said he was “very pleased to seea shift to the positive for GA airplanes,which extends across all airplane seg-ments,” but he noted that “performancewas mixed within the segments” – some-thing of an understatement…

Weakness in the market was signaledthree weeks before the GAMA results wereannounced when Textron, parent companyof Cessna, said in its first-quarter earningsreport that jet sales were below expecta-tions. Textron forecast that Cessna’s jet salesthis year would not match 2012 levels andsaid it was cutting production accordingly.This has been a difficult market for Cessna.Traditionally, the company has been a con-tender for the lead in all three categories –jets, turboprops and pistons. This quarterthe company is not close to contending forfirst place in any of these categories. Pre-loaded with this disappointing news fromTextron, the positive GAMA numbers there-fore came as something of a pleasantsurprise.

THE BUSINESS JET MARKETA detailed look at the GAMA results paintsa less positive picture than the overallresults suggest. Of eight business jet


here was good news whenthe General AviationManufacturers Association(GAMA) issued its report onbusiness aircraft deliveries for

the first quarter of 2013. Every categorythat GAMA reports was up – and in somecases up sharply from a year ago. Perhapsthis marks the beginning of the recoverywe’ve all been hoping to see. In spite of thepositive numbers, however, there are stillsigns that the market has not left all of itstroubles behind. Nonetheless, the strongnumbers are very encouraging.

Total aircraft shipments numbered 458units, up 9.6 percent from 418 a year ago.Billings were up by a startling 31.7 percentat $4.6 billion. That’s an increase of morethan $1 billion from last year’s first quarterof $3.5 billion. Clearly the strongest portionof the recovery is coming in the higher-endof the jet market. The jet segment itself wasup 4.0 percent at 129 units (compared with124 last year). Turboprops were up 29.2 per-cent from 108 to 136, but in a departurefrom previous practice, GAMA didn’treport them that way. Instead, turbopropdeliveries were segmented into single- andmulti-engine categories, with the single-engine turboprops up 14.8 percent at 102units, from 89 last year, and the multi-engine turboprops up an enormous 78.9percent, with 34 units compared with 19last year.

manufacturers,four had weakerdelivery resultsthan a year ago.Two were even,and just two hadimproved results,although thecompanies thatdid have bettersales had dispro-portionately largeincreases com-pared to the rest of the market.

Bombardier led the jet manufacturers inthe first quarter with 39 deliveries, up from29 last year - an increase of nearly 35 per-cent. The company’s deliveries were dis-tributed heavily in the middle- and upper-parts of its product line, with its Challenger300 super mid-size and Global 5000/6000models accounting for 31 of its 39 unitsreported. The lower end Learjet 40/45 and60-series models accounted for just threedeliveries.

While encouraging, Bombardier’s resultsin the past quarter were still below its 2011and 2010 first quarters (42 and 47 respective-ly) so the company’s deliveries are not yetclose to approaching pre-recession levels.

Cessna came in at a somewhat distantsecond with 32 units, down from 38 thistime last year - a drop of nearly 15.8 per-cent, with the reduction coming entirely in

GAMA FirstQuarter 2013Shipment AnalysisT

Every category up, so what are the driving forces? by Mike Potts

GAMA FIRST QUARTER 2013 SHIPMENT ANALYSIS

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the light end of Cessna’s production range.Collectively, deliveries of the company’sMustang, CJ2+ and CJ3 models were off44.4 percent, from 18 units to 10. Its CJ4model matched the performance of 1Q 2012with 10 deliveries while its mid-sized XLS+and Sovereign models were both up overlast year with a combined total of 12 units(versus seven last year) for a collective gainof 30.77 percent.

This continues a trend we have seenthroughout the recession since 2008, withthe sales reductions in the jet segment com-ing mostly in the lower end of the productlines of the various manufacturers, and cul-minating in the decision of HawkerBeechcraft (now known simply asBeechcraft), to announce late last year thatit is exiting the jet market.

Gulfstream was in third place for jetdeliveries for the first quarter with 29 units,up 10 from a year ago when it recorded 19.That’s an increase of more than 52.6 per-cent, marking the company’s best firstquarter delivery results since 2009 when therecession was just beginning and it deliv-ered 31 units. It’s also the best quarterGulfstream has reported since the firstquarter of 2009 with the exception of lastyear’s fourth quarter when it made 37deliveries, suggesting that it could beapproaching pre-recession delivery levelsthis year. For the other jet companies, pre-recession totals are still some distanceaway.

In the billings category, Bombardier nar-rowly led Gulfstream, with $1.516 billionfor the Canadian manufacturer comparedwith $1.468 billion for the American firm.Third place in billings was far behindwhere Dassault reported $358 million.

Collectively, Bombardier, Cessna andGulfstream represented 77.52 percent of thebusiness jet market in the first quarter of2013, with 100 of the 129 business jets deliv-ered. Accounting for the remaining deliver-ies were Embraer (12 units), Dassault(eight) and Beechcraft (six). Airbus madetwo and Boeing one delivery in the top endbusinessliner category. Airbus andBeechcraft matched their totals from lastyear’s first quarter. Everyone else enduredreduced sales from a year ago. Embraer’sreduction was small at just one unit, downfrom 13 last year, while Dassault’s shortfallwas comparatively large at 7 units, down46.6 percent from 2012.

Beechcraft listed six deliveries of its top-of-the-line Hawker 4000, which it is report-edly selling at a substantial discount belowits approximately $23 million list price (asapproved in a bankruptcy court filing latelast year). Textron cited plunging values ofBeech-built jets as having an impact on

Cessna sales. Beechcraft will cease to beamong the GAMA jet manufactures whenits inventory is exhausted.

On balance, the jet market is still roiledbut showing some positive signs of recov-ery. Of the seven continuing manufacturers,Gulfstream could reach pre-recession deliv-ery levels this year or next, and Boeing andAirbus never really experienced much of adownturn. Things are clearly picking up atBombardier, and Embraer is only slightlyoff last year’s pace. Only Cessna andDassault have yet to exhibit recovery signs.When Beechcraft fully exits the market, theothers should experience a lift.

THE TURBOPROP MARKETThe turboprop market is clearly healthierthan the jet market with only one of ninetraditional manufacturers trailing lastyear’s results. Four of the nine are ahead oflast year, and one posted gains that couldbe fairly described as ‘astonishing’.

For more than three decades beginningin the 1960s, Beech Aircraft was the unchal-lenged king of the turboprop market, attimes capturing more than 50-percent of afield that included five other credible con-tenders. In recent years, however, the com-pany’s command of the turboprop markethas faded, and for the past several yearsCessna has sold more turboprops than any-one else. Last fall Beech announced it was

exiting the jet market to return to its turbo-prop roots. Based on this quarter’s results,the company clearly meant it, reportingdelivery of 34 turboprops, or 45.95 percentof the traditional business turboprop mar-ket, which totaled 74 units in the first quar-ter. That’s an increase of nearly 79 percentover the 19 units Beechcraft delivered inlast year’s first quarter.

A distant second was Cessna, with 18deliveries - up two units over the 16 itdelivered a year ago. Third place was nar-rowly won by Pilatus, which deliveredseven units, followed by Piper with six.Pilatus was up two units over last yearwhile Piper matched its 1Q 2012 total.Following in deliveries were Socata withfive (matching its 1Q 2012 total), Questwith two (equal to last year), and Extra andPacific Aerospace with one each. OnlyPacific Aerospace was behind its last year’stotal, when it delivered three units.

Both the total turboprop and the twin-engine turboprop categories are probablyunderstated, because Piaggio – at themoment the only other builder of twin-engine turboprops besides Beechcraft –elects to report to GAMA every six monthsinstead of quarterly.

GAMA’s totals also include agriculturalturboprop aircraft from Air Tractor (55units, up from 44 last year) and Thrush(seven, down from eight last year). The

GULFSTREAM ENJOYED ITS BEST FIRST QUARTER SINCE 2009



agricultural segment has been growingstrongly over the past two years while thebusiness turboprops have remained fairlystatic. In this past quarter the business tur-boprops also saw significant gains.

PISTON SUMMARYResults in the piston segment were mixed,with six of the 11 reporting companiesshowing gains and five showing losses. Thesingle-engine piston leader was Cirrus with

51, followed by Cessna with 37, Diamond30, Piper 16 and newcomer Cubcrafter with14. Each of the others had fewer than 10.Somewhat unexpectedly, Beechcraft led pis-ton twins with seven units, followed byPiper with five and former market domina-tor Diamond with just four.

The piston market seems increasinglydetached and appears to be becomingsomewhat irrelevant to the performance ofthe turboprop and jet markets. If there isrecovery in the jet and turboprop markets –and there seems to be, albeit a painfullyslow one - it is not being signaled by activi-ty in the piston markets as has occurred inprevious recoveries over the past sixdecades.

In a welcome change of formats, GAMAdropped helicopter results from the air-plane report this year, instead issuing rotor-craft results in a separate report.Helicopters were added to the report in2012.

As touched upon above, GAMA added atwin-engine turboprop category this quar-ter, recognizing perhaps somewhat belated-ly that these aircraft are different from thesingle-engine models in important ways. Itmight, however, be more meaningful ifGAMA were to add an “agricultural turbo-prop” category to distinguish between air-planes that do and do not have the poten-tial to perform Business Aviation missions.❯ To view a full reproduction of GAMA’s First Quarter 2013 shipment report, seeoverleaf.

Q1 YTD

Airplane shipments1,2,6 by type:MANUFACTURED WORLDWIDE

Airplane shipments1,2,6 by type:MANUFACTURED IN U.S. ONLY 3


❯

SINGLE-ENGINE PISTON 177 177

MULTI-ENGINE PISTON 16 16

TOTAL PISTON AIRPLANES 193 193

SINGLE-ENGINE TURBOPROPS 102 102

MULTI-ENGINE TURBOPROPS 34 34

TOTAL TURBOPROP AIRPLANES 136 136

BUSINESS JETS 129 129

TOTAL TURBINE AIRPLANES 265 265

GRAND TOTAL 458 458

Q1 YTDSINGLE-ENGINE PISTON 135 135

MULTI-ENGINE PISTON 12 12

TOTAL PISTON AIRPLANES 147 147

SINGLE-ENGINE TURBOPROPS 88 88

MULTI-ENGINE TURBOPROPS 34 34

TOTAL TURBOPROP AIRPLANES 122 122

BUSINESS JETS 67 67

TOTAL TURBINE AIRPLANES 155 155

GRAND TOTAL 302 302

NOTES FOR THE ABOVE AND FOLLOWING TABLES:1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries toa fractional operator owned by the company or to an aircraft dealer. 3. An airplane is considered to be manufactured in the United States when produced under an FAA produc-tion certificate. 4. Military airplane shipments are not included in shipment table totals. 5. Company billings are not reported. Where available, GAMA estimates total billingsusing public information including B&CA Purchase Planning Handbook 2012. 6. Cessna Aircraft Company C162 SkyCatcher (SLSA), CubCrafters CC11, Diamond Aircraft HK36Motor Glider and Flight Design GmbH ASTM CT Series models are included in civil make-model shipment total, but not summary tables. This change is intended to properly captureall deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraftinto future shipment reports. 7. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is notincluding the value of twin aisle airplane shipments in the calculation of billings. 8. The listing in this report of Beechcraft Corporation for the period ending March 31, 2013includes Hawker Beechcraft Corporation deliveries through February 15. 9. Gulfstream deliveries will be recognized at the time of completion ("outfitted") starting 2012 to betteralign with shipment recognition with other OEMs. 10. Piaggio Aero does not provide quarterly data, but reports airplane deliveries on a six-month basis to GAMA, mid-year andend-of-year.




GAMA FIRST QUARTER 2013 SHIPMENT REPORT

First Quarter AirplaneShipment Report 2013MAKE & MODEL Q1 YTD

BOEING 747-8 0 0

TOTAL UNITS 1 1

TOTAL BILLINGS $55,000,000 $55,000,000

BOMBARDIER

LEARJET 40XR/45XR 1 1

LEARJET 60XR 2 2

CHALLENGER 300 14 14

CHALLENGER 605 5 5

GLOBAL 5000/6000 17 17

CL850/870/890 0 0

TOTAL UNITS 39 39

TOTAL BILLINGS $1,516,800,000 $1,516,800,000

CESSNA AIRCRAFT 5,6

172R SKYHAWK 0 0

172S SKYHAWK SP 16 16

182T SKYLANE 4 4

T182T TURBO SKYLANE 11 11

206H STATIONAIR 3 3

T206H TURBO STATIONAIR 3 3

350 CORVALIS 0 0

400 CORVALIS TT 0 0

208 CARAVAN 675 2 2

208B GRAND CARAVAN 16 16

510 CITATION MUSTANG 2 2

525A CITATION CJ2+ 5 5

525B CITATION CJ3 3 3

525C CITATION CJ4 10 10

560 CITATION XLS+ 7 7

680 CITATION SOVEREIGN 5 5

750 CITATION X 0 0

TOTAL UNITS 87 87

TOTAL BILLINGS $365,750,400 $365,750,400

CIRRUS AIRCRAFT

CIRRUS SR20 11 11

CIRRUS SR22 14 14

CIRRUS SR22T 26 26

TOTAL UNITS 51 51

TOTAL BILLINGS $31,161,244 $31,161,244

CUBCRAFTERS6

CC11 SPORT CUB S2 0 0

CC11 CARBON CUB SS 4 4

CC18 TOP CUB 14 14

MAKE & MODEL Q1 YTDAIRBUS7

ACJ318 1 1

ACJ319 1 1

ACJ320 0 0

ACJ330 0 0

TOTAL UNITS 2 2

TOTAL BILLINGS $151,000,000 $151,000,000

AIR TRACTOR

AT-401B 0 0

AT-402A 0 0

AT-402B 11 11

AT-502A 1 1

AT-502B 21 21

AT-504 0 0

AT-602 4 4

AT-802 4 4

AT-802A 14 14

TOTAL UNITS 55 55

TOTAL BILLINGS $24,108,208 $24,108,208

AMERICAN CHAMPION

7EC CHAMP 0 0

7ECA AURORA 0 0

7GCAA ADVENTURER 0 0

7GCBC CITABRIA EXPLORER 1 1

8GCBC SCOUT 1 1

8KCAB SUPER DECATHALON 1 1

8KCAB EXTREME DECATHLON 1 1

TOTAL UNITS 4 4

TOTAL BILLINGS $703,600 $703,600

BEECHCRAFT CORP 8

BONANZA G36 9 9

BARON G58 7 7

KING AIR C90GTx 5 5

KING AIR 250 13 13

KING AIR 350i/ER 16 16

HAWKER 4000 6 6

TOTAL UNITS 56 56

TOTAL BILLINGS $368,336,100 $368,336,100

BOEING BUSINESS JETS7

BBJ 1 1

BBJ 2 0 0

BBJ 3 0 0 ❯


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GAMA FIRST QUARTER 2013 SHIPMENT REPORT

MAKE & MODEL Q1 YTD MAKE & MODEL Q1 YTD

GRAND TOTAL CIVIL SHIPMENTS6 487 487GRAND TOTAL AIRPLANE BILLINGS $4,614,335,529 $4,614,335,529

■

MOONEY AIRCRAFT

M20R OVATION 0 0

M20TN ACCLAIM 0 0

TOTAL UNITS 0 0

TOTAL BILLINGS $0 $0

PACIFIC AEROSPACE LTD

PAC 750XL 1 1

TOTAL UNITS 1 1

TOTAL BILLINGS $1,940,000 $1,940,000

PIAGGIO AERO 10

P.180 AVANTI II N/A N/A

TOTAL UNITS N/A N/A

TOTAL BILLINGS N/A N/A

PILATUS

PC-6 0 0

PC-12 7 7

TOTAL UNITS 7 7

TOTAL BILLINGS $31,255,000 $31,255,000

PIPER AIRCRAFT, INC

PA-28-161 WARRIOR III 0 0

PA-28-181 ARCHER III 0 0

PA-28R-201 ARROW 0 0

PA-34-220T SENECA V 1 1

PA-44-180 SEMINOLE 4 4

PA-46-350P MALIBU MIRAGE 12 12

PA-46R-350T MATRIX 4 4

PA-46-500TP MERIDIAN 6 6

TOTAL UNITS 27 27

TOTAL BILLINGS $29,723,271 $29,723,271

QUEST AIRCRAFT COMPANY

KODIAK 100 2 2

TOTAL UNITS 2 2

TOTAL BILLINGS $3,550,000 $3,550,000

SOCATA

TBM 850 5 5

TOTAL UNITS 5 5

TOTAL BILLINGS $17,340,000 $17,340,000

THRUSH AIRCRAFT, INC.

S2R-T34 5 5

S2RHG-T65 1 1

S2R-T660 0 0

S2R-G10 0 0

S2R-H80 1 1

TOTAL UNITS 7 7

TOTAL BILLINGS $6,214,000 $6,214,000

WACO AIRCRAFT COMPANY

YMF-5D 2 2

TOTAL UNITS 2 2

TOTAL BILLINGS $1,124,000 $1,124,000

CUBCRAFTERS TOTAL UNITS 18 18

TOTAL BILLINGS $3,609,386 $3,609,386

DASSAULT FALCON JET 5

FALCON 900LX 2 2

FALCON 2000LX 2 2

FALCON 7X 4 4

TOTAL UNITS 8 8

TOTAL BILLINGS $358,200,000 $358,200,000

DIAMOND AIRCRAFT 6

HK-36 0 0

DV20 0 0

DA20-C1 3 3

DA40 (ALL) 27 27

DA42 (ALL) 4 4

TOTAL UNITS 34 34

TOTAL BILLINGS $11,967,920 $11,967,920

EMBRAER 5

PHENOM 100 5 5

PHENOM 300 3 3

LEGACY 650 4 4

LINEAGE 1000/E190 HEAD OF STATE 0 0

SHUTTLES (ERJs & E-Jets) 0 0

TOTAL UNITS 12 12

TOTAL BILLINGS $161,865,000 $161,865,000

EXTRA AIRCRAFT

EA300 7 7

EA500 1 1

TOTAL UNITS 8 8

TOTAL BILLINGS $4,420,000 $4,420,000

FLIGHT DESIGN GmbH 6

ASTM CT SERIES 25 25

TOTAL UNITS 25 25

TOTAL BILLINGS $1,765,444 $1,765,444

GIPPSAERO PTY LTD 5

GA8 AIRVAN 5 5

TOTAL UNITS 5 5

TOTAL BILLINGS N/A N/A

GULFSTREAM AEROSPACE 5, 9

GULFSTREAM G150/280 4 4

GULFSTREAM G350/450/500/550/650 25 25

TOTAL UNITS 29 29

TOTAL BILLINGS $1,468,120,000 $1,468,120,000

LIBERTY AEROSPACE

XL2 0 0

TOTAL UNITS 0 0

TOTAL BILLINGS $0 $0

MAULE AIR, INC

M-7-260C 2 2

TOTAL UNITS 2 2

TOTAL BILLINGS $381,956 $381,956


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Wentworth June_Layout 1 20/05/2013 16:15 Page 1

lectronic Flight Bags (EFBs) repre-sent one of those revolutionarytechnologies that transform cockpitmanagement. It’s a technologywith multiple applications for

potentially minimal cost, streamlining aircraftoperations while reducing both aircraftweight and environmental impact.

One major US Airline estimates that it willsave 326,000 gallons of jet fuel a year and 16million sheets of paper by replacing tradition-al paper-based flight bags with iPads acrossits fleet.

Unfortunately, as with many emergingand rapidly evolving aircraft technologies,authorization for use is a certification puzzle.


Plane Sen

se on

Paperless C

ockp

itsAn understanding of what the hardwareand software requires.

by Ken Elliott

ElectronicFlight BagClassification

Electronic Flight Bag Classification: An understanding of what the hardware and software requires.

E

88

94

98

EFBs and the Pre-Owned Aircraft Purchase: Be Prepared.

Tablets’ Cockpit Invasion:Useful tool, or tempting distraction?

Plane Sense June_FinanceNov 20/05/2013 14:47 Page 1

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The operator is not simply approving aninstallation but also flight bag operations forthat specific flight department. New aircraftowners may be spared that effort as produc-tion aircraft are delivered with single or dualflight bags standard, or as an option – inwhich case the aircraft OEM has typicallycovered the bases and ensured the installa-tion and operation can only be withinregulatory requirements.

In the US, an Airworthiness CircularAC120-76B issued in 2012 acts as the primaryguidance for installation and operations ofEFBs. In Canada it is AC700-020, while EASAuses TGL-36 and ICAO - representing manyinternational regions - has an EFB sub-group

that will finalize recommendations regardingthe use of EFBs sometime in 2013. Manyother proactive regulatory agencies such asAustralia, China (including HK SAR), UKand Sweden have advanced guidance basedon US and EU advisories.

Given that most of the guidance materialis similar across the world, we will focus onUS guidance. This should be a good startingpoint for anyone trying to grasp a basicunderstanding of EFBs, their installation, andtheir use in the cockpit. Some cockpit-basedsystems have a higher need for understand-ing human factor implications. Anyone con-sidering upgrading to EFBs should pay care-ful attention to cockpit resource management.

Note also that most cockpits will employdual EFBs.

As for classification, EFBs are categorizedby their hardware and software. The hard-ware class focuses on the extent to which thedevice integrates into the cockpit, while thesoftware type focuses on how the use of theEFB relates to the performance and operationof the aircraft.

EFB HARDWARE CLASSESClass 1 EFBs: These are Portable ElectronicDevices (PED), stowed below 10,000ft, thatare not normally used during take-off andlanding operations, and do not require anadministrative process to remove them from


▲

the aircraft. Connectivity to other aircraftsystems should be read-only.

They can have quick disconnect aircraftpower and limited read-only interconnect.Because they must be stowed for take-off andlanding they have limitations as to when theycan be used.

Class 2 EFBs: These are Portable ElectronicDevices (PED), normally mounted in a posi-tion where they are utilized during all phasesof flight and require an administrativeprocess to remove or replace them from theaircraft. Fixed equipment used to mount orinterface to an aircraft requires designapproval. There can be limited connectivity toother aircraft systems and data such asweather. Aircraft mounts include power andinterconnect, but for egress the device shouldstill have a quick disconnect capability.

The device can be used to compute weightand balance information as well as take-offand landing speeds, and to display flight crit-ical pre-composed data, such as navigationcharts. Since it is not necessarily stowed fortake-off and landing, pilots can use it to dis-play departure, arrival and approach charts.Class 2 EFBs typically include a separate air-craft interface module.

Class 3 EFBs: These are fixed, installed equip-ment and therefore require installation designapproval, typically implying that an STC willbe necessary. Depending on the model, it maybe connected to the GPS or FMS and it maybe able to combine GPS position with thelocations and speed vectors of other aircraftas well as provide graphic weather informa-tion into a single, detailed moving map dis-play. Its detailed database can also provideobstacle and terrain warnings.

EFB SOFTWARE TYPES: Type A Applications

• The least complex software provid-ing electronic documentation such as flight manuals but no naviga-tional charts.

• Requires operational approval.• Examples include: Non-interactive

manuals, logs, data sheets, records and operational guidance material.

Type B Applications• Provides all Type A information:

can display approach charts, calcu-late weight and balance, and deliv-er weather information.

• Requires operational approval.• Requires regulatory agency

evaluation.• Examples include: Aeronautical

charts and maps, interactive per-formance calculations (such as take-off, en route, and landing), weight and balance calculations, weather and aeronautical data, etc.

Type C Application• Provides all Type A and B informa-

tion and can display "own-ship" position on approach and airport charts. Uses approved aircraft stan-dard avionics data known as DO178B compliant. Type C

applications can include weight and balance and other performancerelated data for specific aircraft models.

• Requires operational approval.• Requires regulatory agency

evaluation.

In summary the more an EFB physicallyand electronically integrates to an aircraft andits performance, the more certification effortis required to install and operate it. Note alsothat the regulatory authority will look at thecategory of aircraft operation whenapproving EFB use.

A commercial airline or charter/fractionaloperator will incur closer scrutiny, particular-ly to the EFB operation or its intended use.The goal of the authorization is to ensurerisks are mitigated and safety assessmentscompleted.

An aircraft crew should be able to operatethe EFB in a seamless fashion, dovetailing itinto the existing cockpit procedures. In fact itis recommended that a transition period frompaper to paperless should include an overlapof several months when both paper andpaperless are available to the crew at alltimes.

ADDITIONAL CERTIFICATIONGUIDANCEApart from the primary guidance materialalready mentioned, some of the more usefuladditional Airworthiness Circular (AC) guid-ance material and breakout of class and typecertification is provided below:

• AC 91-78 use of Class 1 or Class 2 EFBs.

• AC20-159 airport moving map dis-play ‘own ship position’ Class 1 and 2 EFBs for use on the ground only.


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• AC20-173 installation of EFBs.• AC91-21-1 use of portable

electronic devices (PEDs).• AC20-64 electronic checklists.

Class 1 EFB: Certification requires an assess-ment of the physical use of the device in thecockpit, possible risks associated with electro-magnetic interference and the use of lithiumbatteries.

The EFB power source must be capable ofdeactivation at any time. It may even beappropriate to have an alternate power supplyavailable. The EFB may not be connected toany aircraft system but may be connected tonon-aircraft systems on the ground only.

Class 2 EFB: Certification requires a regulatoryapproval of the mounting arrangement, itsability to withstand impact when mounted, itsdata connectivity and its power connection.Also required is an assessment of the physicaluse of the device in the cockpit, possible risksassociated with electromagnetic interferenceand the use of lithium batteries.

The EFB power source must be capable ofdeactivation at any time. Data connectivityand isolation from other aircraft systemsshould be validated while ensuring non-inter-ference. Typically data connectivity to aircraftsystems involves an STC process.

Class 3 EFB: Certification requires a full air-worthiness approval (STC) just like any otheron-board avionics system. A Class 3 EFB mayform part of a network supporting other func-tions. A human factors and safety assessmentwill be part of its evaluation.

Type A: Can be used for document storageand retrieval.

Type B: Can be used for independent perform-ance calculations, the display of charts with noaircraft position and checklists, can use theinternet, and display weather and externalcameras (one example being heads-downenhanced vision infrared imagery).

Type C: Relates to the active control of the air-craft in flight raising significant human factorsconcerns. This usually requires the EFB systemto be Class 3.

Part 91 operators in the US and as pilot-in-command, may approve the operation of theirown Class 1 and 2 EFBs, but Part 91K, 135 and121 operators must obtain operationalapproval though the OpSpec process. UnderEASA and other regulatory regions an OpSpecor alternative form of operational approvalwill be necessary for all users. For those read-ers who are members of NBAA, you will finda wealth of useful EFB operational data underthe Association’s aircraft operations portal.

EFB BRANDS BY CLASSThere are a plethora of EFB devices availabletoday and in a sense they follow the threehardware classifications discussed.Commercial off the shelf (COTS) devicesinclude the beloved iPad and popularAndroid devices. COTS devices are found inboth Class 1 and 2 applications.

Aviation equipment manufacturers, mean-while, have taken the COTS principle andadapted specific units for aircraft mountingand digital interface. These devices aredesigned for aircraft and include physicalcharacteristics suitable for aircraft reliabilityand performance. Several industry leadershave emerged in Class 2 and 3 arenas such asUniversal Avionics (the first to market withClass 3 certified), CMC, navAero,Astronautics and Goodrich. And there are aneven greater number of application providerssupplying a wide array of software for use onall classes of EFBs.

WHY EFBsSome key benefits for using EFBs in thecockpit are:

• Reduced pilot workload• Efficiency• Safety• Replacement of paper reference• Reduced cost• Weight saving.

An example of features that can be gainedfrom a full Class 3 EFB system shows justhow beneficial Electronic Flight Bags can bein terms of what they provide:

• Airport Map/Runway Incursion Prevention

• ADS-B Merging and Spacing• Enroute Moving Map with

dynamic own ship position• Aviation Weather Information

• Network Connection• CPDLC• Communication Management Unit• Data Loading• Maintenance• Charts• Manuals• Video Surveillance• Request Application Information• Others.

TRAININGFinally the importance of training cannot bereinforced enough. Incorporating new cockpittools into the normal flying procedures can becomplex and time consuming. Some opera-tors have used their COTS and PEDs to inter-face with existing X-Plane commercially-available software creating realistic simula-tion of the cockpit environment. This allowsfor the new devices to be proven and testeddown to simple processes like folder manage-ment for the many documents available onthe device.

This ground based proving exercise can bea very effective way of establishing a flightdepartment-standardized procedure for usingEFBs in flight operations.

❯ Ken Elliott is an avionicsveteran of 40 years andmore recently focused onNextGen. His work withinthe NextGen AdvisoryCouncil sub-committeesbrings him close to currentand intended developmenteffort. Equally, his special-ization in low-vision opera-tions provides a deeper insight into one of the pillarsof NextGen. Ken has served the aviation industry onthree continents from light GA to large corporateaircraft. His current employer Jetcraft is a leadingaircraft brokerage company with worldwide pres-ence. More from www.jetcraft.com,email: [email protected]


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he nice thing about old technology isthat the FAA doesn’t revise therequirements very often. The badthing is that old technology comes

with limited capabilities. The Electronic FlightBag (EFB) is one of the most dynamic items inan aircraft today, and it appears the possibili-ties are endless, especially when it comes tothe manufacturers and regulating agencies.

In my article in the June 2012 edition ofWorld Aircraft Sales Magazine (p100), I refer-enced the AC120-76A documentation. Thatsame month, the FAA approved AC120-76B –which illustrates how keeping up with the

changing requirements for EFBs is critical.And as usual, it is up to the operators andtheir technicians to do so.

Now that EFBs have been around for awhile, it is very likely that if you are lookingto purchase a pre-owned aircraft it alreadyhas a system installed and FAA-approved foruse by the current owner. The pilots may beamazed at all the functions this mobile deviceoffers to make flying the aircraft easier, but beaware that this new little gadget will requireadditional paperwork, training and mainte-nance procedures before anyone gets to use itto its full potential.


Plane Sen

se on

Paperless C

ockp

its

Be prepared.

by Steve Watkins

EFBs and the Pre-OwnedAircraft Purchase:

T

Plane Sense 2 June_FinanceNov 20/05/2013 14:55 Page 1

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NON-TRANSFERRABLE APPROVALThe existing installed and approved EFBSystem may increase the value of the aircraftyou are looking to purchase, as well as makethe pilot’s life easier. Even though it may havebeen installed only months ago, there is likelyto be much more work to be done to meet thelaundry-list of FAA requirements. For exam-ple, when you purchase the aircraft theapproved EFB is not transferrable. You nowbecome the Operator, and the list of items thatthe new Operator needs to have documentedand approved is substantial, no matter whatthe Class of System, or Type of Software beingused.

To review the requirements for the differ-ent Classes of Hardware and Types ofSoftware, refer to the FAA AC120-76B.Basically, there are three Classes and threeSoftware Types detailed, as outlined in thepreceding article of this edition.

OPERATOR REQUIREMENTSNow that the Class and Types are clear, let’sreview some of the requirements that theOperator must perform for Class 2 Type B EFBSystems, as an example. The Operator isreferred to as the new aircraft owner/operatorthat intends to use a previously approved EFBSystem. They must perform the following:

1. Document EFB non-interference to show operational suitability and compliance with AC91.21-1 and AC 120-76B.

2. If using Type B software, determine the usage of the hardware and/or software with a failure.

3. Provide evidence that demonstrates EFB meets the appropriate criteria for intend-ed function.

4. If W&B information is used, be sure it is current to the aircraft and perform a valu-ation test prior to EFB use.

5. Perform within an initial validation peri-od - typically six months - to ensure reliability of the EFB prior to removal of the paper documents. (In other words, if you buy an aircraft with an EFB installed, you still have to get paper documents until your validation has been approved.)

6. Assure that the batteries being used in your Portable Electronic Device (PED) have the proper charging system that is compatible and has a replacementinterval.

7. Provide documentation that the PED meets the requirements specified for envi-ronmental hazards and non-interference compliance requirements.

8. Assure that the PED, if wireless, doesn’t interfere with other systems.

9. Assure that any PED used meets decom-pression testing requirements if aircraft can be pressurized.

APPROACHING YOUR LOCAL FAAYou should be able to see from the above bul-let points that transferring approval for an

EFB is not as simple as you might haveassumed initially. There are more items likeprocedures and training that will need to beaddressed before you can successfully get theEFB System approved by your local FAA.

The best way for an operator to go paper-less in a previously-approved aircraft, is tostart anew and take everything the previousowner performed and documented to yourregulating agency and hope they will acceptthis as a gift.

Start with your Operations andMaintenance Regulators and show them whatyou received. Then, on bended knee, askthem what else they need to approve yourEFB documentation, evidence and valida-tions, so you can use this new EFB technologybefore they decide to change it all again!

� Steve Watkins is TechnicalServices Manager, WesternRegion for Jet Support Services,Inc. (JSSI). Steve has been anA&P mechanic, IA and PrivatePilot for over 35 years and wasa Designated MechanicsExaminer in Wichita, KS andLong Beach, CA. He has also spent time as Directorof Maintenance and Chief Inspector for various FAR135 and FAR 145 operations, owned his own main-tenance shop as well as instructed at an A&P techni-cal school and is an active member of the AMTSociety. � Contact Steve at: [email protected]


“ The best way for an

operator to go paperless

in a previously-approved

aircraft, is to start anew and

take everything the previous

owner performed and

documented to your regulating

agency and hope they will

accept this as a gift. ”

PHO

TO C

OUR

TESY

JEP

PESE

N


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n one instance a pilot's use of a person-al computer caused the airplane to flymiles beyond its destination. In anoth-er, it took alarmed flight attendants to

snap the two pilots back to their cockpitduties after they had flown well beyondtheir intended airport. Several otherinstances can be found in which crews losttrack of their positions, altitude or approachstatus as they tried to use new electronicchart software loaded on the company's newiPads or other new Electronic Flight Bag(EFB) software.

Potentially, they can all contribute to dis-tracting pilots – just like cell phones, elec-tronic readers or any other consumer prod-uct lumped under the broad heading‘Portable Electronic Device’ (PED). One of

the gravest examples occurred in the Fall of2011 when the pilot of an emergency medicalairlift helicopter flew his ship into a four-way fatality – while using his cell phone tosend and receive text messages, according tothe report from the National TransportationSafety Board.

Fortunately, considering the volume andgrowth in incidents, fatal outcomes are rela-tively rare. However, the low fatality num-bers mask the dangers as we see a tidal shifttoward iPads and other tablets in the yearsince the Federal Aviation Administrationupdated its long-running Advisory Circularoutlining the definitions of EFBs and theiruse and qualifications. It's been about twoyears since the first approvals for Part 135use of iPads came about.


Plane Sen

se on

Paperless C

ockp

itsI

Tablets’ Cockpit Invasion:Useful tool, or

tempting distraction?

by Dave Higdon

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Thanks to these and other actions by FAAand vendors, operators across the aviationspectrum – private, business and commercial– continue to embrace new technology forcharts and plates and other necessary,required documents. And at every step, signsemerge that show pilots are not entirelyimmune to their devices' distracting traits.

Even as the community absorbed the rela-tive benefits of their newly available tool –lighter weight, better updating and lowercosts – aviation's safety gurus knew therewould also follow new forms of the oldissues of cockpit focus, distraction and theflight safety challenges resulting from thenew tools.

FAILURE TO LAUNCH“You knew it had to come,” growled onesemi-retired corporate pilot. He flies as amentor pilot, instructing part-time for a largeflight-training organization, and he advisesaircraft owner/operators on issues of single-pilot cockpit-resource management.

“There's no getting around the benefitsthese electronic tools bring to us in the cock-pit – particularly for single-pilot operators,”he explained. The ease of finding the rightchart or plate for the singe pilot who's adeptat using whatever EFB tool he or she choosescan't be overstated. But even something thisgreat has its issues. The proliferation of tabletcomputers and other PEDs in aircraft cock-pits is generating blow-back thanks to the

unpredictability of one element of the tool…The pilot handling it!”

It's a dichotomy of significant propor-tions. The PEDs operate on the basis of theirhardware and software; they follow a logicimparted by the program. The most fatal ofpilot's flaws meanwhile are their human abil-ity to be easily distracted by the very tooltouted to help make flight safer for them,some of which devolve to the point of fixa-tion which can exclude from their awarenessany and all input outside of the interface.

There's no questioning the appeal of EFB-functioning devices. It grows with every gen-eration software and hardware advance.Regardless of its brand origins, pilots andoperators wholly embrace the functional ben-efits of the PED that serves as a portable GPSback-up navigator; a plane-smart E6B flightcomputer; a replacement for pounds worthof paper; and the end of the laboriousprocess of keeping up-to-date charts, plates,airways, and company manuals. But thosebenefits accompany the tool's peculiar abilityto steal focus away from basic flying tasks,and a distracted pilot – even one focused onan ancillary flying task – is at that momentnot a safe pilot.

Distracted pilots aren’t solely a single-pilot-cockpit or professional-cockpit phe-nomenon. Distracted pilots work and fly insingle- and two-pilot cockpits, meaning thatall operators and pilots must focus on avoid-ing electronic-screen hypnosis.

HUNDREDS ON RECORD...The database at the NASA Aviation SafetyReporting Service holds almost 400 Part 91operations reports citing distraction as a factorsince 2009. Widen the inquiry to cover alloperations and more than 1,000 reportsappear citing distraction as a factor since 2009.Bear in mind that this snapshot excludesreportable accidents – by including these, thenumber is certainly higher.

One safety investigator for a major OEMobserved, “Guys getting distracted by theircockpit toys is as bad as we know it is on thestreets...and you think that pilots would bebetter, know better. There's a good number ofminor incidents that have to be reportedbecause they clear the damage thresholds, butthey don't generally rise to the level of anNTSB investigation. The FAA hardly coverssome of them.”

Common issues cited in the ASRS reportsinvolve the user becoming distracted becauseof a lack of knowledge and experience inusing the new device. There's no standard forhow software writers organize access to thedocuments in their EFB programs. Sometimesthe source of the distraction is as basic as notknowing how to power up the device; othertimes it's down to unexpected issues – such asthe iPad shutting down after getting too hotlaying on a light-jet glareshield, while the pilothas no paper alternative. These are usuallyEFB and iPad-as-EFB issues; but those devicesaren't the only PEDs brought into cockpits.

“ The proliferation of tablet computersand other PEDs in aircraft cockpits

is generating blow-back thanks to the unpredictability of one element

of the tool… The pilot handling it! ”



THE CIRCLE OF DISTRACTIONPilots have always struggled at timesbetween maintaining focus during the dron-ing monotony of a long flight and handlingsome of the job's distractions which havegrown over the decades. As technologyadvanced new ways to become distractedemerged. Consequently, three- and four-per-son cockpits became the norm, with twopilots, a flight engineer to manage powerand systems, and a navigator to trackprogress and serve as the ship's radiooperator.

The latter two jobs let pilots stay focusedon flying by eliminating their responsibili-ties for those critical tasks. Technologyadvances started eliminating the need fornavigators in the 1960s and then for flightengineers in the 1980s. Now two-pilot cock-pits are the norm for all but the Light Jetsegment, where single-pilot IFR designsdominate, and in the process of concentrat-ing the work of four into two, or one, thedependence on technologies continuallyexpanded.

Only with the ability to substitute a formof computer hardware for pounds andpounds of paper charts, maps and manualshas the cockpit-technology revolutionreached full circle. With the reductions inhuman staff and the proliferation of allthese electronic systems the opportunitiesand incidents of distracted pilots returned –with a growing rate.

THE SOLUTION? COMMON SENSECompany policies on use of PEDs andEFBs vary, from non-existent to highlydetailed. Sanctions for violating theseseem rare, however, and somewhat ques-tionable in their effectiveness. The NTSB,in closing its investigation into the crash ofthe medical helicopter flown by the dis-tracted pilot outlined above, presentedseven recommendations to the FAA - threespecifically addressing the problem ofcockpit distractions:

• Prohibit flight crew flying Part 135 and 91 subpart K (Fractional) operations from using a portable electronic device for non-operational use while at their duty station on the flight deck while the aircraft is being operated.

• Require all Part 121, 135, and 91 subpart K operators to incorporate into their initial and recurrent pilot training programs information on the detrimen-due to the nonoperational use of portable electronic devices can have on performance of safety-critical ground aand flight operations.

• Require all Part 121, 135, and 91 subpart K operators to review their respective general operations manuals to ensure that procedures are in place that prohibit the non-operational use ofPortable Electronic Devices by opera-tional personnel while in flight and

during safety-critical preparatory and planning activities on the ground in advance of flight.

The Board also made two recommen-dations to the operator of the accidenthelicopter, one of them specific to theissue of cockpit distractions: “Expandcompany policy on Portable ElectronicDevices to prohibit their non-operationaluse during safety-critical ground activi-ties, such as flight planning and pre-flightinspection, as well as in flight.”

Professional pilots and instructorshave their own recommendations that arefocused largely on sticking with old toolsin the cockpit until a pilot has learnedand become adept at using the new elec-tronic replacement for charts and plates –and keeping paper as a spare for the firstfew weeks of actual flying with the newtool.

Our professional pilot and instructorsummarized: “Do you think there's a mes-sage there? It's as simple as the Boy Scoutmotto – ‘be prepared’. It's also importantfor all of us to look at those recommenda-tions and follow them in our own flying,every day, mission notwithstanding, sta-tus not relevant. Part-time recreationalpilot flying for fun or pro-ATP drawing acheck, none of us should be succumbingto the aura of the iPad – or any personaldevice.” ■


RocketRoute June_Layout 1 21/05/2013 12:04 Page 1

RocketRoute June_Layout 1 21/05/2013 12:04 Page 2


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 -Medium Jets – appears opposite, to befollowed by Light Jets next month.

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:MEDIUM JETS

Aircraft Performance& Specifications

JULY ISSUE: Light Jets

AUGUST ISSUE: Turboprops

SEPTEMBER ISSUE: Large Cabin

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 IntroJune13_AC Specs Intronov06 21/05/2013 09:39 Page 1


$3,112.13

5.75

6.00

21.30

604

4.30

2.25

48

-

2

8

27400

23350

16000

10000

1520

2000

2390

2570

6300

3787

3500

532

442

429

389

2

TFE 731-5R

$3,146.85

5.75

6.00

21.30

604

4.30

2.25

48

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

BEEC

HCRA

FT H

AWKE

R 80

0XP

$3,076.64

5.75

6.00

21.30

604

4.30

2.25

47

32

2

8

27000

23350

16250

8500

2200

2200

2050

2200

4900

3803

3500

530

447

430

402

2

TFE 731-5BR

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

$3,137.85

5.75

6.00

21.30

604

4.30

2.25

49

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

$2,853.31

5.75

6.00

21.30

604

4.30

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R

$3,161.31

5.75

6.00

21.30

604

4.30

2.25

50

-

2

8

28000

23350

16330

10000

1790

2120

2525

2710

5641

3810

3415

470

452

430

402

2

TFE 731-5BR

$2,849.07

5.75

6.00

21.30

604

4.30

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R

BOM

BARD

IER

LEAR

JET 4

0

BEEC

HCRA

FT H

AWKE

R 80

0XPi

BEEC

HCRA

FT H

AWKE

R 80

0XPR

BEEC

HCRA

FT H

AWKE

R 85

0XP

BEEC

HCRA

FT H

AWKE

R 90

0XP

BEEC

HCRA

FT H

AWKE

R 75

0BE

ECHC

RAFT

HAW

KER

800

MEDIUM JETS

LEAR

JET 4

0XR

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.

$2,405.09

4.92

5.12

17.67

363

4.80

2.50

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

433

2

TFE 731-20BR

$2,319.69

4.92

5.12

17.67

368

4.80

2.50

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1707

4330

4033

2820

710

465

436

428

2

TFE 731-20AR ❯

AircraftPer&SpecJune13_PerfspecDecember06 21/05/2013 09:53 Page 1


$2,469.86

4.92

5.12

19.75

410

4.80

2.50

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

436

2

TFE 731-20BR

$2,698.01

5.71

5.92

17.67

453

5.30

2.00

24

24

2

7

23500

19500

14772

7910

1068

2228

2186

2418

5450

5208

4500

714

465

436

423

2

PW305A

BOM

BARD

IER

LEAR

JET 6

0

AIRCRAFT SPECIFICATIONS

$2,350.12

4.92

5.12

19.75

410

4.80

2.50

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1968

4350

4063

2800

590

465

436

416

2

TFE 731-20AR


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

$2,555.50

5.71

5.92

17.67

453

5.30

2.00

24

24

2

7

23500

19500

14896

7910

944

2104

2044

2398

5450

5317

4500

718

465

436

423

2

PW305A

$3,353.30

5.70

5.50

18.40

438

5.00

2.00

-

61

2

7

22000

20000

13800

7329

1071

1600

1770

2000

5630

4208

3699

805

427

427

418

2

TFE 731-3B

$3,396.94

5.70

5.50

18.40

438

5.00

2.00

-

54

2

7

23000

20000

14250

7330

1620

2250

1693

1824

5170

4500

4315

510

452

452

417

2

TFE 731-4R-2

$2,626.61

5.70

5.50

18.50

461

4.54

2.00

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A

$2,541.21

5.70

5.50

18.50

461

4.50

2.00

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B

CESS

NA C

ITATIO

N XL

S

BOM

BARD

IER

LEAR

JET 6

0XR

CESS

NA C

ITATIO

N VI

CESS

NA C

ITATIO

N VI

ICE

SSNA

CITA

TION

EXCE

L

BOM

BARD

IER

LEAR

JET 4

5BO

MBA

RDIE

R LE

ARJE

T 45X

R

MEDIUM JETS


BOM

BARD

IER

CHAL

LENG

ER 3

00

$3,324.18

6.08

7.17

28.60

860

6.22

2.50

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

476

459

459

2

HTF 7000



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

MEDIUM JETS


$4,086.29

5.70

5.50

25.20

620

4.50

2.10

-

82

2

8

36600

32000

22464

12931

1505

2514

3229

3380

5320

4702

3650

1120

527

527

470

2

AE 3007C2

$3,021.77

5.70

5.50

25.25

620

4.58

2.50

35

100

2

9

30300

27100

18150

11223

1177

2650

2620

3010

3810

3867

4016

1237

459

459

388

2

PW306C

CESS

NA C

ITATIO

N SO

VERE

IGN

$3,995.57

5.70

5.50

23.92

593

4.50

2.10

-

82

2

8

36100

31800

22025

12931

1444

2375

2890

3125

5480

4693

3650

1120

525

525

470

2

AE 3007C1

$2,915.40

5.70

5.50

25.25

620

4.58

2.50

35

100

2

9

30755

27575

18400

11348

1277

2600

2773

3163

3820

3917

-

-

459

459

-

2

PW306D

$2,640.92

5.60

4.75

17.10

375

4.30

2.08

9

55

2

7

24650

20700

14365

9365

920

2635

2550

2910

6000

4362

3400

493

474

459

430

2

TFE 731-40R

$2,498.79

5.75

5.75

17.70

465

4.33

2.10

25

55

2

7

26100

21700

15100

10300

850

2400

2760

3130

5640

4050

3340

606

470

459

430

2

TFE 731-40AR

$3,316.86

6.25

7.20

24.50

868

6.00

2.75

25

125

2

8

35450

30000

19950

15000

650

4050

3130

3530

6600

4352

3700

395

470

459

430

2

PW306A

GULF

STRE

AM G

200

CESS

NA N

EW C

ITATIO

N SO

VERE

IGN

GULF

STRE

AM G

100

GULF

STRE

AM G

150

CESS

NA C

ITATIO

N X

CESS

NA N

EW C

ITATIO

N X

GULF

STRE

AM G

280

$3,313.64

6.25

7.20

32.25

935

6.00

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3387

3690

4750

5083

5000

844

482

470

459

2

HTF 7250G

CESS

NA C

ITATIO

N XL

S+

$2,509.50

5.70

5.50

18.50

461

4.50

2.00

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C


�



lthough some signs point tomodest increases in businessflying in some areas, othersigns show many operatorscontinue to fly less than they

were a few years ago. For some, thosechanges will inevitably spur discussionsabout the company aircraft: “Is this morethan we need today?”, and “Will we needthis airplane in the foreseeable future?”

So many influences come into play when

trying to answer such questions. Increasedflying can make upgrading viable; ditto forlonger average stage lengths – or changesthat increase the demand for seats on thecompany flights. Don’t forget wear-and-tear/replacement cycle buying, either…

In recent years some have used the reces-sion-depressed market to step up to a largeror faster airplane, discounted to the pointthat the price seemed competitive with some-thing smaller but newer.

Of course, when times are good rational-izing an upgrade may require nothing morethan a spreadsheet showing the new airplanewon’t, alone, land badly on the company bal-ance sheets. But when times are tough asthey are now, flight-hours growth and move-up demand generally hasn’t been all thatstellar these past five years.

Consider the reverse of the step-upproposition: How often, if ever, have youheard flight department staff, owner/pilots

A

DOWNSIZING YOUR AIRCRAFT

Flying Less ?Pressured to Sell ?

Downsizing May13_Gil WolinNov06 20/05/2013 14:26 Page 1

❯

or owner/operators discuss the relative mer-its of trading down in aircraft.

One industry expert suggests there aretwo basic reasons to replace your current air-craft: The airplane is no longer capable ofperforming the mission; or the costs of oper-ating the aircraft make it no longer the besteconomic choice for the mission. A variationon that last reason has hit more than a fewoperators lately. They’ve seen utilizationdecline or change in a way that now makes

the airplane seem more than the companyrequires (or wishes to continue paying for).

The need for an airplane remains; thequestion is how much of an airplane is need-ed? Downsizing can offer many useful bene-fits. These include lower costs; reducedinsurance premiums; reduced maintenancecosts; maybe even lower crew costs. Further,the operator retains the on-demand, short-notice-to-everywhere travel options that onlybusiness aircraft provide.

STEPPING DOWN VERSUS EXITINGIt’s not as complicated as it seems – at leastin the abstract. A company that no longerneeds mid-cabin space and range will possi-bly find it can meet a high percentage of itsneeds with a light jet.

Allowing for the unlikely case of astraight swap with the owner of a smaller jetwho is looking to step up to a jet of the sizeand category that you presently own, findinga buyer for your aircraft has better prospectsthese days – and supplies of light jets aregood, with prices just off buyers’ market lev-els. Stepping down from medium to light,large to medium, or from ultra-large to any-thing else, offers many of the same relativesavings.

FUEL & SUNDRIES The two general rules about costs in BusinessAviation follow:

• More speed is more expensive.• Extra space is also costly.

Naturally, then, owning an airplane thatis faster and bigger than you actually need isgoing to cost more than you need to pay.Logically, a step down should be a step tolower costs on several levels. Lower fuelcosts may be the big saving since the trackbetween size and fuel, and speed and fuel isvirtually linear.

The same fuel budget you spent on thelarger airplane will buy more flying hours.As for that speed difference, depending onthe smaller jet, you may be giving up noth-

ing in the way of speed and time efficiencysince many light jets can cruise to within 50knots of many medium and large jets. Evenif the cruise difference was between 75 to 100knots though, for the typical business flightthe time added will be minimal.

Always remember to measure changes infuel and sundries by the cost-per-mile yard-stick. Cost-per-mile, as the consultants andmarketing executives note, provides the mostdirect comparative measure.

INSURANCE & MAINTENANCE This one should be relatively easy to com-pare. Since insurance premiums tend to firstreflect the aircraft ‘hull’ value the premium isset by the unit costs and moves accordingly.You may also gain some savings through dif-ferences in systems on the aircraft and theamount you fly.

Maintenance programs and some mainte-nance costs should also reflect the lowerexpense of the aircraft – though not nearly inthe direct way of fuel or insurance. Thehourly costs of technicians varies littlethough age, parts and complexity may workin the operator’s favor in the scenario of astep-down.

POTENTIAL OPERATIONAL GAINSMore total airport options become availableto the owner who finds downsizing their jetto be the way forward. That’s because small-er airplanes equal shorter runways. A lightjet may be able to operate from runways ofonly 3,000 feet in length, while some mid-cabin jets need a little over 4,000-foot length.Large cabin jets go well into the 5,000-footterritory. Turboprops, meanwhile, can oper-ate from runways most commonly accommo-dating piston aircraft – 3,000 feet and shorter.

More airport options will usually trans-late into landing at the airport nearest therequired business destination – instead ofusing a larger, less-convenient runwaybecause the airplane needs it. The option touse a smaller airport also gives the flightplanner more choices for shopping airportsoffering more attractive airport fees andhangar costs (a matter of poundage and

“ One industry expert suggests there are two basic reasons to replace your current aircraft: The airplane is

no longer capable of performing the mission; or the costs of operating the aircraft make it no longer the

best economic choice for the mission.“


Perhaps downsizingyour airplane couldkeep you flying...By Dave Higdon



space). And smaller airports often offer lower-cost options for fuel, handling and catering toflights.

In terms of where to base the aircraft, thesmaller field may also be more competitivefor hangars and maintenance, even if theirfront door facilities don’t match up to the lux-ury trappings of the major FBOs on the largerairports.

There are ways around that for operatorswho regularly fly clients out of their home-towns. One operator we know always uses amajor airport with a glittering, upscale FBO tomeet passengers for his business travels, buthe doesn’t base his jet there. He bases it 18nautical miles away at an uncontrolled field.By not basing at the larger airfield permanent-ly, however, this operator saves $450 a monthwhich he had to spend to base his larger air-craft at said larger airfield.

Other costs may also drop at smaller suit-able airports – depending on the field and theservices provider. For example, handling feesfor moving our example’s airplane to thesmall field run one-fifth of the cost of thatlarge airport FBO – and also lower thananother nearby GA airport. It all adds up.

The lower costs reduced his annual spend-ing on hangar, handling and, most of all fuel,by significant five-figure sums, he explained.“The savings are paying much of the cost ofchanging airplanes.”

SINGLE-PILOT OPTIONThe option of working with a single pilotworks only in a limited area – but it’s an areacatching the eye of more than a few operatorslooking to step down for all the reasons notedabove: Lower utilization, less need, costs, etc.

Some companies may decide to stick withusing two pilots and cite numerous logical rea-sons for that decision, but other smaller opera-tors will see the single-pilot option as anothercost-saving with few downsides. Using a sin-gle-pilot brings a boost in useful utility byopening up capacity for another passenger orextra fuel on some trips. Make sure, however,that the airplane you downsize into is certifiedfor single pilot operations.

THE DOWNSIDES OFDOWNSIZINGIf these items add up to a familiar picture foryou, perhaps it’s time to meet with someoneto help you assess the costs and savings –and the prospects of selling the old jet andbuying something smaller. A couple of cau-tions should be given, however:

• Today’s market is not exactly on fire; depending on what you want to down-size from, clearing it from the company books may take time. Consider working with a broker to carry this load.

• Finding the ideal replacement may be equally time-consuming, so be prepared. If it’s a model in high demand, the costs may not be buyer’s market-level.

• Tax benefits for buying qualified aircraft have been unusually generous in recent years but may not be available for the particular unit you’re considering. A tax professional can sort out that concern and put you on the path to the smartest decision.

All things considered, the end game isassessing whether the financials make sense.You may believe it worth incurring somefinancial loss to step down when the long-term savings will greatly exceed those costs.Be sure your financial advisors or accountant

are engaged from the start of this process.As our new-found light jet owner noted,

he incurred costs in stepping down. Butlooking at a five-year spreadsheet comparingthe old medium jet to his pre-owned, but-newer light jet, he concluded that the savingswere significant.

“It was worth it for us…we’re flying a lit-tle more and spending a good bit less – andall the while, the smaller airplane does whatwe need. Who wouldn’t take that optionabove exiting Business Aviation ownershipaltogether?”

❯ 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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here can be no doubt thatchanges in the landscape ofavailable used-aircraft financ-ing that characterize today’smarket have had an adverse

impact on the business and helicopter avia-tion re-sale markets. As 2013 unfolds thereremains a large inventory of business aircraftavailable at very affordable prices.

The percentage of financed versus cashretail transactions for business jets was rough-ly split 50/50 from 2000 through September2008. But then in late 2008 came the start ofthe economic meltdown, at which point secur-ing debt financing for pre-owned business air-craft purchases became a more challengingtask for buyers. Thus the pendulum swungin favor of cash as the method of mostpre-owned jet transactions.

Today the ratio of financed versus cashtransactions for used business jets stands at23% financed to 77% cash. This is based onJETNET’s findings from US-based FAA-filedfinancial documents. There has been littlechange in the percentage of financed businessjets over the past four years as shown in ChartA (right).

MORE DETAILED VIEWFollowing are just a few of the questions wewill seek to answer in this month’s JETNET>>KNOW MORE.• Is financing only available to the higher

priced pre-owned business jets today (compared to the period prior to the melt-down)?

• Is it more difficult to finance older business jets today?

• What are the most popular makes and models of business jets that are financed?

Table A (right) provides a snapshot view ofthe third quarter of 2007 compared to thefourth quarter of 2012. You can see whattrends have taken place in the financing ofbusiness jet aircraft since the economicmelt-down.

Financed vs. Cash Pre-OwnedBusiness Jet Transactions

by Michael Chase & Marj Rose


JETNET >>KNOW MORE

T

Data based on the four quarter total moving average

Start of Economic Melt-down23%

77%FINANCED

CASH *

CHART A - BUSINESS JET FULL RETAIL SALE TRANSACTIONSU.S. FAA FINANCIAL DOCUMENTS FINANCED VS CASH*

PPERIOD FFINANCED CCASH TTOTAL 33Q 2007 189 189 378 %% of Total 50% 50% 100% 44Q 2012 92 308 400 %% of Total 23% 77% 100% CChange -97 119 22 %% Change -51% 63% 6%

Source: JETNET; Analysis by Chase & Associates

TABLE A - FINANCED VS CASH SNAPSHOT

❯


JetNet June13_PAMA interview November06 20/05/2013 15:43 Page 1

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


JETNET >>KNOW MORE

During 3Q 2007, there were 378 total pre-owned business jet transactions completedwith 50% (189) financed and 50% purchasedwith cash. During 4Q 2012 the number of pre-owned business jets financed had declined to92 or just 23% of the total of 400 transactionsfor the quarter, which saw an overall increaseof 6% more transactions. The shift towardscash transactions is clear.

WEIGHT CLASSTable B (top right) delves a little deeper intoour snapshot comparison of the same twoperiods and breaks the Financed transactionnumbers down by aircraft weight class.

While all weight classes experienced adecline in volume of financed pre-ownedbusiness jets, the light/VLJ classes saw anincrease from 47% to 59% in its share offinanced assets. One conclusion we coulddraw from this snapshot is that financing con-tinues to be available for all classes of busi-ness jets.

AGEComparing our two snapshot periods by air-craft age groups indicates that 50% of thefinanced transactions for pre-owned businessJets were under 15 years old and 50% weregreater than 16 years old in the third quarter2007. After the meltdown, financed transac-tions for older business jets dropped 33%, asshown in Table C (right).

Again, while most aircraft age groups wit-nessed a decline, the 21-25 and 26-30 year oldjets lost a significant share of the total.Interestingly, age group 16-20 maintained thesame share and the 30-plus group actuallygrew in its share percentage of business jetsthat were financed in the fourth quarter 2012.

One possible conclusion is that therewere fewer pre-owned business jets that werefinanced that were older than 16 years of ageover our two snapshot periods. However, it’sfair to say from this data that financing doesappear to be available for all business jet agegroups.

MAKEWhen comparing our two snapshot periodsby aircraft make, Cessna’s Citations continueto have the largest number of Pre-ownedfinancial transactions, as shown in Table D(right). Also highlighted, we can see that theHawker and Challenger models saw thelargest declines in financed transactions.

MODELThe Light Jets and VLJs dominate the rank-ings of business jets that were financed inlarge numbers when viewed by model. Mostnotable within the top rankings is the absenceof pre-owned business jets in the Large Cabinand Ultra-Long-Range classes. The majority

WWEIGHT 33Q 2007 %% 44Q 2012 %% ++/- %% HHeavy 35 19% 15 16% -20 -57% MMedium 66 35% 23 25% -43 -65% LLight/VLJ 88 47% 54 59% -34 -39% TTotal 189 100% 92 100% -97 -51%

TABLE B - PRE-OWNED FINANCED TRANSACTIONS - WEIGHT

AAge (Yrs) 33Q 2007 %% 44Q 2012 %% BBefore NNow 00-5 25 13% 20 22% 66-10 41 22% 21 23%

111-15 29 15% 20 22% 50% 67% 116-20 24 13% 12 13% 50% 33% 221-25 21 11% 2 2% 226-30 30 16% 5 5% 330+ 19 10% 12 13% TTotal 189 100% 92 100%


TABLE C - PRE-OWNED FINANCED TRANSACTIONS - AGE

MAKE 3Q 2007 4Q 2012 # Change % Change Citation 68 42 -26 -38% Hawker 32 9 -23 -72% Learjet 29 12 -17 -59% Gulfstream 16 6 -10 -63% Challenger 13 3 -10 -77% Falcon 11 5 -6 -55% Beechjet 9 4 -5 -56% Westwind 3 1 -2 -67% Eclipse 2 3 1 50% Sabreliner 2 0 -2 -100% Astra 1 1 0 0% Boeing 1 0 -1 -100% Diamond 1 0 -1 -100% Premier 1 1 0 0% Embraer N/A 5 N/A N/A TOTAL 189 92 -97 -51%


TABLE D - PRE-OWNED FINANCED TRANSACTIONS - MAKE

TABLE E - PRE-OWNED FINANCED TRANSACTIONS - MODEL

RRank MMake/Model 33Q 22007 CCum %% RRank MMake/Model 44Q

22012 CCum %%

11 Citation II 10 10 5% 11 Citation CJ3 10 10 11% 22 Beechjet 400A 9 19 10% 22 Embraer Phenom 100 5 15 16% 33 Hawker 800A 8 27 14% 33 Hawker 800XP 5 20 22% 44 Hawker 800XP 8 35 19% 44 Beechjet 400A 4 24 26% 55 Citation 525 7 42 22% 55 Citation I/SP 4 28 30% 66 Citation Ultra 7 49 26% 66 Citation Mustang 4 32 35% 77 Challenger 604 6 55 29% 77 Learjet 60 4 36 39% 88 Citation Bravo 6 61 32% 88 Citation II 3 39 42% 99 Citation I/SP 6 67 35% 99 Citation S/II 3 42 46%

110 Citation III 6 73 39% 110 Citation 525 3 45 49% 111 Learjet 55 6 79 42% 111 Eclipse 500 3 48 52% 112 Citation Excel 5 84 44% 112 Hawker 900XP 3 51 55% 113 Hawker 1000A 5 89 47% 113 Learjet 31A 3 54 59% 114 Learjet 25D 5 94 50%




JETNET >>KNOW MORE

of the financed models are from the Cessnafamily of jets. Prior to the economic melt-down, the Citation II was in top spot, but inthe fourth quarter of 2012, the Citation CJ3 ledall models for pre-owned financing (Table E(left)).

From the analysis presented in Table Dand E, we can conclude that financing is avail-able to all makes and models of pre-ownedbusiness jets, but the Light Jet and VLJ (lower-priced) models certainly appear to have morefinanced transactions.

HOW MANY AND WHAT TYPES?Since the economic melt-down, regulatorshave increased their scrutiny of banks, whohave in turn increased their due diligenceprocesses for customers seeking business air-craft loans. This is a different environmenttoday compared to the free-wheeling daysbefore the recession. Accordingly, a buyershould expect the bank’s due diligence to bemore penetrating today. Perhaps this could beone of the underlying reasons for the shifttoward cash transactions over the past fouryears. Other reasons could be higher depositamounts required, as well as personal loanguaranty from company executives.

Debt financing for pre-owned business jetsare available today, however. There were over50 banks and financial institutions thatprocessed and filed pre-owned business jetdebt instruments (not including leases) in thefourth quarter of 2012. Security agreementswere used in 86% of the financial transactionsrecorded in the fourth quarter 2012 followedby Amended Security Agreements andMortgages at 7% each.

SUMMARYAfter recently participating in the annualNational Aircraft Finance Association(NAFA) conference, we heard many aircraftfinance professionals agree that financing iscertainly available today for business air-craft.

The preceding paragraphs and tableshave allowed us to drill into some of the his-torical detail on aircraft financing, offeringsome insight into the current trends. As wecontinue moving through these unprece-dented economic waters, there is no doubtthat buying patterns, and the means of pur-chasing assets like business aircraft will con-tinue to be affected. We will continue tokeep you updated as the recovery continues.

❯ For more information: • Michael Chase is presidentof Chase & Associates, andcan be contacted at 1628Snowmass Place, Lewisville,TX 75077; Tel: 214-226-9882; Web: www.mdchase.com

• Marj Rose is president ofMarketLift, Inc. and can becontacted at P.O. Box595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com

• JETNET can be contactedat 101 First Street, Utica,NY 13501; Tel: 800-400-2298; Web: www.jetnet.com orwww.avdatainc.com * You can now follow JETNET on Twitter at www.twitter.com /JETNETLLC

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




Global systemsconnect business

aircrafteverywhere.

by Dave Higdon

ntil Charles Lindbergh landedat Le Bourget, Paris in 1927,the world had received onlyscattered reports on his where-abouts; spot sightings occur-

ring by happenstance during his more than33 hours aloft. Sightings from his fly-oversof Land’s End in Nova Scotia, Ireland andEngland provided interim reports – andeven then several hours later.

Conversely, news of his touchdown inParis, witnessed by tens of thousands,crossed the Atlantic thanks to a mediaawaiting his arrival with links to thetransatlantic telegraph cable andtransoceanic wireless.

In the decades that followed, communi-cating with aircraft flying in remote regions,across oceans, over the vast, empty spacesof the Arctic, Antarctic, Africa, Mongolia,and South America had remained sporadicat worst, and periodic at best. Those linksworked almost solely through the descen-dants of those early wireless systems: theHigh-Frequency (HF) radio carried onboardaircraft and ships at sea.

For example, the Titanic with her mas-sive electrical-generation capabilities carriedwireless equipment powerful enough tospan 2,000 miles – and word of her distresssignals was received by a radio operator inNew York City in what for the time was

Out of Sight, Front of Mind:

GLOBAL SYSTEMS TRACKING

U

❯

Global Age June13_Gil WolinNov06 20/05/2013 12:40 Page 1

Heliasset_FullPage-205x270_WAS0613_print.pdf 1 15/05/13 16:57

❯


literally real-time. But this communicationsrequired Morse Code fluency.

Today, the evolution of modern satellitecommunications makes it possible for oper-ators to stay in touch with home from virtu-ally anywhere on the planet – by voice, bydatalink or by Morse Code. Voice and textmessages can be relayed between aircraft,base and back to aircraft automatically.

If you thought the flight phone merelycut into one of the last best ways to getaway from everyone, the new satellite sys-tems virtually eliminate that final get-away,and that’s a huge positive for businesseswith people on-the-move almost every-where at all times.

WIRELESS LIMITATIONSThe age of the telegraph began after SamuelF.B. Morse created his famous code andenterprising businesses began wiring theworld to carry the dots and dashes of thefirst modern communications system. Thisworked well – as long as the rudimentarybatteries powering each relay station kepttheir current flowing and the all-importantintegrity of the wired network remainedintact. The loss of a single pole could breakthe wire strand – thus adverse weather andcriminal acts could cause communicationsto be interrupted for as long as it took forrepairs to happen.

Ahead of the wireless age entrepreneursof the 19th Century tackled the issue of con-necting America and Europe with thetransatlantic Telegraph cable – more than2,000 miles crossing the ocean bottom. Asadvanced as it was for its day, the systemstill faced limitations on how much traffic itcould carry at one time – even after the tele-phone, found its own way across the ocean(again, a traffic-limited cable).

The world rejoiced when Marconi’s firstwireless messages bloomed into a system ofnetworks connected across open air. Withno need for wire strands to bridge gapsbetween communicators the world began toshrink. Yet even Marconi’s invention had itslimitations: Those of range, signal strengthand line-of-site signals, along with limits onwhat a single signal could carry.

From the early 20th Century, a Canadiancompany bridged the oceanic gap andbegan routinely sending wireless messagesbetween the two continents. As advanced asit was, however, limitations on the technolo-gies and sensitivities to environmental prob-lems (lightning or heavy rain, for example)attenuating signal strength remained handi-caps to reliability and utility.

Likewise, by the time radios began toappear in aircraft in the 1920s and 1930s,those rudimentary units also struggled withtheir own limitations. Outside the realm of

the later HF radios, pilots and ground com-munications seldom could cover much morethan 100 miles, with atmospheric issuesbeing a regular constraint.

But then the Soviet Union launched atiny, beach-ball sized orb into space, named“Sputnik” and its existence shook the worldeven more than the telegraph and the wire-less before it. Through four “whisker”antenna Sputnik broadcast a faint radio sig-nal as it circled high above the Earth – andmillions on Earth tuned in to hear it passoverhead every 90 minutes or thereabouts,its rudimentary beeping and shiny presencestriking awe into the people watching andlistening.

Thus began the world’s move into ever-greater space-based communications – andthe beginning of satellites as major playersin global communications. After the U.S.launched Telstar in the 1960s the worldshrank again, with live television programsnow broadcast from one point on the Earthto another – within seconds.

Today thousands of satellites orbit Earth

carrying voice, data, and graphics commu-nications, watching our weather and peer-ing deep into space. They help us monitorour environment, navigate more preciselyand communicate between mobile and sta-tionary sites a half-world apart better thanever before.

THE WAY THEY WORKWhether you’re talking about Honeywell’ssystem, Blue Sky Network’s or some otherproduct, the key element in common is asatellite network, a privately-funded con-stellation of communications satellites orbit-ing high above us. These serve as a constel-lation of communicators constantly in viewof all parts of the globe all the time.

Airborne equipment can broadcast voiceor data communications to a “visible” satel-lite which, in turn, relays that same packetof information to those on the ground – firstpassing through the network’s ground sta-tions and then to the end users on theground. The network ground stations canrelay communications to desktop and

GLOBAL SYSTEMSTRACKING

...the key element incommon is a satellitenetwork, a privately-

funded constellation ofcommunications satellitesorbiting high above us...


AIC Title June_Layout 1 21/05/2013 12:16 Page 1

notebook computers, internet systems,tablet computers and even smart phones setup to use the connections.

Some systems can be set up so that theaircraft hardware automatically generates aposition report on an established schedule;recipients are designated by the sender orcan log into a network to see those reports –or the system can be set to automaticallyalert recipients to each update. Some sys-tems can also be programmed to send analert if the aircraft diverts, is overdue orgoes missing. Indeed, some systems allowfor the automatic broadcast of an emergencymessage in the event of a hostile actionagainst the aircraft – an alert that can reachhome from the far side of the globe.

HONEYWELL SKY CONNECTAvionics maker Honeywell is among thelonger-tenured players in this field, thanksto the company’s early establishment ofsatellite telecommunications through theearly incarnation of the Iridium SatelliteNetwork. Today’s newest version isHoneywell’s Sky Connect Tracker IIInetwork.

Designed to take advantage of improvedbandwidth and a more-robust network, thisIridium satellite-based system supportsboth aircraft tracking capabilities and directcommunications between aircraft andground contacts.

Most recently, Honeywell linked SkyConnect Tracker III with the company’sZing aircraft health and usage monitoringsystem (HUMS). The communication capa-bilities of Sky Connect Tracker III alreadyprovide concurrent voice and text commu-nications – plus ongoing flight-tracking ofthe aircraft. And since Sky Connect employsthe Iridium satellite constellation, these net-work communications capabilities are avail-able between any aircraft anywhere in theworld and any ground location capable ofconnecting to the system.

BLUE SKY NETWORK REALITIESBlue Sky Network is another long-termplayer, with capabilities developed andimplemented more than a decade ago. Atthe March Heli-Expo in Las Vegas, the com-pany demonstrated its latest global commu-nications solution, the new SkyRouter sys-tem. Designed to work in aviation, land-mobile and maritime transportation, NewSkyRouter offers a feature-rich, cloud-based

fleet management solution designed to enableunbroken connectivity for assets widely dis-persed while also providing for a seamlesscommand and control across multiple asset-types and deployments.

New SkyRouter is designed to supportconnectivity with remotely dispersed mobileassets, including Blue Sky Network'sadvanced Dual-Mode GSM and Iridiumtracking and communications services.

During Heli-Expo Blue Sky highlightedNew SkyRouter’s advanced tracking and fleetmanagement capabilities for helicopter fleetswhile noting the system’s applicability andsuitability to the other transportation modes.Apart from displaying the features of NewSkyRouter, the company also showcased itstracking hardware and its hallmark product,HawkEyeLink – a device that connects smart-phones and tablets to the Iridium network inthe cockpit.

Those demonstrations featured globalweb-based tracking maps that provided aerialviews that seamlessly integrated with GoogleEarth to provide constant trip managementand flight play-back.

LATITUDE TECHNOLOGIESEXPANDSAlso at Heli-Expo, Latitude Technologiesshowcased what is called “the industry's firstend-to-end HFDM system,” anchored by thecompany’s established IONode FDM record-ing and reporting hardware connectedthrough to the IONode Analytics platform.Latitude provides reliable and secure aviationdata and communication options for crewsafety, fleet logistics, and operations andmaintenance efficiency with Web Sentinelflight data management platform for desk-tops, dispatch centers and mobile devices.

Latitude, based in Victoria, BritishColumbia, Canada, is a vertically integrat-ed manufacturer and provider of flightdata, flight following, and satellite commu-nications equipment and services. Thecompany’s SkyNode products are amongthe most-versatile and economical-to-oper-ate aeronautical communication devicesavailable today.

Latitude’s IONode is the industry's firstlightweight flight data recorder andadvanced data acquisition unit; one capa-ble of real-time event and exceedance alertsto ground stations, as well as automatedpost-flight wireless data transfer. STCs toinstall SkyNode and IONode are availablefor hundreds of fixed- and rotor-wing air-frames.

ISOLATION AVAILABLEWith such systems making global commu-nication and worldwide connections fast,affordable and seemingly inescapable, theglobe is quickly approaching a point atwhich being out of touch will be the anom-aly rather than the norm. But escape andisolation remain possible, one vendorreminded people.

When it’s important to be out of touch,desirable to be invisible and incognito, theonly solution will soon be the use of the“OFF” switch on the airplane’s airborneglobal-tracking and communicating gear.But remember that even then, that decisionto turn off the system will likely triggersomething on the ground – they’ll notice…

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

COMPARE AIRCRAFT PERFORMANCE USING OUR


GLOBALSYSTEMSTRACKING



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JetNet June_Layout 1 21/05/2013 12:20 Page 1

JETNET has released its March 2013 and 1Q2013 results for the pre-owned business jet,business turboprop, helicopter and commer-cial airliner markets. Highlighted in the tableare key worldwide trends across all aircraftmarket segments comparing March 2013 toMarch 2012. Fleet for sale percentages for busi-ness jet and business turboprop market sectorswere down in the March comparisons, but in-creased slightly in the helicopter markets.

Business jets are showing a slow start in1Q 2013, with a 4.2% decrease in pre-ownedsale transactions, and are taking more time tosell (71 days longer) than last year, with a 3.3%decrease in average asking price. Meanwhile,business turboprops decreased 8.8% in pre-owned sale transactions, with a double-digitincrease in average asking price of 18.7%.

Helicopters - both turbine and piston - sawdouble-digit declines in sale transactions YTDat 34.8% and 21.5% respectively. Turbine heli-copters recorded a double-digit decrease in av-erage asking price at 38.4% in the YTDcomparisons through March 2013.

Commercial airliners are reported byJETNET for the first time and include for salenumbers for both commercial jets (includes

airliners converted to VIP) and commercialturboprop aircraft. The number of pre-ownedcommercial jet sale transactions (469 for 1Q2013) showed a double-digit increase of 21.2%compared to 1Q 2012. However, commercialturboprop sale transactions declined by 25% in

the same 1Q comparisons. The average dayson the market increased by more than 114days for commercial airliners, and seven daysfor commercial turboprop aircraft in the samequarterly comparisons. Both were on the mar-ket for more than a year before selling.


Market Indicators

▼

Market Indicators - June 2013 / More from www.jetnet.com

According to AMSTAT, the business aircraftresale market trends continued to be amixed bag in Q1 2013 with no single direc-tion for all market segments. Compared toQ1 2012, retail transactions for all jet seg-ments were up. Light Jets showed the great-est improvement at 2.9% of the active fleetturning over (versus 2.4% in Q1 2012).

The turboprops were flat with 2.2%turn-over in both quarters, while both Heli-copter segments (Single- and Multi-engine)were up, if only marginally in the case ofthe Multi-Engines (1.1% vs. 1.0%).

When comparing Q1 2013 with Q4 2012,resale retail transaction activity amongstjets and turboprops was generally lower.This is to be expected as 2012 experienced

the Q4 transaction “pop” that we see mostyears. So, Light Jet, Medium Jet and tur-borop activity was down for this periodand Heavy Jets were flat. By comparison,Single-engine Helicopters were up 1.8% (vs.1.4%) and Multi-engines were flat (1.1%).

In general, inventories continued to con-tract. All market segments are nicely downfrom their 2009 highs, and compared to theend of Q1 2012, this trend continued withthe largest drops occurring in the Light Jets(15.5% to 13.7%) and turboprops (9.9% to8.0%). The exception was the Single-engineHelicopters where the percentage for salewas the same (5.7%). In terms of recent ac-tivity, the contraction continued across allsegments, with the notable exception of the

Medium Jets where inventories increasedfrom 12.3% at the start of Q1 2013 to 12.8%by April 1.

Average asking price data also varied be-tween market segments. Between the end ofQ1 2012 and the end of Q1 2013, the HeavyJets (+7.3%) and turboprops (+3.3%)showed increases. By comparison, LightJets (-7.8%) and Medium Jets (-5.4%) con-tinued to see price erosion during the sameperiod. Year-on-year the Multi-engine Heli-copter segment saw a 13.0% decline in aver-age asking prices.

By contrast the Single-engine Helicopterasking prices only contracted -1.4% andactually improved a little (+3.6%) duringQ1 2013.

Market Indicators - June 2013 / More from www.amstatcorp.com

JETNET View

WWORLDWIDE TRENDS

MMARCH BBusiness Aircraft HHelicopters CCommercial AAirl iners

JJets TTurbos JJets TTurbos JJets TTurbos In-Operation Fleet 19,036 13,845 19,142 9,405 24,537 9,603 For Sale 2,494 1,079 1,213 582 605 403 Fleet % For Sale 2013 13.1% 7.8% 6.3% 6.2% 2.5% 4.2% Fleet % For Sale 2012 13.8% 9.2% 6.2% 5.9% n/a n/a % Change For Sale (-0.7)pt (-1.4)pt (0.1)pt (0.3)pt

JJANUARY TO MARCH 2013 Full Sale Transactions 526 300 229 194 469 120 Avg. Days on Market 403 296 434 296 452 366 Avg. Ask Price (US$M) $4.005 $1.559 $0.891 $0.220

YYTD JANUARY TO MARCH 2013 vs 2012 Change – Transactions -4.2% -8.8% -34.8% -21.5% 21.2% -25.0% Change – Days on Mkt 71 -20 25 -30 114 7 Change – Asking Price -3.3% 18.7% -38.4% -1.3%

AMSTAT View

MarketIndicators June13_Layout 1 20/05/2013 12:56 Page 1

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/ More from www.jpmorgan.comMarket Indicators - June 2013

JP MORGANView

In its latest monthly European BusinessAviation Monitor, WingX observes the fol-lowing key points on the market:• There were 54,000 private and charter

flight departures in April - more than 10% growth on April 2012. However this Year-Over-Year (YOY) comparisonis flattered by Easter falling across March and April in 2013.

• To provide insight without distortion, WingX has compared March-April 2013 to March-April 2012. With respectto this two month period, YOY Busi-ness Aviation activity in Europe de-creased 3.4%. This contraction was slightly less than that experienced in both January and February 2013.

• Reflecting the continuing Eurozone recession, flight activity fell most in Western Europe, with declines in Ger-many and the UK particularly influen-tial. There was a small increase YOY inFrance.

• Unsurprisingly, the period saw heavy falls in Business Aviation flight activ-ity in Italy and Spain. Established growth markets in Scandinavia, Turkey and CIS countries maintained their expansion path. There was stronggrowth in flight flows between some countries, such as Russia to Turkey.

• Over the March-April period, flight activity in Eastern Europe fell, but in-coming flights from the Middle East, the US, China and West Africa notably increased.

• Across aircraft size segments, bizliner, ultra-long-range and super midsize jet activity increased, and all light jet activity subsided. Pilatus aircraft, however, bucked the light aircraft trend with activity growth.

• Bombardier fleet activity continued to grow impressively, generated by char-ter demand. At the heaviest and light-est ends of the market, ACJ and

Eclipse aircraft posted big activity increases.

• Cessna’s XLS fleet is an industry bell-wether, with its continuing decline in activity. The Mustang, leading the VLJ segment, is holding its own with strong private flight demand. The most significant activity growth acrossthe fleet was generated by Global Ex-press aircraft.

“The year on year increase in April wasflattered by Easter falling earlier this year,”concluded Richard Koe, Managing Director,WINGX Advance. “Discounting this effect bylooking at the March-April period, we are los-ing activity. There are bright spots, such as jetactivity out of Russia, charter traffic inUkraine, private flying on VLJs, and stand-out demand for Bombardier aircraft. ButBusiness Aviation in Europe won’t see light atthe end of the tunnel until we’re into aneconomic recovery.”

WINGX View

Inventory remains elevated for younger jets;used pricing has not bottomed; and flight op-erations are barely growing in the US andshrinking in Europe. The Chinese govern-ment’s austerity campaign is another con-cern. Business jets do not appear to be atarget thus far, but this could change, de-pressing demand at least for a time in an im-portant growth market. JP Morgan estimatesthat China (including Hong Kong andMacau) took 6% of new deliveries during the2010-2012 period, including 17% ofGulfstream deliveries.

Q1 deliveries probably will not be overlyimpressive given the atmosphere outlinedabove along with cautious anecdotal com-mentary from management teams and indus-try participants. JP Morgan can see the

market recovering in future quarters enoughto overcome a weak Q1, but it does not ex-pect cuts to 2013 delivery forecasts at thispoint although cautious commentary andmediocre order metrics are expected.

Used inventories were down 20 bps inMarch. The used inventory of in-productionmodels fell to 10.2%, the bottom of the 10.2-11.2% range in which inventories have hov-ered since the start of 2011, and we couldsoon see inventory break below 10% for thefirst time since September 2008. Light jetsdrove the March decline, falling 60 bps, whileinventories for Heavy jets (+10 bps) andMedium jets (+20 bps) were marginallyhigher. Inventory for the “toddler and pre-K”fleet (aircraft 0-5 years old) remains elevatedat an estimated 7.7%, and this is a reason to

discount the impact that falling overall inven-tory could have on demand for new aircraft.

Used pricing weakened further, falling forthe eighth time in 12 months. Persistent de-clines have been a signal that new demandwould remain weak, and judging by recentreadings a near term recovery is unlikely.Prices fell by 60 bps for Heavy jets in Marchand by 80 bps for Medium jets, while Lightjet pricing improved by 0.2%. Flight ops im-provement took a modest step backward inFebruary.

The headline number for US flight opswas a 3.8% decline, and while this converts toonly a 0.4% decline when adjusting for theextra day last year due to the leap year, it stillrepresents a slowdown from the low single-digit gains from Oct 2012 through Jan 2013.

/ More from www.wingx-advance.comMarket Indicators - June 2013



3 Market Indicators

It should come as no surprise that the privateaviation industry hasn’t improved much inWestern Europe over the past year. Amid aus-terity measures and weak economic news,there has been a cautious hesitance to take onthe discretionary costs associated with privateair travel.

“The situation will drag on a bit longer,”predicts aviation advisor Brian Foley. “Butone shouldn’t lose perspective that Europestill remains the second largest BusinessAviation market.”

According to AMSTAT, the Western Euro-pean business jet fleet has shrunk two percentsince this time last year. About three quartersof the jets leaving the area went to NorthAmerica, an indicator that the market has

been improving there. The prolonged Euro-pean slowdown has seen both the small andmidsize cabin fleet shrink 10% from their re-spective 2011 and 2010 peaks. In contrast, thelarge cabin fleet population actually increased70% since 2007, growing from 493 aircraft totoday’s 837.

Foley’s local sources note some other inter-esting market shifts. For example, those char-tering big cabin aircraft have continued to doso since they’ve had adequate financial re-sources to stay the course all along. Howeverthe smaller entities which typically charteredmedium-sized jets are now chartering smallerones, and many of those who once charteredsmall-cabin jets have left the market for now.In the process, the mid-sized charter jet has

been caught in the middle forcing owners tostore or put the airplane up for sale as oppor-tunities to charter it out have declined.

Given all of the financial turmoil that’s oc-curred in the last 12 months it’s reassuring tonote that while the market has been slow, ithas at least remained relatively stable over thepast few years. Many in the region believe itcould take another 2-3 years to get back on agrowth course.

“Europe will eventually come back, but notto its previous prominence,” Foley concludes.“In our forecast all of Europe accounts for19% of future jet deliveries, down from 25% inthe previous decade. That difference haslargely been ceded to Asia which has shownsteadily increasing market potential.”

Market Indicators - June 2013 / More from www.oxfordjet.com

LONDON OXFORD View

Market Indicators - June 2013 / More from www.brifo.com

London Oxford Airport retained its status as one of the UK’stop tier airports for Business Aviation in 2012. In terms ofmovements it is now ranked fifth in the Eurocontrol’s an-nual statistics report. Daily BizAv movements since the UK’spre-recession peak in 2007 have grown by almost 98% (seetable right).

LONDON REGION AIRPORT DAILY BIZAV DEPARTURES (2006–2012)

NAME 2006 2007 2008 2009 2010 2011 2012 Change Since 2007

Annual BizAv

Movements Luton 37.7 43.1 38.7 29.5 33.7 34.4 33.8 -21.58% 24,674 Farnborough 26 32.4 29.8 26.2 27.1 26.9 26.2 -19.14% 19,126 Biggin Hill 13.7 18.1 17.3 12.7 13.2 14.9 15.2 -16.02% 11,096 Northolt 10.8 10.4 9.6 8.5 9.7 11 10.6 1.92% 7,738 Oxford 3.2 4.1 5.6 5.7 7 7.9 8.1 97.56% 5,913 London City 17.3 18.3 13.2 10.2 9.9 8.8 7.7 -57.92% 5,621 Stansted 8 9.1 8.5 6 6.6 6.2 7.2 -20.88% 5,256 Cambridge 2.5 3.2 3.2 3 2.8 2.7 2.8 -12.50% 2,044 Gatwick 2.9 2.7 2.7 2.4 2.6 2.4 2.5 -7.41% 1,825 Heathrow 3.7 3.4 3.5 4.4 3.8 3.1 2.2 -35.29% 1,606 Southend 2.5 2.7 1.9 1.5 1.6 1 1.6 -40.74% 1,168 Cranfield 1.2 1.4 1.5 1.2 1.2 1.2 1.1 -21.43% 803 Lydd 0.3 0.5 0.6 0.6 0.6 0.7 0.6 20.00% 438 Manston 0.7 0.8 0.9 0.7 0.7 0.7 0.5 -37.50% 365 Total London Region

131 150 137 113 121 122 120 87,673

Source: Eurocontrol OneSky Database for year end, each year since 2006.

/ More from www.argus.aeroMarket Indicators - June 2013

TRAQPak data shows that April 2013 flightactivity levels decreased slightly from March(which is the normal trend), finishing themonth down 1.9% overall. The results by op-erational category were mixed with Part 91activity posting the only month-over-monthincrease, up 1.3%. Aircraft category resultswere down across the board with turbopropsposting the smallest month-over-monthdecrease, down 1.1%.

Reviewing year-over-year activity (April2013 vs. April 2012), TRAQPak data indicates

a very slight decrease of0.4% overall. The resultsby operational categoryindicate Part 135 activityposted a year-over-yearincrease of 10.5%. Part 91and fractional marketsposted year-over-year de-creases of 3.2% and 10.6%respectively.

Looking at activity by aircraft category,the turboprop segment showed the only de-

cline, finishing the month down 5.7%. Year-to-date, flight activity has declined 1.4%.

AAPRIL 2013 vs MARCH 2013

PPart 91 PPart 135 FFractional AAll Turboprop -0.5% -2.0% -2.1% -1.1% Small Cabin Jet -0.4% -4.4% -8.6% -2.6% Mid-Size Cabin Jet 4.2% -4.9% -8.8% -2.2% Large Cabin Jet 4.4% -8.4% -15.7% -2.0% AAll Combined 11.3% --4.2% --8.6% --1.9%

AAPRIL 2013 vs APRIL 2012 PPart 91 PPart 135 FFractional AAll Turboprop -7.5% 2.7% -22.6% -5.7% Small Cabin Jet -2.8% 12.1% -12.6% 1.0% Mid-Size Cabin Jet -0.4% 20.4% -8.4% 2.5% Large Cabin Jet 3.6% 9.3% 1.6% 4.9% AAll Combined --3.2% 110.5% --10.6% --0.4%

ARGUS View

FOLEY View



328 Support GmbH had three reasonsto be cheerful recently. The final aircraft in aseries of three Dornier 328 jet conversionswas delivered to Nigerian charter companySkyBird Air in early April. The latest deliverycompletes a contract worth over 14 millionEuros in total. In all, the refurbishments in-volved two 32-seat passenger airliner con-versions and a VIP configured 328DBJ TM./ More from www.328.eu or www.jets.eu

Aircell has named five organizations toreceive the company’s highest dealer honorfor 2012, The Aircell 51,000 Five Award.Recipients were Constant Aviation (Cleve-land, OH); Duncan Aviation (Lincoln, NE andBattle Creek, MI); Gulfstream Aerospace(Savannah, GA); Jet Aviation (St. Louis,MO); and StandardAero (Springfield, IL)./ More from www.aircell.com

Bombardier Aerospace continues toexpand its worldwide customer servicesnetwork with the appointment of HarrodsAviation Limited as an Authorized ServiceFacility (ASF) for business aircraft cus-tomers based in, or flying to Europe. Thenew ASF in London Luton, United Kingdomwill be capable of performing line mainte-nance for Challenger 300 and Challenger605 aircraft and line and heavy mainte-nance for Global business aircraft./ More from www.bombardier.com

Conklin & de Decker has released theAircraft Cost Evaluator 2013 Volume I, de-livering the most up-to-date benchmarking,operating, and ownership cost data availableto the aviation industry. Aircraft Cost Evalua-tor is a flagship product from Conklin & deDecker enabling users to make critical deci-sions on aircraft acquisitions whether theyare downsizing to a smaller asset or upgrad-ing to a larger aircraft purchase or trade./ More from www.conklindd.com ▼

Five decades ago, a PanAm delegation headed toFrance led by CharlesLindbergh, mandated byCEO Juan Trippe to findthe right aircraft to equipPan Am’s new executiveaviation division. Lind-bergh quickly wired back“I’ve found the bird”, andthe Mystère 20 subse-quently became the firstFalcon Jet to be intro-duced to America.

The Mystère 20 wasborn on the pages of a

notebook belonging toPaul Déplante, engineer-ing director of Dassault’splant in Bordeaux-Méri-gnac. In November 1961,Déplante drew a simpleink sketch, a cutaway ofan aircraft cabin, with tworear-mounted engines.

Two years later, inApril 1963, s/n 001, theprototype, rolled off theproduction line. In 1971,FedEx founder FrederickSmith selected the Mys-tère 20, by then re-

named the Falcon 20 asthe basis for his fledglingovernight freight service.In the years since its in-troduction more than 450Falcon 20s were built andDassault continued tomake inroads into busi-ness jet manufacturingthat provided the plat-form for today’s high-endmarket offerings from thecompany.

/ More information fromwww.dassaultfalcon.com

“I’VE FOUND THE BIRD”

NEWS ROUND-UP

Dassault has confirmed that the twonewest members of the Falcon family, theFalcon 2000S and Falcon 2000LXS havebeen certificated by the FAA./ More from www.dassaultfalcon.com

Eagle Creek Aviation announced thatit has received the 2012 Twin CommanderService Center of the Year Platinum Award.The award represents the highest level ofrecognition for outstanding support andleadership in servicing the Twin Commanderaircraft fleet./ More from www.eagle-creek.com

BizAv Round-Up 06.13

SKYBIRD CABIN

DASSAULT FALCON 2000LXS

BusAviationNewsJune 13_Layout 1 20/05/2013 14:13 Page 1

June 13-14, 2013Convene (Midtown West), New York

16TH ANNUAL

GLOBAL CORPORATE AIRCRAFT TRANSACTIONS FORUM

“ Great networking opportunities. Good opportunity to get broad overview on lot of topics from the best in the business.”

– Crowley Aircraft Management Advisors

“ Enjoyed quality and professionalism of speakers. The candour was refreshing. The team spirit of the industry was highlighted.”

– London Air Services Limited

Conference Highlights:Sponsors

Sponsorship Opportunities

Amy Leung

InsightAircraft.com

Global Corporate June_Layout 1 21/05/2013 12:27 Page 1

nation’s best aviation operations. The WilsonAir Center chain (Memphis, Charlotte, Hous-ton, and Chattanooga) has been voted #1six times in the last seven years.

DAVID IVEY VICE PRESIDENT (LEFT) AND BOB WILSON,PRESIDENT.

/ More from www.wilsonair.com

TAG Farnborough Airport and TAGAviation Geneva, both part of TAGGroup, have placed first and second re-spectively in the Aviation InternationalNews (AIN) International FBO Survey2013. It is the seventh consecutive timeTAG Farnborough Airport has been voted‘International FBO of the Year’ and a year-on-year success for TAG Aviation Geneva,which placed fourth in 2012. TAG Farnbor-ough Airport is biennial host to the Farn-borough International Airshow, andFarnborough itself is the birthplace ofBritish aviation as the location for the firstBritish powered flight in 1908./ More from www.tagfarnborough.com


Embraer Executive Jets delivered thefirst of up to 125 Phenom 300 light jets toNetJets recently. “The NetJets delivery is asignificant milestone in the Phenom 300program,” said Ernest Edwards, President,Embraer. “We are especially pleased thatwe will begin producing the NetJets’ Sig-nature Series Phenom 300s on the Mel-bourne production line in 2014.”

EMBRAER EXECUTIVES MARCO TULIO PELLEGRINI, SEN-IOR VP AND COO, ERNEST EDWARDS, PRESIDENT (HAND-ING THE KEYS TO NETJETS CHAIRMAN AND CEO JORDANHANSELL), AND CHUCK SUMA, SENIOR VP GLOBAL ASSETMANAGEMENT.

/ More from www.embraerexecutivejets.com

Flying Colours Corp. has been ap-pointed by Beechcraft as an AuthorizedService Center (ASC) for the entire King Air,Baron and Bonanza product lines. The newservice centre status for the Ontario locationwill offer Canadian owners of these modelsa convenient one-stop center for all theiraircraft service requirements as FlyingColours Corp. can provide maintenance,modifications, refurbishment and paint workservices under the terms of the ASC.

In other news, Flying Colours expandedits CRJ conversion program beyond execu-tive aircraft. It is presently a third of the waythrough an extensive schedule which willsee eight CRJ 200 regional airliners con-verted into sixteen seat Executive Shuttleconfiguration for an undisclosed client./ More from www.flyingcolourscorp.com

Meridian Teterboro has once againbeen voted # 1 FBO in the US byFlightPlan.com, and is the top ranked FBOat Teterboro Airport (TEB) in the AIN andProPilot surveys. Betsy Wines was voted# 1 Best Customer Service Representative(CSR) for the 15th year. Victor Seda, closebehind, earned the # 4 spot. Now, for the7th year in a row Meridian Teterboro hashad two CSRs in the top five slots./ More from www.meridian.aero

Wilson Air Center has again beenvoted the #1 Best Small Chain in Profes-sional Pilot Magazine’s 2013 PreferencesRegarding Aviation Services and Equipment(PRASE) survey. In this annual survey, Pro-fessional Pilot Magazine asks its readers,which includes pilots, aircraft owners, pas-sengers and flight crews, to vote on the

Cessna's New CitationSovereign recently madeits first production flight,lasting a little more thantwo and a half hours andincluding tests of theGarmin G5000 avionicswith auto throttles, au-topilot, engine system,aircraft systems and in-strument approaches.Winglets have beenadded to the New Sover-eign ensuring its capabil-ity of reaching a topspeed of 458kts, con-tributing to an increasedrange, and enabling a di-rect climb to 45,000 feet.

In addition, the firstproduction unit of the newCitation M2 has reachedthe significant milestoneof wing and fuselage mat-

ing. Certification is ex-pected in the second halfof 2013. Developed withinput from the alreadystrong Citation Mustangcustomer base, the engi-neering in this aircraft re-flects the customers'desires, resulting in alarger and faster jet with agreater range.

The latest progress inCessna’s developmentaljet programs would backCEO Scott Ernest, as re-ported in The WichitaEagle, when he spoke toreassure 400 Citationowners at a conferencelast month that, despitespeculation, the companyis not halting productionon its jet products. “Letme be clear,” Ernest said

in a statement reiteratinghis remarks, “we are nothalting production; we aresimply reducing our pro-duction levels to meetcurrent demand.”

Recently, Scott Don-nelly, CEO of Textron,Cessna’s parent company,told analysts that Cessnais cutting production thisyear because of weak de-mand in its light jet prod-ucts despite traditionalleading economic indica-tors, such as corporateprofits, looking better. In aconference call with ana-lysts, Donnelly said thecompany planned to “shutdown” various portions ofthe production line./ More from www.cessna.comor www.kansas.com

NEW SOVEREIGN & M2 PROGRAM ADVANCESCESSNA PRODUCTION TO CUT CLOTH ACCORDINGLY

BizAv Round-Up 2 CESSNA M2


Tianjing Show June_Layout 1 21/05/2013 12:31 Page 1


David Armstrong - is the newly-appointed vice president of salesfor the Light and Mid-size Aircraft Division at Embraer Executive Jets.

Susan Aselage has been named president at Sabreliner Corpora-tion. Aselage additionally serves as vice chairman and vice president,secretary and assistant treasurer.

Alan Barnes has joined 328 Group-owned JETS as managing director from Inflite Jet Centre, where he was Customer Support Manager.

BizAv Arrivals 3

BizAv Events 2013

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

Jenny Estes has been promoted to the position of sales manager,Light Aircraft Branch on behalf of NationAir Aviation Insurance. Estespreviously served as Van's Program Manager for NationAir's success-ful Van's RV aircraft program.

Keith Garner - joins Embraer Executive Jets as vice president,sales for the Large and Ultra-Large Aircraft Division. He has held top-level management positions with several business aircraft manufac-turers. He also previously served as president of Greenwich AeroGroup.

Skip Madsen - has joined Landmark Aviation as vice president ofMRO. Before joining Landmark, Madsen was the vice president ofMRO operations for Jet Aviation.

Greg Sahr is the new President, Elliott Aviation. In his new role,Sahr will focus on strengthening the Elliott Aviation brand, enhancingthe customer experience, increasing efficiencies, solidifying industrypartnerships and developing new business opportunities. He was pre-viously Vice President of Sales, Marketing and Business Development.

David Armstrong

AEROEXPO UK May 31 – Jun 2 Sywell, Northants, UK / www.expo.aero/uk

JETNET IQ GLOBAL BUSINESS AVIATION SUMMIT Jun 4 – 5 New York, NY, USA / www.jetnet.com

NBAA: BUSINESS AVIATION REGIONAL FORUM Jun 6 White Plains, NY, USA / www.nbaa.org

CANNES AIRSHOW Jun 6 – 8 Cannes, France / www.cannesairshow.com

ROTARY OPERATIONS CONFERENCE Jun 12 London Heliport, UK / www.miuevents.com

MIDDLE EAST CORPORATE AVIATION SUMMIT Jun 13 Abu Dhabi, UAE / www.aeropodium.com

NBAA: FLIGHT OPERATIONS MANUAL WORKSHOP Jun 17 – 18 Washington DC, USA / www.nbaa.org

PARIS AIR SHOW Jun 17 – 23 Le Bourget, France / www.paris-air-show.com

NBAA: MANG FUNDAMENTALS FOR FLIGHT DEPTS Jun 19 – 20 Washington DC, USA / www.nbaa.org

NBAA: FLIGHT ATTENDANTS/TECHNICIANS CONFERENCE Jun 21 – 22 Washington DC, USA / www.nbaa.org

IRISH BUSINESS AVIATION CONVENTION Jun 26 – 27 Shannon Airport, Ireland / www.miuevents.com

NBAA: BUSINESS AVIATION REGIONAL FORUM Jul 11 Denver, CO, USA / www.nbaa.org

EAA: AIRVENTURE OSHKOSH Jul 29 – Aug 4 Oshkosh, WI, USA / www.airventure.org

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Aug 12 - 13 Sao Paulo, Brazil / www.aea.net

BOMBARDIER SAFETY STANDDOWN Aug 12 - 13 Sao Paulo, Brazil / www.safetystanddown.com

LABACE: (LATIN AMERICAN BUSINESS AV CONF & EX) Aug 14 – 16 Sao Paulo, Brazil / www.abag.org.br

BUSINESS AVIATION IN LATIN AMERICA (BALA) Aug 15 Sao Paulo, Brazil / www.aeropodium.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Aug 27 - 28 Ottawa, Canada / www.aea.net

COMPARE AIRCRAFT FOR SALE USING OUR

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

AEA APPOINTMENTSMembers of the Aircraft Electronics Association recently electednew representatives to its board of directors, and the AEA board ofdirectors elected a new chairman and new vice chairman. The newAEA chairman is Gary Harpster, a senior avionics sales repre-sentative for Duncan Aviation. David Loso, manager of avionicssales for Jet Aviation St. Louis, was elected by the board to serve asits new vice chairman. Meanwhile, the following members were alsoelected to serve for a three-year term April 2013 to April 2016:

• Chuck Freeland, Otto Instrument Service• Tom Harper, Avidyne• Garry Joyce, IAE• Michael Kus, Avionics 2000• Mike LaConto, Epps Aviation• Rick Peavley, Vero Beach Avionics• Brian Wilson, Banyan Air Services.

Keith GarnerAlan Barnes


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Serial Number: 140Registration: N140FJAirframe TT: 6628.7Landings: 3078

• 14 Passenger Interior• Forward & Aft Lavs• GoGo WiFi• LED Lighting• New soft goods and veneer May 2013• New Plating and Switching• New 17” HD Monitors with dual BluRay

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InteriorA 14 passenger interior features a forwardfour place club, mid cabin four placeconference group with Hi/Lo tablew/extension opposite the credenza with akibitzer, and aft dual three place berthabledivans with a privacy bulkhead. Forwardgalley with bulkhead pocket door, a forwardand aft lavatory. The interior was refurbishedwith new soft goods, wood veneer, and plating,as well as a new single cup coffee maker. In

addition, new MCCI switch panels. A state-of-the-art entertainment system includes a 17”HD monitor in the aft cabin and 17” HDmonitor in the forward cabin, with a Blue RayDVD/CD player for each monitor, newspeakers and amplifiers, iPod docking station,and audio switches, Airshow 400 Moving MapSystem. New up wash, down wash, lav indirect,and galley LED Lighting. The iCABIN in-flightentertainment and cabin management systemallows you to simultaneously stream movies toup to 16 iPads. A new dual line AircellAccess Iridium satellite phone system withGoGo high speed internet installed to help youget more done in the sky

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1995 Dassault Falcon 900B

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West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

Florida Jet June_Avaitrade 21/05/2013 12:03 Page 1

SHOWCASE


Florida Jet June_Avaitrade 21/05/2013 12:04 Page 2

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• Full Factory Warranty

• Bombardier Smart Parts

• Airshow Cabin Information

System

• Touch Screen Cabin Management

• Aircell Axxcess SATCOM Phone

System

• High-Speed Broadband w/Wi-Fi

(option)

• Seven Place Executive Interior

• Trades Welcome

This aircraft qualifies for Starbase

Jet’s optional Turn Key Management

program including Guaranteed

Charter


Starbase Jet Aviationwww.starbasejet.com

Contact: Blair Descourouez Cell: (214) 354-2738 [email protected] Contact: Randall Mize Cell: (214) 676-6975 [email protected]

2013 Lear 60XR

2 Starbase 13 Lear60XR 423 WAS June 22/05/2013 15:38 Page 1

SHOWCASE


Starbase Jet Aviationwww.starbasejet.com

Contact: Blair Descourouez Cell: (214) 354-2738 [email protected] Contact: Randall Mize Cell: (214) 676-6975 [email protected]

1998 Lear 60Serial Number: 0143Registration: N143AAAirframe TT: 4850Landings: 3283

• No Damage History

• Pratt & Whitney ESP Gold

• Bombardier Smart Parts

• 12 Year Completed July 2010

• In-Flight Phone Satcom Aircell

Axxess

• Airshow 400

• Titanium Flap Brackets

• Three Rotor Brakes with Smart

Stems

• Beautiful Eight (8) Passenger

Interior

• Private Enclosed Lavatory

• Trades Welcome

This aircraft qualifies for Starbase

Jet’s optional Turn Key Management

program including Guaranteed

Charter

2 Starbase 98 Lear60 143 WAS June 22/05/2013 15:39 Page 1

SHOWCASE

Serial Number: 1337Registration: N52MKAirframe TT: 4504Landings: 2573

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsHAAP and Corporate Jet Support MaintenanceProgramsStandard Honeywell SPZ 8400 Cockpit Packagew/NZ 2000 NavsTriple Honeywell HG1075 Inertial Reference UnitsDual Honeywell FMS and Single Lasertrak NavDisplayCollins Nav/Comm Package with Three Comm’s,w/Dual Collins RTU’s Collins TDR 94 Transponders with EightParameter Enhanced SurveillanceSAT AFIS Equipped with PrinterMagnastar & Honeywell SATCOM 6000, OneCockpit and Three Cabin HandsetsG-Monitor ComputerHeads-up ChecklistFlight Data Recorder2 Hour Voice Recorder

Features & EquipementAirshow Genesis Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and RemoteControlGame Port Connections and LAN ConnectionsThroughoutEight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow AvailableSix Club Seat Rosen Monitors Updated to 6500Series in March 2007

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with three separate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as an aft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables and four 5.6 inch video monitors.

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

Maintenance72 Month inspection done 2010


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1999 Gulfstream IVSP

AeroSmith Penny June 21/05/2013 12:14 Page 1

Serial Number: 162Registration: N876CAirframe TT: 3614Landings: 1544

Engine TypeHoneywell TFE731-60 (On MSP)APU(s/n P493 ): Honeywell GTCP36-150(F) (On MSP)MaintenanceCAMP. C Inspection and Landing GearDimensional Corrosion Inspection compliedwith August 2012InteriorLight Beige leather seats, Tan leather lowersidewalls, Ivory headliner, Beige and light Bluedesigner wool carpet, Quarter Figure Makoreveneer with dark stain, brushed aluminumplating (Original)Seating12 passengers; 4 forward club seats, 4 mid-cabin club seats, aft 3-place divan withopposing executive seat, forward and aftlavatory, folding (floor) third crewmember seatAvionicsHoneywell Primus Epic System EASy II(Baseline – without options)

Flight Management System - triple HoneywellEASy

Global Positioning System - dual HoneywellVHF Communication Systems - triple Honeywell TR-866B

VOR/ILS/Marker Navigation System - dual Honeywell NV-875A

DME Systems - dual Honeywell DM-855ADF Systems - dual Honeywell DF-855Mode S Transponder System - dual HoneywellXS-857A

TCAS II System - Honeywell TCAS-2000(Change 7)

Color Weather Radar System - HoneywellPrimus 880

Communication Management Function - Honeywell EASy

SATCOM Aero H+/Swift Broadband - Honeywell MCS-7120 (installed August 2012)

HF Communication Systems - dual Collins HF-9000

Micro Inertial Reference System - tripleHoneywell Laseref V

Enhanced Ground Proximity & WindshearWarning System – Honeywell EASy

Radio Altimeter System – Honeywell RT-300Cockpit Voice Recorder – Honeywell SSCVR(120 minutes)

Flight Data Recorder – Honeywell SSFDRData Acquisition & Central MaintenanceComputer – Honeywell EASy

Additional EquipmentHoneywell: 20 inch LCD monitor, DVD-Cplayer, three AV-900 Flight Deck Audio, Selcal,DL-700 Data Management Unit, LSS-860Lightning Sensor System. Honeywell EASy:Electronic Jeppesen Charts. Miltope printer,Meggitt MK2 Secondary Flight Display, ELTAADT-406 (tri-frequency), NAV interface to ELT,Airshow 410, Rosen plug-in receptacle for an 8.4inch LCD monitor, 115 cubic inch oxygen bottle

SHOWCASE

2006 Falcon 900EX EASy II

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – June 2013 139

Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned

Dassault 900EX Easy June 21/05/2013 12:16 Page 1

SHOWCASE

Serial Number: 5191Registration: N605TAirframe TT: 6085Landings: 2801

EnginesLeft: S/N: 807347 - 6085 TTSN - 2797 TCSNRight: S/N: 807348 - 6085 TTSN - 2797 TCSN

APU Garret GTCP36-150: 1545 Hours On MSP

AvionicsHoneywell Primus II System; HoneywellAFIS/VHF SATCOM; Dual Honeywell HF; Dual Collins ALT-55B Rad Alt; Dual Honeywell RCZ-833J Coms; Honeywell WU 880 Radar;Dual Honeywell RNZ-850 VHF Navs; DualHoneywell DI-851 DME; Dual Honeywell Mode STransponders; Baker Audio Amplifier; Dual NZ-2000 FMS w/Update; Honeywell Mark VEGPWS; L3 TCASII, TCZ-910 w/Change 7;Fairchild A100A CVR; Fairchild F1000 FDR;Honeywell SPZ 8000 Autopilot; Heads Up CMS-400 Voice System; 406Mhz Elt.

InteriorNew in 2004: 10 place with normal four placeforward club, aft four place divan across from twoplace club, or 12 place with second four place divan

installed in place of aft two place club. Galley hasforward w/convection oven, microwave oven, coffeemaker, large cold storage, separate clean icedrawer. Phone is Aircell system, 3 lines (1 is dualAircell/Iridium), conference calling capability,(Aircraft is provisiioned for Honeywell MCS 3000Sat-Comm), FAX/Printer Cabin Information Systemis Airshow Genises w/Briefer. Entertainment hasDVD six disk changer with 2 screens 14" & 15",and CD player w/10 disk changer and full rnagespeaker system w/subwoofer. Also forward jumpseat. Aft lav with 10 gal water system. Emergencyequipment consists of fourteen life vests, two twelveman life rafts. Interior and exterior exceptionally wellcared for.

ExteriorNew in 2004. White top with blue bottom andthree silver pin strips down the side.

MaintenanceCIMMS enrolled since new. SMART PARTS with SUPPLEMENTAL AVIONICS coverage. Empty Weight: 25503BOW: 26597

Make Offer


Aero Air, LLC2050 NE 25th Avenue

Hillsboro, OR 97124-5964

Tel: +1 503 640 3711Fax: +1 503 681 6513Email: [email protected]: www.aeroair.com

Challenger 601-3R

AeroAir June 21/05/2013 12:18 Page 1

SHOWCASE


Serial Number: 258781Registration: A6-ELCAirframe TT: 2,381 Landings: 1,084 Engines Honeywell TFE-731-5BR

TIME CYCLESEngine #1 2,229 hours 1,026Engine #2 2,306 hours 1,053MSP / Fresh, shop visitsAPUHoneywell GTCP-36-150W - 2320 TSNMSP / Fresh, shop visitsAvionicsCommunications: (2) Collins VHF 4000 (1 Collins HF 9000 with SELCALNavigation (VHF): (2) Collins NAV 4000/4500 all + ADF

Flight Director: (1) Collins PROLINE 21-FOUR TUBE Flight Management System: (2) Collins FMS 6000Auto Pilot: (2) Collins FGC-3000 (Cat. II) Long Range Navigation: (2) Collins GPS 4000AAHARS: (2) Collins AHC-3000Radar: (1) Collins Color TWR 850 with Turbulence Transponder: (2) Collins TDR-94D TCAS II: (1) Collins TCAS 4000 Enhanced Ground Prox. Warn: (1) Honeywell MarkV+TAWS, wind shearDME: (2) Collins DME 4000 Air Data Computer: (2) Collins ADC 3000 w/ RVSM

InteriorThe 8-passenger interior is divided into two four-placeseating groups: the forward section consists of fourindividual club chairs with side executive foldaway writingtables; the aft section consists of a side facing three-

place divan opposite a single club chair. Other features:Center seat cushion of Divan folds out to table, optionalunder-seat stowage and drop down seat rests. Allupholstery is leather with wool carpet and colorcoordinated sidewalls and trim with recessed lighting. TheLavatory has a belted seat allowing an extra passenger orFlight Attendant for a total of 9-passengers and 2-crew

Aircraft Condition and MaintenanceThe aircraft has recently emerged from post-leasemaintenance for fresh airframe inspections as well asearly shop visits for both engines and APU. The Aircraftemerged from maintenance on the week of April 22,2013, and is in excellent mechanical condition. Pleasecontact AFL for further details

Price: (please make cash offer forimmediate sale)

2006 Hawker 850XP

Boeing 727-100REW “Super 27” Long Range Executive

Two Corporate Owners Since New

Air Fleet Leasing and ManagementCompany, Inc.

1209 Ward Avenue – Suite 100West Chester, PA 19380

Serial Number: 20512Registration: N311AGAirframe TT: 31,876 Landings: 17,343 Engines Pratt & Whitney #1, #3: JT8D-217C, #2: JT8D-9A3

TIME CYCLESEngine #1 5,627 1,683Engine #2 32,426 45,000Engine #3 5,627 1,683APUGarrett GTCP-85-98C

TIME CYCLESSince HSI: 2,945 2,740 Since new: 5,233 4,267AvionicsCommunications: (2) Honeywell Primus 2 - VHF

(1) Collins VHF-22B – VHF (2) Collins HF-628 with SELCAL (5) Honeywell Audio Panels (Primus 2) (1) Aircell Iridium– phone + ICS (3 phones)(1) Honeywell AFIS Navigation (VHF): (2) Honeywell Primus2: VOR, ILS, DME Instrument Panel Display: (5) Tube EFIS – EDZ-805 Autopilot / Flight Director: (2) Honeywell FMS FMZ 2000(1) Flight Management System: (2) Honeywell LongRange Navigation: (3) Honeywell IRS Laseref (2 Honeywell GPS (1) Honeywell Laser Trak w/ DisplayWeather Radar: (1) Honeywell Primus P880 (color) Transponder: (2) Honeywell – Mode S (enhanced) TCAS II: (1) Honeywell w/ change 7InteriorThere are two galleys: forward (crew) and mid-cabin(main). The three lavatories are located forward, mid-cabin

and aft. In-cabin baggage storage is conveniently locatedat the rear air-stair boarding area and forward vestibule.Large volume baggage stowage is located in the lowercargo bay with external access. There are eight (8)Aircraft Crewmember positions located on the flight deckfor Captain, First Officer, Engineer and Observer; in theforward vestibule with bulkhead seats for two CabinAttendants Aircraft Condition and MaintenanceThis Aircraft is efficiently maintained under the FAAapproved Centurion Aircraft Maintenance Services MSG-3program, which includes 24-month C-check intervals andprogressive inspections for low utilization. LR Tanksrecently re-certified

Price: (please make cash offer forimmediate sale)

Tel: +1 (0) 610-436-4875Fax: +1 (0) 610-436-1185Mob: +1 (0) 610-547-2311E-mail: [email protected]

For further details please contact:

Daniel E Boyajian

Air Fleet Leasing June 22/05/2013 15:32 Page 1

SHOWCASE

Serial Number: 1504Registration: N902LAirframe TT: 3,220.4Landings: 1,381

EnginesEng #1: 3.220.4 since New. 18 since Midlife-Jan. 2013Eng #2: 3,220.4 since New. 18 since Midlife-Jan. 2013

AvionicsCollins Pro Line IV Avionics Suite with HoneywellSPZ 8400 Flight Control

System w/6-Tube EFIS system, Altitude Alert andPreselect, Dual Honeywell

AZ-810 Digital Air Data ComputerTriple Collins Pro Line IV VHF 422Communication Transceivers with 8.33 MHz

Dual Collins Pro Line IV VIR 432VOR/LOC/GLS/MKR Receivers w/FM immunity

Triple Honeywell FMZ-2000 FMS w/dual GPSand triple LaserRef II IRU

Dual Collins Pro Line IV TDR 94D XpdrDual Collins Pro Line IV ADF 462Dual Collins Pro Line IV DME-442Dual Honeywell HF-9000 HF SystemsDual Collins AA-300RadioAltimetersFairchild A-100 Cockpit Voice RecorderFairchild 1000 FDR Flight Data RecorderHoneywell Primus 880 Radar w/TurbulenceHoneywell MCS 7000 SATCOMHoneywell TCAS 2000 TCAS IIHoneywell HUD-2020 Heads Up DisplayAlliedSignal (AFIS)BF Goodrich ADI-335 Attitude Indicator

SATCOM MCS 7000EVS Enhanced Visual SystemHoneywell Heads up DisplayExteriorOverall Matterhorn White with Gold, Orange andBlue with factory horizontal Stripes, Painted inOctober 2008 by Gulfstream Aerospace, Paint is ExcellentInteriorGulfstream Aerospace best selling Executive 14 passenger floor plan. This FAR Part 135fireblocked interior’s main cabin features forward4 place club, mid-cabin 4 place divan opposite 2captain chairs in club and aft 4- place conferencegroup with Hi/Lo table w/extension oppositecredenza. All oversized swiveling captain chairswere used in the club arrangements throughoutand are appointed in buckskin glove leather. The4 – place conference group is appointed withchamois leather chairs. The berthing 4 placedivan is finished in a designer walnut fabric. The pilot and copilot seats are gray leather withgray sheepskin.• Forward and aft Lavatories• Large Aft Cabin Galley with a Cold StorageCompartment

• Airshow w/ two 17" video monitors• Dual Coffee Makers, Microwave Oven and HighTemp Convection Oven

• Three 110 V electrical outlets• Fax and Printer• Jump Seat

The interior is exceptionally clean, in excellentcondition and shows as new with no defects


CHUCK COLLINS & ASSOCIATES, INC.Premier Jet Complex * McClellan-Palomar Airport,

2100 Palomar Airport Road,Suite 214 Carlsbad, California 92011

Tel: +1 760-929-0302Cell: +1 760-420-7400Email: [email protected]://www.chuckcollinsassociates.com

2003 Gulfstream G 400

Price – Motivated Seller

Chuck Collins Gulfstream G400 June 23/05/2013 14:56 Page 1

SHOWCASE

Serial Number: 182Airframe TT: 1,625

• Only Two Owners Since New• RVSM Equipped• Dual Garmin 530's with WAAS• Enlarged Freon Air System

EnginePRATT & WHITNEY PT6A-64. 536 Hours SinceHot SectionPropellerHARTZELL De-Iced 4-Blade Propeller. 36 HoursSince Overhaul – April 2013AvionicsGarmin Audio control panel stereo with musicinput capability and markers

EHSI/EADI EFIS 40 with symbol generator, KVG350, KCS 305 with comparator alarm andswitching mode

Dual Garmin 530s with WAAS GPS/VHF/VOR-ILS (8.33 Mhz spacing)

RDR 2000 radar displayed on KMD-850WX 500 Stormscope with indicator and outputto KMD-850

KNI 582 RMI Indicator connected to heading nº2DME KN 63 with output to the EHSIHoneywell KDR-810 Traffic Advisory Systemdisplayed on KMD-850/Garmin/HSI

Honeywell Enhanced Ground Proximity WarningSystem (EGPWS)

Dual Amtek 2000 Altimeters, RVSM Capable

Artex 406 ELT (USA) tri-band with aircraftidentification and connection to GPS

KFC 325 3 Axis digital Auto Pilot with pre-selectAltitude and Yaw damper

Stand-by vacuum Artificial horizonShadin ETM Engine Trend MonitorAdditional EquipmentHour meter airborneElectrically heated windshield on Right HandSide Only – Replaced April 2013

Supplementary Gaseous Oxygen systemKeith Air ConditioningElectrical starter/generatorOil coolerInertial separation anti-icing air inletDual exhaustExteriorWhite upper half with Light Blue lower half withdark blue and maroon accentsInteriorTwo Pilot Seats and Four Passenger Seats in aclub configuration completed in Medium GreyLeather with Burlwood Trim.Platinum Edition including:• High comfort leather seats• Burlwood overhead panel• Burlwood made baggage compartment frame• Burlwood made retractable working table• Black chrome color metallic finishing• Smoked brown mirror in baggage compartment• Carpet runner

2000 TBM 700B


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

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

CAI Socata TBM 700B June 22/05/2013 16:22 Page 1

SHOWCASE

Serial Number: 9013Registration: D-AFAUAirframe TT: 5846Landings: 1879• EU OPS 1• New Paint in 2012• 8C & Gear Inspections C/W June ‘10• Batch 2+ Upgrade

EnginesRolls Royce BR700-710A2-20S/N 12117 & 12118APUHoneywell RE-220S/N P-110AVIONICS• Honeywell Primus II Avionics Package• Six Tube 8 x7 DU-870 Color EFIS Display, 2PFD / 2 EICAS / 2 MFD

• Triple Honeywell Laseref IV Inertial ReferenceSystem

• Triple AZ-840 Micro Air Data Computers(MADC)

• Dual NZ-2000 Integrated Flight ManagementSystem w/Dual HG-2021 Channel GPS

• Triple IC-800 Integrated Avionics Computers(IAC) with EFIS revisionary capability

• Primus 880 Color Weather Radar w/LightningSensor

• TCAS II RT-950 Traffic Alert and CollisionAvoidance System (Change 7 incorporated)

• Engine Indication/Crew Alerting System(EICAS)

• Dual Primus II RM-855 Integrated

NAV(COM/Ident Radios w/VOR/ILS/MKR/ADF/DME/VHF Comm and Enhanced Mode SDiversity Transponders (Dual RCZ-833 K andDual RNZ-851) 8.33 kHz channel spacing andFM Immunity compliant

• Dual Collins ALT-4000 Radio Altimeter• Thales IESI Standby Attitude Indicator• Collins HF-9031A HF Communication System• Single Coltech CSD-714 SELCAL• Dual Honeywell CD-820 CDU s• Honeywell EGPWS w/RAAS & WindshearDetection

• Honeywell Digital Flight Data Recorder (25 Hrs)• QAR (Quick Access Recorder)• Honeywell Cockpit Voice Recorder (120 Min.,)• Honeywell DL-950 Data Loader• Artex 406 Hz Emergency Location Transmitterw/GPS

• Emergency Vision Assurance System (EVAS)• MCS-6000 SATCOM (6 channel, 5 voice, 1 data)INTERIOR• 9 + 1 (crew rest seat) Certified Pax OriginalInterior for Take-off and Landings

• FWD/RH Crew Rest area with 1 Rear FacingSeat

• FWD/LH Full Galley• Jump Seat• FWD double Club with 4 Electrically ControlledSingle Seats and Pull-Out Executive Tables

• MID LH/RH Storage Cabinets• MID/LH 3-Place Divan [not certified fortakeoffs/landings]• MID/RH 3-Place DivanEXTERIOR• Overall White w/Brown Stripe Design.


FAI rent-a-jet AGFlughafenstr. 100 (Hangar 6)90268 Nuremberg - Germany

Tel: +49 (0) 911 36009 375 or+1 561 771 1322

Fax: +49 (0) 911 36009 5375Email: [email protected]

2000 Bombardier Global Express

UNIQUE AIRCRAFT MANAGEMENT PROGRAM AVAILABLE

FAI June 21/05/2013 12:27 Page 1

SHOWCASE


Serial Number: 8063Registration: OE-IKGAirframe TT: 2000 Engines Maintenance Tracking Program: CAMPGeneral Electric CF34-3B1. E950527. 1500.HSI and Overhaul: On ConditionGeneral Electric CF34-3B1. E950528. 1500HSI and Overhaul: On ConditionAPUHoneywell GTCP 36-150 RJ, s/n P-1311; 1168 hrsAvionicsCollins Proline 4 w/ EICAS:Dual FCC-4000 Digital Flight Control ComputersDual ADC-850 Digital Air Data ComputersDual DCU 4000 Data Concentrator UnitsDual RTU-4000 Radio Tuning units

MDC-4000 Maintenance Diagnostic ComputerCollins WXR 840 Color Weather RadarDual Collins FMS-4200 Flight Management SystemDual Collins GPS-4000A GPSDual Collins AHRSDual VHF 422C Comm System with 8.33 spacingDual VIR-432 Nav System with FM immunityDual DME 442Dual ADF 462Dual TDR-94D Mode S TranspondersDual Collins ALT-55B Radio AltimeterCollins TCAS 94 (TCAS II with Change 7)Collins HF-9000 HF with Coltech SELCALAdditional EquipmentRVSM, MNPS and RNP 5 EquippedL3 Communications SSCVR Cockpit Voice Recorder(2 hour)

L3 Communications SSFDR Digital Flight Data Recorder

Honeywell Mk V EGPWSArtex C406-2 ELTIridium ICS-200 SATCOM Communications SystemAirshow 4000 Passenger Information SystemAudio International Cabin Management SystemInteriorOriginally completed by Midcoast Aviation; March 2008.The cabin features a twelve (12) place executive interiorconfiguration. Forward cabin features four (4) club seats.The mid cabin has a four (4) place conference group onthe left with a manually operated - hi-low table, opposite isa credenza with storage as well as a 20" LCD pop-upmonitor. The aft cabin has a two (2) place divan oppositetwo club seats. The lower sidewalls are a cream coloredultraleather. The carpet is light tan.ExteriorPainted March 2008. Overall Matterhorn white, dark andlight blue accent stripes run from nose to tail.

2008 Challenger 850 Make offer

2006 Cessna Citation Sovereign Make offer

Two Corporate Owners Since New

JB Park GmbHMr Andrei Aleynikov

Sales Director

Serial Number: 0066Registration: OE-GBYAirframe TT: 4000

EnginesEngine Hours L&R 2,381Engine Cycles L&R 1,357APU Hours 1,937

AvionicsMultifunction Displays 4 Honeywell DU-1080VHF COM 2 Honeywell TR-865AVHF NAV 2 Honeywell NV-875AHF Communication 1 Honeywell KHF 1050ADF 2 Honeywell DF-850DME 2 Honeywell DM-855FD/Autopilot 2 Honeywell Primus Epic

Transponder (Enhanced Mode-S) 2 Honeywell XS-857AEGPWS 1 Honeywell EGP-100TCAS II 1 Honeywell CAS-67FMS Control Unit 2 Honeywell MC-850GPS 2 Honeywell GR-2400Radio Altimeter 1 Honeywell RT-300Weather Radar 1 Honeywell WU-880SSFDR 1 L3 Communications CVDR FA 2100SSCVR 1 L3 Communications CVDR FA 2100ELT 1 Kannad 406AFSatcom 1 Aircell ST 3100

InteriorTotal 11 certified seats including 3 seats sofa. One ownersince new. Engines are covered with JSSI program andairframe with Cessna Pro parts

Tel: +38 044 351 70 26Cell: +38 095281 1 282Fax: +38 044 351 77 67E-mail: [email protected]

Owner is interested in a quick deal!

JB Park June 21/05/2013 12:29 Page 1

SHOWCASE


AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

InteriorSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd.1441 Aviation Park NE, 2nd Floor,

Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027Fax: (403) 637 [email protected]

Cessna Citation Ultras

John Hopkinson Ultras April 22/05/2013 15:34 Page 1

SHOWCASE


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

• FRESH ENGINES• DELIVERS ON ESP GOLD

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

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

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

2005 Cessna Citation XLS

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

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

Airframe TT: 3830 Landings: 3735Will deliver on MSP GoldEnginesTFE 731-5BR-1HLeft: S/N P107259 3830 Hours 3735 CyclesRight: S/N P107289 3762 Hours 3776 CyclesAPUGarrett GTCP 36-150WS/N P-291 1978 HoursAvionicsHoneywell SPZ 8000 Avionics SuiteAFIS: Global/Wulfsberg AFIS Autopilot: HoneywellSPZ-8000 IFCS w/DFZ-800Avionics Package: Honeywell SPZ-8000 IFCS / Primus IIComm Radios: Dual Honeywell Primus II w/8.33 spacing

CVR: Universal CVR-30B EFIS: Dual Honeywell EDZ-818Flight Director: Honeywell SPZ-8000 IFCS Flight Phone:MagnaStar C-2000 digital (2 handsets) FMS: DualHoneywell FMZ-2000 w/GPS Hi Frequency: King KHF-950 Navigation Radios: Dual Honeywell Primus II RadarAltimeter: Honeywell AA-300 Stormscope: HoneywellLSZ-850 lightening sensor TAWSMaintenanceInspection Status: 48-Month, Landing Gear and G-Inspection complied with in June 2011Gross Weight: TBD. Operating Weight: TBDEmpty Weight: TBD. FAR Part 91InteriorOriginal Installation 1998 by Hawker Beechcraft. Partialinterior refurbishment by WestStar Aviation in 2007 thatincluded headliner, side and lower panels, carpet and

sound proofing. Beautiful eight passenger executiveinterior, featuring a well appointed, spacious forwardgalley. A forward four-place club arrangement with foldouttables. The spacious mid cabin boasts another single seatacross from a side facing three-placed divan. Seating istastefully finished in light earth-tone leathers. Interior iscomplemented by luxurious carpeting found throughoutthe cabin. Forward galley poses ample storage and amicrowave oven. Cabin Entertainment includes: WorldwideAirshow 4000, and Airshow briefing system, four 5-inchRosen color monitors, DVD, CD, and forward and aft 14inch LCD monitors. The aircraft also has power outlets forlaptops and other electronic devicesExteriorOriginal Paint 1998 By Hawker BeechcraftMatterhorn white with green, gray and gold stripes.

1998 Hawker 800XP Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Tel: 1 214 351 9595www.mentegroup.com

Mente Citation XLS/Hawker June 21/05/2013 12:34 Page 1

SHOWCASE

1998 Learjet 60


Tel: +44 (0) 7785 245400E-mail: [email protected]

JetFlight LtdRoger Stainton

Serial Number: 60- 125Registration: VP- CRBAirframe TT: 2162Landings: 2394

• 8 seats• No damage history• Engines on ESP Gold• Immaculately maintained by Britishprivate owner from new

• Collins Pro- line avionics• 3 Rotor brakes/tyre pressure sensors• Phase A/B/C/D due April 2014• On CAMP

AvionicsCollins Pro Line 4 tube EFISDual Collins ADC- 822 Air data computersDual Collins AHC- 85 Attitude headingcomputers

Dual UNS 1C FMS with GPS and new DTUmemory stick

Dual Collins FCC- 850A Flight controlcomputers

Dual Collins RTU- 870 Radio tuning unitsDual Collins VIR 432 Nav unitsDual Collins VHF- 422B Com units 8.33kHzspacing and FM immunityDual Collins DME- 422 DME unitsDual Collins ADF- 462 ADFDual Collins TDR- 94 Mode S transpondersTCAS 94 Traffic alert avoidance systemSingle Collins ALT- 55B Radio altimeter

Single King KHF- 950 HF Radio with SELCALCollins SXR- 840 Color weather radarInteriorOriginal cream leather by Learjet, Tucson,beautiful condition

New cabin carpet8 passenger seats including 2 seat divan,single fwd facing seat, 4 place club seats

Belted toilet seatHigh gloss Burlwood laminate woodworkwith 2 fold out executive tables

Airshow 400 with forward and aft displaysEntertainment system with DVD player115v Cabin outletDual Concorde lead acid batteriesExteriorColour overall - Matterhorn white with bluetrim lines repainted March 2010

3 Rotor BrakesTyre pressure sensors SB60- 32- 32R1MaintenancePHASE A due 2461 hours or April 2014PHASE B due 2761 hours or April 2014PHASE C due 2761 hours or April 2014PHASE D due 4299 hours or April 2014WeightsMTOW 23,750 lbEmpty weight 14,565 lb ComplianceRVSMMNPSRNP

Price: US$2.65m

JetFlight June 22/05/2013 15:37 Page 1

State-of-the-art flight deck with Collins Proline21 FDS, JSSI engine program 100%, -3D engines,owner financing to qualified buyers, CAMPmaintenance tracking program, dual Collins FMS6100, Laseref V, 8.33 comms, FM immunity, MNPS,RNP 5/10, EGPWS. Owner will consider trading fora Falcon 900B, Falcon 900C or Falcon 900EX.

Falcon 50 S/N 138

For details contact:

Edward Veselyphone: 713-644-5100Email: [email protected]

Specifications Subject to Verification Upon Inspection

New York Washington DC Texas Georgia

21st Century Primus EPIC glass cockpit, StageIII hush kits, one of the lowest total time GIII'son the market, beautiful refurbished interior2012, Gulfstream IV features and benefits at aGulfstream III price, worldwide transcontinentaloperations equipped, GCMP, 72 month inspectionaccomplished July 2012, excellent records.

Gulfstream III S/N 450

Welsch Aviation June 21/05/2013 14:41 Page 1


Marketplace

Candler & Associates Inc.Price: SHORT TERM LEASE

Year: 1974

S/N: 180

Reg: N180AR

TTAF: 14,200

Location: USA, TX

We recently purchased an excellent and well maintainedGulfstream GIIB aircraft and are making it available for ashort-term (approx. 30 month) lease through December31, 2015, when U.S. Stage 3 noise regulations take effect.The aircraft was owned for 20 years by Mobil Oil and by aprivate individual here in San Antonio for the past 10 yrs.Please let me know if your organization (or any others youknow) have an interest in leasing this fine Gulfstream GIIBaircraft. SHORT TERM LEASE.

Gulfstream IIB Tel: +1 (210) 341 3395Email: [email protected]

European Skybus LtdPrice: Please Call

Year: 1995

S/N: 27425

Reg: N463AC

TTAF: 31,908

Location: United Kingdom

40 Passenger corporate interior. This aircraft has recentlyundergone a passenger to VIP conversion in October 2011by European Aviation. Refurbished to the higheststandards, this 1995 example is now available for sale orlease. The Cabin area is divided into two sections, theforward section is arranged into a ‘Club 4’ configurationaround 4 HI-LO folding tables, which can be converted into8 sleeping positions. The aft section of the cabin isconfigured with a further 24 forward facing lie flat businessclass seats. Contact: Stefan Kondak for more information.

Boeing 737 500 VIP Tel: +44 (0) 1202 581 111Email: [email protected]

Kent GraysonPrice: Please Call

Year: 1992

S/N: 5113

Reg: N770GE

TTAF: 7655

Location: USA

AlliedSiginal Mark V EGPWS w/ Windshear, HoneywellMCS-3000 SATCOM, ELT Artex C-406, Duel Collins AirData Computers, EFIS Master Switch, Damage History,Smart Parts Warranty Program, Engine MantenanceProgram, RVSM, Terrain Awareness and Warning System,Extended Range Model, Trafic Collision Avoidance system(TCAS), 8.33 Channel Spacing, FM Immunity, SATCOM,Winglets, Thrust Reversers, Auxiliary Power Unit, FAR Part135, JSSI TIP TO TAIL

Challenger 601-3A Tel: +1 (727)-754-5722Email: [email protected]

Jet Speed LLCPrice: Please Call

Year: 1982

S/N: 22-036

Reg: N273CC

TTAF: 11414.4

Location: USA

TSN 11414.4 CSN 7609, Engines P85179 TSN 10955.5CSN 7325, P85175 TSN 10862.0 CSN 7329, 100% JSSI,CAMP MX tracked, Needs nothing for 180 hrs, next due200hr inspection. Conveniently based at KBCT BocaRaton airport. Contact: Jeff Coursey for more information.

Learjet 55 Tel: +1 (561) 719 9692Email: [email protected]

BAS GmbH Price: US$ 10.800.000

Year: 07/2004

S/N: 20004

Reg: D-BFJE

TTAF: 5450

Location: Germany

New Paint and Interior Dec 12, 96 mth. Done Dec. 12; Airframe and Engines on MSP and Smart Plus; No Damage History; only one Owner since new;CVR/FDR; SATCOM, Airshow with DVD; Microwave, Coffee-maker; 8 Pax Club Seat config; belted Toilet Seat;CAT II; MNPS; In and Out like new

Challenger 300Tel: +49 (0) 7403 914 04 66Email: [email protected]

P149-153 MB 22/05/2013 09:27 Page 3


Leonard Hudson DrillingPrice: US $3,375,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,375,000 or consider trades for Citation CJ1, CJ2, orBell 212, 412 or 407.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg: N339MC

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Seven, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all seven.

BELL 212 (Seven Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace

Oleg ShulginPrice: Make offer

Year: 2007

S/N: RB-189

Reg: VP-CFW

TTAF: 1555

Location: Germany

EU Ops compliant, RVSM certified, CAMP, Collins Pro Line21, Nose and tail baggage compartments. Exterior Whitewith Toreador Red, Aztec Yellow, Bristol Blue stripes. Interior: Six passenger Platinum leather seats with retractable headrests and armrests. Showcase Mahoganydecorative laminates, Pebble Frieze carpeting, GreyLustreheadliners. Make offers.

Premier 1ATel: +79 1666 96642

Email: [email protected]

P149-153 MB 21/05/2013 16:06 Page 4


Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Marketplace

Xclusive JetPrice: Priced to sell

Year:

S/N:

Reg:

TTAF: 220

Location: UK

This is a unique opportunity to own this immaculateChallenger 605 that is priced to sell. Only 220 hourstotal time – Engine: 2 General Electric CF34-3Bturbofans – APU: Honeywell GTCP36-150 (CL) gasturbine – Avionics: Collins Pro-Line 21 avionics suite -9 Capacity configuration with forward club seatingand aft divan - Available immediately - contact oursales team today if you would like to express yourinterest.

Challenger 605 Tel: +44 (0) 23 80 696992Email: [email protected]

Lions Air Ltd.Price: Make Offer

Year: 2000

S/N: 349

Reg: HB-FOQ

TTAF: 3000

Location: Switzerland

Very well equipped aircraft. Maintained by Pilatus Aircraftor his Service Centres and always flown by professionalpilots. Managed under EASA CAMO organisation. Oneowner. Located Zurich International Airport, LSZH.

Contact: Renè Schmid for more information.

Pilatus PC12/45 Tel: +41 (0) 44 828 88 88Email: [email protected]

SkytecPrice: USD 550,000 +Tax

Year: 1980

S/N: 1244

Reg: N350UK

TTAF: 4300

Location: Belgium

A perfect machine in service right now for a newtailrotorgearbox and hydraulic acumulator and hoses.Airframe inspection 2014 engine 2,3,4 July 2014.

Contact: Pim de Rhoodes for more information.

Eurocopter AS 350B Tel: +32 (0) 475 308 908Email: [email protected]

PLM Aviation, IncPrice: Please Call/Email

Year: 2001

S/N: 11129

Reg: VH-RUA

TTAF: 2,066

Location: Australia

PLM Aviation is pleased to present this excellent 2001Agusta 109E for sale. Currently based in Australia, s/n11129 is finishing a military contract and will bedelivered with both its original VIP interior and a utilityinterior. Features include Air Conditioning, 230 USGallon Fuel Tanks, Sliding Doors, Option to purchaseP&WC ESP Gold and/or Breeze Eastern Rescue Hoist.2,066TT. Two owners from new. Please contact PeterLeonard-Morgan for more information.

Agusta 109E Tel: +1 (571) 933-7393Email: [email protected]

www.plmaviation.com

P149-153 MB 22/05/2013 09:33 Page 5


Next Issue copy deadline: Wednesday 12th June 2013

World Aircraft Sales (USPS 014-911), June 2013, Vol 17, Issue No 6 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation todecision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index

1st Source Bank ........................................................9921st Century Jet Corporation ...............................154Aero Air ......................................................................140AeroSmith/Penny ....................................................138AIC Title Services....................................................121Air Fleet Leasing ......................................................141AMJET...........................................................................76Aradian Aviation..........................................................97Avjet Corporation.................................................38-39 Avpro ......................................................................19-23Bell Aviation ..........................................................48-49Bombardier..................................................................63Boutsen Aviation ........................................................69 Central Business Jets .............................................155Charleston Aviation Partners ...................................77Charlie Bravo Aviation...............................................51China Helicopter Exposition..................................131Chuck Collins ...........................................................142Conklin & de Decker ...............................................117Corporate Aircraft Photography ...........................117Corporate AirSearch Int’l ..............................111,143 Corporate Concepts .................................................61

Dassault Falcon Jet Europe ...........................2-3,139Dominion Aircraft .....................................................115Duncan Aviation....................................................55,93Eagle Aviation..............................................................43ExecuJet Aviation........................................................47FAI rent-a-jet..............................................................144Florida Jets .......................................................134-135Freestream Aircraft USA ....................................10-17 General Aviation Services ........................................57Global Corporate A/C Transactions ...................129Guardian Jet..........................................................24-27Gulfstream Pre-Owned ......................................34-35 HELI UK.....................................................................133Heliasset.com...........................................................119Inada..............................................................................37Intellijet International .................................................6-7J. Mesinger Corporate Jet Sales ......................40-41JB Park GmbH .........................................................145Jet Support Services (JSSI) .......................................4JetBlack Aviation ........................................................95JetBrokers..............................................................44-45 Jetcraft Corporation....................................52-53, BCJeteffect ........................................................................67

JetFlight......................................................................148JETNET......................................................................123John Hopkinson & Associates ........................85,146Leading Edge ..............................................................73Lektro..........................................................................153Mente Group.............................................................147NBAA Business Aviation Convention .................125NBAA Regional Forums............................................78OGARAJETS................................................FC, 30-31Par Avion.........................................................................5 RocketRoute ....................................................102-103Rolls-Royce .................................................................81Royal Saudi Air Force.............................................112Southern Cross Aviation ........................................113Starbase Jet Aviation .....................................136-137Tempus Jets.................................................................59The Jet Collection ......................................................29 Universal Avionics ......................................................91VREF Aircraft Values ..............................................153Welsch Aviation .......................................................149Wentworth & Affiliates...............................................87Wright Brothers Aircraft Title...................................79

8 0 0 - 5 3 5 - 8 7 6 7 / 5 0 3 - 8 6 1 - 2 2 8 8w w w. l e k t ro. co m / s a l e s @ l e k t ro. co m

Not just a tug.

It’s a .8900 Series

P149-153 MB 22/05/2013 15:44 Page 6

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration hascertified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superbpoise throughout the operating envelope and light but not oversensitive control feel. In addition, Tri-Jets have set world andnational records for distance, speed, time to climb and sustained altitude.

Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speedand altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraft’s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two.

Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered byhydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically. The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power forthe right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operatethe aircraft and land safely if a system fails.

An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets useexcessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuelefficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight andoperating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in anaircraft that burns less fuel than many heavier twin-jets.

Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

Tri-Jets Range Map

7X=5950nm900EX=4500nm900DX=4100nm

50EX=3267nm

21st Century December 2010 17/11/10 16:47 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

FALCON 20F "500NH" SN/470 w/ FALCON 900CEngines & APU Modification

7700 TT / 4900 Landings, MSP Gold, Collins Proline II EFIS Cockpit,Dual Collins Radio Tuning Units, Dual Universal 1L's w/ WAAS, ETC

Mexico office

Enrique A. Ortega Lapham

TEL: +52.55.5211.1505

CELL: +52.55.3901.1055

WEB: www.cbjets.com

E-MAIL: [email protected]

GULFSTREAM V S/N 567Of fered by Original Fortune 100 Corporation, 35 year history as a FleetOperator of Gulfstream Aircraft; Immaculate Maintenance, Rolls Royce

Corporate Care Engine Program, Can Deliver w/ New Interior &Configuration

CHALLENGER 604 S/N 5577Freshly completed by Duncan Aviation for its 96-Month Inspection

and Landing Gear Overhaul, 2000 Hours TT, On Smart Parts Plusand MSP -150 APU Engine Programs, Spectacular Terence Disdale

Designed 10 Place Interior

GULFSTREAM G200 S/N 1991700 TT / 900 Landings, ESP Gold, Meets all EASA / JAR OPS

Requirements, Impressive List of Options including Aerial ViewCamera, Factory Warranties thru 09/13

2009 CHALLENGER 300 S/N 202641451 TT, Iridium SAT Phone w/ Swift Broadband Wifi, MSP GOLD, 2nd

IFIS FSU (Paperless Cockpit), Impressive list of Options includingSliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained

to Part 135 Standards

GULFSTREAM ASTRA SP S/N 493597.9 TT; Recent C Check, paint & refurbished interior by

Astra Service Center, MSP, CAMS, Dual Universal UNS-1E FMSw/ GPS, Increased Weight Mod, Replacement of Horizontal

Stab Trim Actuator

CITATION EXCEL S/N 5248Power Advantage Engine Program, w/ Fresh Engine Overhauls,

Pro-Parts Airframe Program and on Cescom Since New; Dual UniversalUNS-1ESP FMS; Aircraft can be delivered anywhere in the world

FALCON 900B SN/65Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine

Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav;Impeccable US Ownership History

Initial

Offerin

g

Initial

Offerin

g

DesignerInterior

Deal

Pending

Deal

Pending

Also Available - Falcon 900EXy, Falcon 900C, JetStar II

♦ Celebrat ing 30 Years ♦

CBJ June_CBJ November06 23/05/2013 10:19 Page 1

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FEATURED INVENTORY

Just because you no longer have connecting flights

DOESN’T MEAN

you no longer need connections.The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots. www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

1988 Airbus A310-3042011 Airbus A318 Elite1988 Challenger 601-3A2005 Challenger 6042009 Challenger 6052010 Challenger 6052007 Challenger 850ER2005 Citation X2006 Citation XLS 1997 CRJ 2002009 Falcon 2000LX

2013 Falcon 7X2005 Global 5000Q1 2014 Global 60002005 Global Express2010 Global XRS1998 Gulfstream GIVSP1988 Gulfstream IV2008 Hawker 7502003 Hawker 800XP2008 Hawker 900XPQ1 2015 Legacy 500 - Position

2011 CiTATiON CJ4 - SN 525C-0063New to Market - Airframe On Cessna ProParts Engines on Cessna TAP Advantage Elite

2004 FAlCON 2000EX EASy - SN 29Aggressively Priced to be the Next to Sell Engines Enrolled on ESP Gold - APU Enrolled on MSP

2006 GlObAl XRS - SN 9181One Corporate FAA Part 91 Owner Since NewFull Engines/Airframe/APU Coverage

2003 GlObAl EXpRESS - SN 9113Available for Immediate Lease 8C Inspection Currently Underway at BAS - Dallas

Download theJetcraft App- Search aircraft listings- Sort listings by manufacturer- Download a listing brochure that

includes specs and photos

Scan this QR code to download to your Apple or

Android device.

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schedule- Receive notifications for new listings

2006 ChAllENGER 300 - SN 20087New to Market - One US Owner Since NewSmart Parts. CASP and MSP - North East Based

WAS_5-28-13_back cover_Connections.indd 1 5/10/13 12:01 PM

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